JP2009190696A - Vehicle body floor structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To protect a wiring article unit arranged on the lower side of a vehicle body floor by efficiently transmitting a load from a load input side to an opposite side when the load is inputted to the vehicle body floor from a side of the vehicle body. <P>SOLUTION: This floor panel 14 includes a floor upper face layer 100, a floor lower face layer 102, and a floor intermediate layer 104. A recessed part 108 for housing a fuel pipe 110 is formed on the floor lower face layer 102. The recessed part 108 is covered with a metallic protector 118. Carbon fibers 114, 116 constituting the floor lower face layer 102 including the recessed part 108 and the floor upper face layer 100 are arranged along a vehicle body width direction which is a load inputting direction, and are continuous. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle body floor structure configured using fiber reinforced plastic.

  The following Patent Document 1 discloses a structure of a vehicle body floor using fiber reinforced plastic (hereinafter referred to as FRP). Specifically, the floor panel has a sandwich structure composed of a pair of upper and lower surface layers and a core member sandwiched between them. In this prior art, the bending rigidity in the longitudinal direction of the vehicle body is improved by arranging reinforcing fibers over the entire length in the longitudinal direction of the vehicle body of the tunnel portion formed in the intermediate portion of the FRP floor panel in the vehicle body width direction. There is a feature.

According to the above configuration, since the bending rigidity of the tunnel portion in the longitudinal direction of the vehicle body is increased, it is possible to suppress deformation or the like with respect to a load that acts during a frontal collision.
Japanese Patent Laid-Open No. 4-193691

  However, in the case of the above prior art, measures against load input from the front of the vehicle body are taken, but against load input from the side of the vehicle body such as at the time of side collision (particularly at the time of local side collision with a pole etc.). No measures have been taken. Therefore, in this respect, the prior art has room for improvement.

  In particular, when an arrangement such as fuel pipes is routed along the longitudinal direction of the vehicle body on the lower surface side of the FRP floor panel, the arrangement is prevented from being damaged by protrusions or chipping. At the same time, it is desirable to have a structure that protects the arrangement by efficiently transmitting the load from the side of the vehicle body to the opposite side.

  In consideration of the above fact, the present invention is arranged on the lower surface side of the vehicle body floor by efficiently transmitting the load from the load input side to the opposite side when the load is input from the vehicle body side to the vehicle body floor. The object is to obtain a vehicle body floor structure that can protect the arrangement.

  The vehicle body floor structure according to the invention of claim 1 is provided on the lower surface side of the vehicle body floor made of fiber reinforced plastic so as to extend along the vehicle body front-rear direction, and the vehicle body lower side is opened and long. And a protective member for protecting the wiring object provided on the lower surface side of the vehicle body floor and covering the open side end of the concave part from the vehicle body lower side. The peripheral wall forming at least the concave portion on the floor uses continuous fibers oriented in the vehicle width direction or in an oblique direction of the vehicle width inclined in a direction that intersects or intersects the vehicle width direction by a predetermined angle. It is comprised, It is characterized by the above-mentioned.

  According to a second aspect of the present invention, in the vehicle body floor structure according to the first aspect, the vehicle body floor is disposed on the vehicle interior side and is inclined or intersected in the same direction by a predetermined angle with respect to the vehicle body width direction or the vehicle body width direction. The floor upper surface layer formed by using continuous fibers oriented in an oblique direction and the vehicle width direction or the vehicle body width and the vehicle body width direction or the vehicle body width. Between the floor lower surface layer and the floor upper surface layer and the floor lower surface layer, which are formed by using continuous fibers oriented in the oblique direction of the vehicle width inclined in the same direction or inclined in the same direction with respect to the direction. And a floor intermediate layer interposed therebetween.

  According to a third aspect of the present invention, in the vehicle body floor structure according to the second aspect, the concave portion is provided in the floor lower surface layer, and a bottom wall portion which is a part of the peripheral wall is fixed to the lower surface of the floor upper surface layer. It is characterized by being.

  According to a fourth aspect of the present invention, in the vehicle body floor structure according to any one of the first to third aspects, the arrangement is a fuel pipe.

  According to the first aspect of the present invention, since a recess extending along the longitudinal direction of the vehicle body and opened at the lower side of the vehicle body is provided on the lower surface side of the vehicle body floor, an elongated arrangement is provided in the recess. It is possible to accommodate the ropes. Since the recessed part is open on the lower side of the vehicle body, the stored object may be damaged by overcoming the protrusion or chipping while the vehicle is running just by accommodating the connected object, but the protective member opens the recessed part. Since it is provided on the lower surface side of the vehicle body floor so as to cover the side end portion from the vehicle body lower side, the routing object is protected from damage due to these external causes.

  Here, since the vehicle body floor is made of fiber reinforced plastic, the steel plate is a ductile material, but has a characteristic as a brittle material. For this reason, load transmission performance is generally low with respect to loads from the side of the vehicle body, particularly local loads. On the other hand, fiber reinforced plastic has anisotropy of transmitting a load mainly in the fiber direction.

  In the present invention, in consideration of the properties of the fiber reinforced plastic, the peripheral wall forming at least the recess in the vehicle body floor is inclined in the vehicle width direction or a direction that intersects or intersects with the vehicle width direction by a predetermined angle in the same direction. Since it comprises using the continuous fiber orientated in the vehicle width diagonal direction, a load is transmitted along the orientation direction of a fiber, and the load transmission path is not interrupted. For this reason, even if a load is input from the side of the vehicle body at the time of a side collision, the load can be efficiently transmitted to the opposite side. Therefore, the arrangement thing accommodated in the recessed part is also protected effectively.

  According to the second aspect of the present invention, the vehicle upper surface layer and the floor lower surface layer of the vehicle body floor are inclined in the vehicle width direction or the vehicle width direction or the vehicle width direction inclined in a direction that intersects or intersects the same direction by a predetermined angle. Since it is configured using continuous fibers oriented in the direction, a load input from the side of the vehicle body to the vehicle body floor can be efficiently transmitted to the opposite side in both the floor upper surface layer and the floor lower surface layer.

  According to the third aspect of the present invention, since the concave portion is provided in the floor lower surface layer and the bottom wall portion which is a part of the peripheral wall is fixed to the lower surface of the floor upper surface layer, the bottom wall portion of the concave portion is provided. The plate thickness on the side becomes the plate thickness obtained by adding the plate thickness of the floor upper surface layer to the original plate thickness of the bottom wall portion. For this reason, the cross-sectional area used for load transmission increases, and if the same load is transmitted, the load transmission efficiency is improved. If the load transmission efficiency is the same, a larger load can be transmitted.

  According to the present invention described in claim 4, since the arrangement is a fuel pipe, the improvement in load transmission performance can be utilized in the form of protection of the fuel pipe.

  As described above, the vehicle body floor structure according to the first aspect of the present invention efficiently transmits the load from the load input side to the opposite side when the load is input from the vehicle body side to the vehicle body floor. In addition, it has an excellent effect of being able to protect the routing object disposed on the lower surface side of the vehicle body floor.

  The vehicle body floor structure according to the second aspect of the present invention has an excellent effect that the load transmission performance can be further improved.

  The vehicle body floor structure according to the third aspect of the present invention can transmit a load more smoothly, or can transmit a larger load from the side of the vehicle body, thereby improving the arrangement protection performance. It has an excellent effect of being able to.

  The vehicle body floor structure according to the fourth aspect of the present invention can not only protect the fuel pipe accommodated in the recess provided on the lower surface side of the vehicle body floor from protrusions and chipping, but also input a load from the side of the vehicle body. It has the outstanding effect that it can protect effectively.

  [First Embodiment]

  Hereinafter, a first embodiment of a vehicle body floor structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle body front side, an arrow UP indicates the vehicle body upper side, and an arrow IN indicates the vehicle body width direction inner side.

  First, a schematic overall configuration of a vehicle body B to which the vehicle body floor structure 10 according to the present embodiment is applied will be described, and then the vehicle body floor structure 10 that is a main part of the present invention will be described in detail.

  (Whole body structure)

  FIG. 3 shows a schematic overall configuration of an automobile body (cabin surroundings) B to which the vehicle body floor structure 10 is applied as seen obliquely from above and forward of the vehicle body. As shown in this figure, the vehicle body B includes a pair of left and right rockers 12 arranged with the longitudinal direction of the vehicle body in the longitudinal direction. The left and right rockers 12 are joined to the vehicle body width direction outer ends of the floor panel 14 constituting the vehicle body floor. A floor tunnel 16 that extends in the longitudinal direction of the vehicle body and opens downward in the vertical direction of the vehicle body is provided at the center of the vehicle body width direction of the vehicle body floor that mainly extends in the vehicle body longitudinal direction and the vehicle body width direction. The inner end of the floor panel 14 in the vehicle width direction is joined to the downward opening end of the floor tunnel 16 in the vehicle body vertical direction.

  In addition, each rocker 12 has a front end 12A that is continuous with a lower end of a front pillar 18 that extends substantially in the vertical direction of the vehicle body. Although not shown, the left and right front pillars 18 are extended above the vehicle body as shown in FIG. 3, and hold the front windshield glass between them. Further, the left and right front pillars 18 are joined to different end portions of the dash panel 20 in the vehicle body width direction.

  The dash panel 20 extends in the vehicle body width direction and the vehicle body vertical direction, and separates the compartment C and a space Rf (for example, an engine compartment) ahead of the compartment C. A rear end portion of a pair of left and right front side members (not shown) is connected to the dash panel 20, and the front ends of the left and right front side members are bridged by a bumper reinforcement that constitutes a front bumper. ing. A notch 20A that opens the front end of the floor tunnel 16 to the front space Rf is formed at the center of the dash panel 20 in the vehicle width direction.

  On the other hand, the rear ends 12B of the left and right rockers 12 are continuous with the lower ends of the center pillars 22 extending substantially along the vertical direction of the vehicle body. A rear side member (not shown) is continuous with the rear ends 12 </ b> B and the center pillars 22 of the left and right rockers 12. Further, the left and right center pillars 22 are joined to different end portions of the room partition panel 24 in the vehicle width direction.

  The room partition panel 24 extends in the vehicle body width direction and the vehicle body vertical direction, and separates the compartment C from the space Rr behind the compartment C. A notch (not shown) that opens the rear end of the floor tunnel 16 to the rear space Rr is formed at the center of the room partition panel 24 in the vehicle width direction. That is, the floor tunnel 16 extends over the entire length of the vehicle body floor F in the longitudinal direction of the vehicle body, and is configured to open at both ends in the longitudinal direction of the vehicle body.

  The vehicle body B includes a pair of left and right cross members 26 that are arranged with the vehicle body width direction as a longitudinal direction and are connected to the rocker 12 and the floor tunnel 16 on the upper side of the floor panel 14. In this embodiment, the cross member 26 is joined to the upper surface side of the floor panel 14 in the vertical direction of the vehicle body, and connects the front end portion of the rocker 12 and the floor tunnel 16 in the vehicle longitudinal direction.

  In the automobile body B described above, the main components of the rocker 12, floor panel 14, floor tunnel 16, front pillar 18, dash panel 20, center pillar 22, room partition panel 24, and cross member 26, which are the main constituent elements, respectively. It is composed of carbon fiber reinforced plastic (hereinafter referred to as CFRP).

  (Detailed structure of the car body floor structure; structure around the floor panel)

  Hereinafter, the structure of the floor panel 14 that forms the core of the vehicle body floor structure 10 will be described in detail. First, the peripheral structure of the floor panel 14 will be described, and then the main part of the floor panel 14 will be described in detail.

  FIG. 2 is a longitudinal sectional view showing a state in which the vehicle body B shown in FIG. 1 is cut along the vehicle width direction as viewed from the front side of the vehicle body. As shown in FIG. 2, the floor panel 14 connects the rocker 12 and the floor tunnel 16 extending in the longitudinal direction of the vehicle body in the vehicle body width direction. As will be described later, the floor panel 14 is composed of a floor upper surface layer 100, a floor lower surface layer 102, and a floor intermediate layer 104 interposed therebetween, and the outer end 14A in the vehicle body width direction is the lower end of the rocker 12. The part is joined by, for example, bonding or rivet. Further, the inner end 104B of the floor panel 14 in the vehicle body width direction is joined to the tunnel side skeleton 48 arranged at the lower end of the floor tunnel 16 by, for example, adhesion or rivet. The tunnel side skeleton 48 is a reinforcing member having a closed cross-sectional structure that is disposed on both sides of the lower end of the floor tunnel 16 over substantially the entire length in the vehicle front-rear direction.

  Further, a seat rail for attaching a pair of left and right seat rails 30 and 32 that support the vehicle seat S to a predetermined position of the floor panel 14 described above (position where the energy absorbing cloth 36 and the tunnel side skeleton 48 are disposed). Fixing portions 58 and 60 are provided. The seat rail fixing portion 58 disposed on the outer side in the vehicle body width direction has a portion in the vicinity of the inner end in the vehicle body width direction in the energy absorption cloth 36 disposed in the forefront and the inner end in the vehicle body width direction in the energy absorption cloth 36 disposed last. It is arranged in the vicinity. On the other hand, the seat rail fixing portion 60 disposed on the inner side in the vehicle body width direction is disposed at a predetermined front and rear position of the tunnel side skeleton portion 48 (a position overlapping the seat rail fixing portion 58 in a vehicle side view).

  The seat rail fixing portion 58 is configured by holding a fastening collar 62 penetrating the energy absorbing cloth 36 from the lower side of the vehicle body with an insert material 64 embedded in the energy absorbing cloth 36. The fastening collar 62 has a screw hole that opens upward in the vehicle body vertical direction, and the front and rear ends of the seat rail 30 are fastened and fixed to the floor panel 14 by seat anchor bolts 66 that are screwed into the screw hole. .

  The seat rail fixing portion 60 is configured by holding a fastening collar 74 penetrating the tunnel side skeleton portion 48 from the lower side of the vehicle body with an insert material 64 embedded in the tunnel side skeleton portion 48. The fastening collar 74 has screw holes that are open on both sides in the vertical direction of the vehicle body, and the front and rear ends of the seat rail 32 are fastened and fixed to the tunnel side frame 48 by seat anchor bolts 66 that are screwed into the upper screw holes. It is supposed to be.

  In addition, a pair of front and rear tunnel underbracings 76 for connecting the left and right tunnel side skeleton portions 48 located across the floor tunnel 16 are provided. Each tunnel underbrace 76 is made of, for example, a metal material such as an aluminum alloy, and is arranged with the vehicle body width direction as a longitudinal direction. Both ends in the longitudinal direction of the tunnel under brace 76 are fastened together with the seat rail 32 by being fastened by screwing the fastening bolts 78 into the lower screw holes of the fastening collar 74 described above. As a result, the tunnel underburse 76 bridges the left and right tunnel side skeleton portions 48. In addition, the tunnel under brace 76 is not restricted to a metal material, For example, you may comprise with fiber reinforced plastics, such as CFRP.

  Further, a corrugated energy absorbing member 84 is disposed in the rocker 12 described above. The energy absorbing member 84 is disposed at the lowermost part in the rocker 12 so that the width direction thereof coincides with the vehicle body width direction. Further, the positions of the front and rear ends of the energy absorbing member 84 in the longitudinal direction of the vehicle body are substantially matched with the positions of the front and rear ends of the energy absorbing cloth 36, and the positions of the upper and lower ends of the energy absorbing member 84 in the vertical direction of the vehicle body. 36 substantially coincides with the positions of the upper and lower ends. And the energy absorption member 84 is hold | maintained in the predetermined position and attitude | position by the foaming urethane foam etc. with which the inside of the rocker 12 (partitioned space) was filled, for example. In the vehicle body floor structure 10, a load buffered while the energy absorbing member 84 is deformed inside is input from the rocker 12 to the energy absorbing cloth 36. The energy absorbing member 84 includes the corrugated energy absorbing portion 86, so that any load such as a load that is locally input in a part in the longitudinal direction of the vehicle body or a load that is input in a direction inclined with respect to the vehicle body width direction can be used. It is configured to be able to obtain a shock absorbing effect by being stably deformed with respect to a load from the direction.

  (Detailed configuration of body floor structure; configuration of main parts)

  As shown in FIGS. 1 and 2, the floor panel 14 includes a floor upper surface layer 100 disposed on the passenger compartment C side and a predetermined distance from the floor upper surface layer 100 that is separated from the vehicle body lower side and parallel to the floor upper surface layer 100. The floor lower surface layer 102 and the floor intermediate layer 104 interposed between the floor upper surface layer 100 and the floor lower surface layer 102 constitute a sandwich structure.

  The floor intermediate layer 104 includes a plurality of energy absorbing cloths 36 that are flat rectangular skeleton members, a plurality of horizontal cloths 38 that are also flat rectangular skeleton members, and a skeleton such as the energy absorbing cloth 36 and the horizontal cross 38. It is comprised with the foaming urethane foam with which the clearance gap where a member is not arrange | positioned was filled.

  The energy absorbing cloth 36 has a structure in which urethane foam is filled inside a CFRP outer shell having a substantially rectangular closed cross section. The energy absorbing cloth 36 is disposed between the recess 108 (described later) formed on the floor lower surface layer 102 along the longitudinal direction of the vehicle body and the rocker 12 with the vehicle body width direction as a longitudinal direction. In addition, a plurality of energy absorption cloths 36 are laid in the vehicle longitudinal direction without gaps.

  Each horizontal cloth 38 has a structure in which a foamed urethane foam is filled inside a CFRP outer shell having a substantially rectangular closed cross section. The lateral cross 38 is disposed between a concave portion 108 (described later) and the floor tunnel 16 with the vehicle body width direction as a longitudinal direction. Further, the lateral cross 38 is arranged at a predetermined interval in the longitudinal direction of the vehicle body. In this embodiment, five energy absorbing cloths 36 are disposed in the longitudinal direction of the vehicle body, and the lateral cross 38 is the energy absorbing cloth 36 disposed at the front, the energy absorbing cloth 36 disposed at the end, and these. Three horizontal crosses 38 are arranged so as to be arranged side by side in the vehicle body width direction with the energy absorption cross 36 arranged in the middle.

  A concave portion 108 extending in the longitudinal direction of the vehicle body is formed at a predetermined position in the vehicle body width direction of the floor lower surface layer 102 described above. The recess 108 is open on the lower side of the vehicle body, and a fuel pipe 110 serving as a routing object is accommodated therein.

  More specifically, as shown in FIG. 1, the peripheral wall 112 that forms the recess 108 includes a bottom wall portion 112A that is disposed substantially horizontally with respect to the vehicle body width direction, and left and right ends of the bottom wall portion 112A. It is constituted by a pair of left and right side wall portions 112B and 112C which are bent and suspended downward from the vehicle body. Note that the pair of left and right side wall portions 112B and 112C are disposed substantially perpendicular to the vehicle body vertical direction (precisely, slightly inclined in the recess opening direction). The height of the side walls 112 </ b> B and 112 </ b> C (that is, the depth of the recess 108) is set to a height that can accommodate the fuel pipe 110. Similarly, the width of the bottom surface of the bottom wall portion 112A is set to a width that can accommodate the fuel pipe 110.

  The above-mentioned inner end portion of the energy absorbing cloth 36 is abutted against the side wall portion 112B of the concave portion 108 on the outer side in the vehicle width direction. Further, the outer end portion of the lateral cross 38 is abutted against the side wall portion 112 </ b> C on the inner side in the vehicle width direction of the recess 108.

  The lower surface of the floor upper surface layer 100 is fixed to the upper surface of the bottom wall portion 112A of the recess 108 described above. As a result, the bottom wall portion 112A of the recess 108 is configured by adding not only the floor lower surface layer 102 but also the floor upper surface layer 100 integrated therewith, and the plate thickness T1 is the floor lower surface layer. A thickness obtained by adding a plate thickness T2 of 102 and a plate thickness T3 of the floor upper surface layer 100 is obtained. That is, the bottom wall portion 112 </ b> A of the recess 108 is formed into a two-plate structure with the floor lower surface layer 102 and the floor upper surface layer 100 and is thickened. Supplementally, a reinforcing layer 102 </ b> A for reinforcing the recess 108 is provided on the upper surface side of the recess 108 of the floor lower surface layer 102. Similarly, a reinforcing layer 100A is provided in a region facing the reinforcing layer 102A in the formation region of the recess 108 of the floor upper surface layer 100. The reinforcing layers 100A and 102A also have a function as a spacer.

  FIG. 1 is a longitudinal sectional view of the state in which the floor panel 14 is cut along the vehicle body width direction as seen from the front side of the vehicle body. As shown in FIG. 1, the carbon of CFRP constituting the floor lower surface layer 102 is shown. The fibers 114 are oriented in the vehicle body width direction. Therefore, the carbon fibers 114 constituting the peripheral wall 112 constituting the recess 108 are also oriented along the vehicle body width direction and are continuous fibers without interruption. The CFRP carbon fibers 116 constituting the floor upper surface layer 100 are also oriented along the vehicle body width direction as in the case of the floor lower surface layer 102, and are continuous fibers without interruption.

  Further, as shown in FIG. 2, the recess 108 includes a pair of left and right seat rails 30 and 32 (left and right with respect to the seated occupant) provided to support the vehicle seat S for seating the occupant on the vehicle body floor. The seat rail 30 disposed on the outer side in the vehicle body width direction is set at a position offset to the inner side in the vehicle body width direction.

  Further, the open side end of the recess 108 described above is covered from the lower side of the vehicle body by a metal protector 118 as a protective member. Specifically, the protector 118 has a shape in which a main body 118A that overlaps the recess 108 bulges in a substantially isosceles trapezoidal shape toward the lower side of the vehicle body, and the vehicle body width direction is separated from both ends of the main body 118A. A pair of mounting portions 118B are projected. The pair of attachment portions 118 </ b> B are joined by bonding or the like in a state of being in contact with the lower surface of the floor lower surface layer 102. When the protector 118 is attached, the fuel pipe 110 is covered with the main body 118A so that it cannot be seen from the lower side of the vehicle body.

  In the vehicle body floor structure 10 described above, for example, a load input to the rocker 12 inward in the vehicle width direction is transmitted from the rocker 12 to the energy absorbing cloth 36 of the floor panel 14 as schematically shown in FIG. The energy absorbing cloth 36 is transmitted to the recess 108 along the vehicle body width direction, and is transmitted to the respective lateral crosses 38 while being dispersed in the longitudinal direction of the vehicle body by the recess 108, and further transmitted from the lateral cross 38 to the floor tunnel 16 and further. It is transmitted to the floor panel 14 and the rocker 12 on the opposite side of the floor tunnel 16 via the tunnel underburse 76.

  FIG. 5 shows a model of the load transmission path of the vehicle body floor structure 10. In this figure, the member located at the outer end in the vehicle body width direction is a door 82 for opening and closing the vehicle body opening for passenger getting on and off. As shown in this figure, in the vehicle body B to which the vehicle body floor structure 10 is applied, the portion from the door 82 to the energy absorbing cloth 36 is mainly formed on the outer side surface in the vehicle body width direction of the recess 108 of the floor panel 14. Crashable area that deforms (crushes) and absorbs shocks at the time of a side collision, mainly from the recess 108 to the floor tunnel 16 (tunnel side skeleton 48, tunnel underbrace 76). It is considered as an occupant protection area for securing an indoor space.

  Next, the operation and effect of this embodiment will be described.

  In the vehicle body B to which the vehicle body floor structure 10 having the above configuration is applied, for example, as shown in FIG. 4, a pole P, which is a columnar member extending in the vehicle body vertical direction, collides from the side of the seating area of the occupant. In this case (when a so-called pole-side collision occurs), a door (not shown), the rocker 12 is deformed (destroyed) in the vicinity of the collision portion of the pole P together with the energy absorbing member 84 to absorb impact energy. The load is transmitted to the outer end of the floor panel 14 in the vehicle width direction.

  This load is transmitted to the energy absorbing cloth 36 located near the collision part of the pole P as a load F1 acting locally on a part of the outer end of the floor panel 14 in the vehicle body width direction in the longitudinal direction of the vehicle body. The collision load is transmitted to the recess 108 of the floor panel 14 while the cloth 36 is mainly compressed and deformed (collapsed) in the longitudinal direction. Note that the impact load of the pole-side collision is further absorbed by the compressive deformation of the energy absorbing cloth 36.

  On the other hand, the load transmitted to the recess 108 is distributed in the longitudinal direction of the vehicle body substantially coincident with the longitudinal direction of the recess 108 (see load F2 in FIG. 4), and is distributed to the three horizontal crosses 38 (load F3 in FIG. 4). reference). A part of the load dispersed in the longitudinal direction of the recess 108 is also distributed to the floor panel 14 as an oblique load toward the floor tunnel 16 via the floor panel 14 (see the load F4 in FIG. 4). Further, a part of the load F3 distributed to each lateral cross 38 is supported by the floor tunnel 16 (tunnel side skeleton 48) forming the skeleton (high rigidity) of the automobile body B, and is also provided in the vehicle longitudinal direction. In addition, the other part of the load F3 is transmitted to the floor panel 14 and the rocker 12 on the opposite side of the floor tunnel 16 via the tunnel under-brace 76 (see the load F5 in FIG. 4). 5 arrow A route).

  Further, the load accompanying the compression of the energy absorbing cloth 36 is also transmitted to the seat rail 30 via the floor panel 14, the insert material 64, the fastening collar 62, and the seat anchor bolt 66. A part of this load is distributed in the longitudinal direction of the vehicle body substantially coincident with the longitudinal direction of the seat rail 30, and is transmitted as an inward load in the lateral direction of the vehicle body to the lateral cross 38 that is separated from the pole side projecting portion in the longitudinal direction of the vehicle body. The This load is transmitted to the floor tunnel 16, the anti-collision side floor panel 14, and the rocker 12 through the above-described arrow A route. Further, the other part of the load transmitted to the seat rail 30 is transmitted from the seat rail 30 to the floor tunnel 16 (tunnel side frame 48) and the tunnel under-brace 76 via a seat frame (not shown) and the seat rail 32. (Refer to arrow B route in FIG. 5).

  Furthermore, when the energy of the pole side collision is large and the deformation of the energy absorbing cloth 36 reaches the installation area of the seat rail 30, an inward load in the vehicle width direction acts directly on the seat rail 30 from the pole P. As described above, the loads are the arrow A route via the horizontal cross 38 and the arrow B route via the seat rails 30 and 32 (and the seat frame), respectively, and the floor tunnel 16 (tunnel side skeleton 48) and the tunnel underbrace 76, respectively. Is transmitted to.

  As described above, in the vehicle body B to which the vehicle body floor structure 10 is applied, when a large load is locally input like a pole side collision, the vehicle body is mainly more than the side wall portion 112B on the outer side in the vehicle width direction of the recess 108. The outer portion in the width direction (mainly, the shock absorbing area formed by the energy absorbing cloth 36, the rocker 12, and the door 82) is deformed to absorb the shock energy, and the vehicle body is located at the outer side of the side wall 112B of the concave portion 108 in the vehicle width direction. On the inner part in the width direction, the concave portion 108 distributes the load, thereby reducing local stress concentration, preventing local deformation and destruction, and securing an interior space for the occupant seated on the vehicle seat S. Is done.

  The energy absorbing cloth 36 and the lateral cloth 38 include an extension area of the seat rails 30 and 32 (an area between the front and rear seat rail fixing portions 58) that supports the vehicle seat S so as to be slidable in the longitudinal direction of the vehicle body. In other words, since the energy absorbing cloth 36 is disposed without any gap in the longitudinal direction of the vehicle body in this region, any slide position of the vehicle seat S that can be adjusted, that is, the occupant's vehicle body is arranged. At the seating position in the front-rear direction, it is possible to stably exhibit an impact absorbing effect and protect the occupant.

  Supplementally, CFRP is a brittle material. If a cross member is simply provided in parallel in the longitudinal direction of the vehicle body like a metal body, deformation of the vehicle body may occur when the pole P collides between the cross members. Although it tends to be large, by arranging the energy absorbing cloths 36 densely over the seating area of the occupant, effective energy absorption is achieved against the collision of the pole P to the side of the occupant seating area. Further, the load from the energy absorbing cloth 36 with which the pole P collided is dispersed in the longitudinal direction of the vehicle body, so that it is not necessary to arrange the lateral crosses 38 densely in the longitudinal direction of the vehicle body. Contribute.

  Here, in the vehicle body floor 10 according to the present embodiment, the orientation direction of the carbon fibers 114 constituting the peripheral wall 112 that forms the recess 108 that accommodates the fuel pipe 110 is matched with the vehicle body width direction that is the load input direction. The anisotropy of the CFRP that transmits the load mainly in the fiber direction is utilized, and the input load at the time of pole side collision can be efficiently transmitted to the opposite side in the vehicle body width direction. Moreover, since the carbon fiber 114 of the surrounding wall 112 which forms the recessed part 108 is comprised by the continuous fiber which does not interrupt, a load transmission path does not interrupt. For these reasons, even when a load is input from the side of the vehicle body, such as during a side collision (particularly during a pole-side collision), the load can be efficiently transmitted to the opposite side. As a result, the fuel pipe 110 accommodated in the recess 108 can be effectively protected.

  In addition, in the vehicle body floor structure 10 according to the present embodiment, since the metal protector 118 covers the open end side of the recess 108 opened on the lower side of the vehicle body, the fuel pipe 110 is damaged or chipped when the protrusion is overcome. It is possible to prevent the fuel pipe 110 from being damaged due to the above. Therefore, also from this point, the fuel pipe 110 can be effectively protected.

  Hereinafter, based on FIGS. 6-8, the said effect is demonstrated using experimental data.

  FIG. 6A is a cross-sectional view schematically showing a fuel pipe mounting structure in which the vehicle body floor structure according to this embodiment is adopted. Incidentally, FIG. 6B is a cross-sectional view schematically showing a fuel pipe mounting structure of a second embodiment described later. 7 (A) to 7 (C) are cross-sectional views schematically showing the fuel pipe mounting structure according to the comparative example.

  First, the outline of the fuel pipe mounting structure according to the comparison will be described. In the comparative example 1 shown in FIG. 7A, a pipe accommodating space 134 having a predetermined width is formed between the floor upper surface layer 130 and the floor lower surface layer 132 and between the opposing surfaces of the energy absorbing cloth 36 and the horizontal cloth 38. In addition, an additional layer 136 having a predetermined thickness that is integrated with the floor upper surface layer 130 is disposed on the upper part of the pipe housing space 134, and the floor lower surface layer 132 is arranged approximately 1/2 ellipse to the vehicle body upper side so as to be in contact therewith. The fuel pipe 110 is accommodated below the bulging portion 138 by bulging into a shape. The lower side of the bulging portion 138 is covered with a metal protector 118 having the same configuration as that of the present embodiment. Further, in the comparative example 1, a substantially triangular gap surrounded by the additional layer 136, the bulging portion 138, the end of the energy absorbing cloth 36 or the end of the lateral cross 38 is formed on both sides. A roving 142 in which a CFRP layer (sheet) is rolled up is packed in the gap.

  Next, in the comparative example 2 shown in FIG. 7B, a dedicated hollow rectangular pipe-shaped member 144 for accommodating the fuel pipe 110 is formed of CFRP, and this is arranged on the floor intermediate layer 104. ing. In this case, since there is a hollow square pipe-shaped member 144 having a closed cross-sectional structure, the load rises in the first half of the stroke, but when the stroke proceeds to some extent, the member on the side that supports the hollow square pipe-shaped member 144 receives the load. It has a characteristic that it cannot withstand and the sustained load becomes unstable.

  Finally, in the comparative example 3 shown in FIG. 7C, when the floor lower surface layer 132 is formed, a pipe is accommodated to accommodate the fuel pipe 110 by inserting and forming the core and pulling it out. A space 146 is formed. Further, in the case of this proportionality 3, a CFRP prism member made of CFRP having this space width is separately formed on the upper side of the pipe housing space 146, and is cut out to fit the shape of the pipe housing space 146. The block 148 is arranged between the floor upper surface layer 130 and the upper part of the pipe housing space 146.

  FIG. 8 shows an FS diagram in the case of the fuel pipe mounting structure of the present embodiment, in the case of the fuel pipe mounting structure of the second embodiment to be described later, and in the case of the fuel pipe mounting structure of proportional 1 to comparative 3. Are shown respectively.

  The dashed-dotted line graph “a” shows the FS characteristic of the proportional 1; however, in this case, the input load cannot be sufficiently held by the roving 142, so the stroke does not advance after the initial load rises. The load drops immediately at the point in time (where the scale is advanced from the origin of the horizontal axis), and the target load is not sustained.

  The two-dot chain line graph d shows the FS characteristic of the proportional 2; in this case, the load increases according to the stroke, but after reaching a steep peak load in the middle stroke, The load is abruptly reduced, and the load does not continue thereafter.

  A thin solid line graph e shows the FS characteristic of the proportional 3, and in this case, a moderate load is maintained from the initial stroke to the final stroke.

  In the case of the present embodiment shown by the thick solid line graph b with respect to the above-described comparative 1 to comparative 3, the load rises with a relatively steep slope according to the stroke (early rise of the load), from the middle stroke to the final stroke. It can be seen that a load higher than the proportionality 3 is maintained. Therefore, in the case of this embodiment, it turns out that the fuel piping 110 can be effectively protected from the stroke initial stage to the stroke final stage.

  Note that the fuel pipe 54 is disposed on the inner side in the vehicle body width direction, that is, below the occupant protection area with respect to the side wall portion 112C on the inner side in the vehicle body width direction of the recess 108. Can be cited as one reason.

  Further, supplementing from the viewpoint of fiber orientation, in the present embodiment, the floor lower surface layer 102 including the recesses 108 is not constituted by the carbon fibers 114 in which only the recesses 108 have the continuous vehicle body width direction as the fiber orientation direction. And the entire floor upper surface layer 100 are constituted by continuous carbon fibers 114 and 116 oriented in the vehicle body width direction, so that the carbon fiber 114 having only the concave portion 108 as the fiber orientation direction is continuous. Compared with the case of the configuration, the load input to the floor panel 14 from the side of the vehicle body can be efficiently transmitted to the opposite side by both the floor upper surface layer 100 and the floor lower surface layer 102. As a result, according to the present embodiment, the load transmission performance at the time of a side collision can be further improved.

  Furthermore, in this embodiment, since the bottom wall portion 112A of the peripheral wall 112 constituting the recess 108 is fixed and integrated with the floor upper surface layer 100, the thickness of the recess 108 on the bottom wall portion 112A side is the bottom wall portion 112A. The plate thickness T1 is obtained by adding the plate thickness T3 of the floor upper surface layer 100 to the original plate thickness T2. For this reason, the cross-sectional area used for load transmission increases, and if the same load is transmitted, the load transmission efficiency is improved. If the load transmission efficiency is the same, a larger load can be transmitted. As a result, according to the present embodiment, the load can be transmitted more smoothly, or a larger load from the side of the vehicle body can be transmitted, and as a result, the protection performance of the fuel pipe 110 that is the routing object can be improved. Can be improved.

  In addition, in the case of the vehicle body floor structure according to the present embodiment, the CFRP vehicle body floor having this type of fuel pipe mounting structure has an advantage that the manufacturing cost can be greatly reduced. For example, when compared with the proportionality 3 in FIG. 7C, in the case of the proportionality 3, the core is cast when the hollow portion of the floor lower surface layer 132 is formed, and the core is pulled out after the heat-curing to obtain the hollow portion. Although it is formed, it is difficult to remove the core, and there is a possibility of damaging the CFRP floor when it is pulled out. In addition, the CFRP block 148 is formed by laminating flat CFRP and forming an insert block, and then cutting it into a deformed insert. However, it takes a long time to cut the insert block, and the tool is severely worn and complicated in shape. Therefore, processing is difficult. Furthermore, the amount of shaving is large and the yield is poor. For this reason, the cost is very high in the case of the comparative 3, but in the case of the present embodiment, such a complicated and difficult molding is not required, so the manufacturing cost of the vehicle body floor is greatly reduced. be able to.

  Further supplementing from the viewpoint of ease of production and performance, the structure using the roving 142 of the proportional 1 is to roll a soft CFRP sheet into a roll shape and pack it in a substantially triangular gap. In the actual production site, it is very difficult to fill the CFRP sheet up to the acute angle portion of the gap, and it is not possible to confirm whether or not it has been packed. Therefore, there is a productive disadvantage that it is difficult to accurately create the state shown in FIG. Further, if the CFRP sheet cannot be filled in the gap, the resin wraps around, so that there is no fiber that transmits the input load in that portion, and the load transmission performance may be reduced. On the other hand, in the case of this embodiment, such productivity disadvantages and performance disadvantages are eliminated.

  [Second Embodiment]

  Hereinafter, a second embodiment of the vehicle body floor structure according to the present invention will be described with reference to FIG. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 9, in the second embodiment, the recess 108 is provided in the floor lower surface layer 102, and the bottom wall portion 112A of the recess 108 is fixed to the lower surface of the floor upper surface layer 100. Although it is the same as that of 1st Embodiment, it is characterized by using the protector 150 made from an aluminum alloy instead of the protector 118, and it demonstrates in detail below.

  The protector 150 is formed by extrusion molding using an aluminum alloy. The protector 150 has a hollow body and can accommodate the fuel pipe 110. The protector 150 protrudes in a direction away from both sides of the main body 152. And a pair of left and right mounting portions 154. The main body 152 includes a box-shaped upper portion 152A that is in close contact with the inner side of the peripheral wall 112 of the recess 108, and a lower portion that is formed integrally with the upper portion 152A and bulges so as to cover the fuel pipe 110 from below the vehicle body. 152B. The upper portion 152A will be further described. The upper wall portion 152A1 that is in contact with the bottom wall portion 112A of the recess 108, the pair of vertical wall portions 152A2 and 152A3 that are in contact with the left and right side wall portions 112B and 112C, and the upper wall portion. 152A1 and the vertical wall parts 152A2 and 152A3 are each comprised by the connection part 152A4 and 152A5 which connect circularly. The protector 150 having the above-described configuration is attached to the recess 108 by bonding a pair of left and right attachment portions 154 to the floor lower surface layer 102.

  (Action / Effect)

  Also with the above configuration, the same effects as those of the first embodiment described above can be obtained. When the effect is verified, a thick broken line graph c in FIG. 8 is an FS diagram in the case of using the second embodiment. From this graph c, it can be seen that the load rises with a relatively steep slope according to the stroke (an early rise of the load), and the load higher than the proportional 3 is maintained from the middle of the stroke to the end of the stroke. Therefore, also in the case of this 2nd Embodiment, it turns out that the fuel piping 110 can be effectively protected from the stroke initial stage to the stroke end similarly to 1st Embodiment mentioned above.

  Furthermore, by manufacturing the protector 150 by extrusion molding of an aluminum alloy, it is possible to make a shape that is in close contact with the inner peripheral surface of the peripheral wall 112 of the recess 108. For this reason, the plate thickness of the upper wall portion 152A1 of the protector 150 is substantially added to the plate thickness of the bottom wall portion 112A of the recess 108, and the cross-sectional area provided for load transmission can be increased. Further, the vertical wall portion 152A2 of the protector 150 is in close contact with the side wall portion 112B of the concave portion 108, and the vertical wall portion 152A2 and the upper wall portion 152A1 are connected by a connecting portion 152A4 to support the vertical wall portion 152A2. Therefore, the load at the time of the side collision can be received also by the vertical wall portion 152A2. Therefore, there is also an advantage that the load transmission performance can be further improved.

  [Supplementary explanation of the above embodiment]

  In addition, in each embodiment mentioned above, although the metal protectors 118 and 150 were used, you may use not only this but a resin protector.

  In each of the above-described embodiments, the bottom wall portion 112A of the recess 108 is fixed and integrated with the lower surface of the floor upper surface layer 100. However, the present invention according to claim 1 and claim 2 Also included are those in which a gap exists between the lower surface of the floor upper surface layer and the bottom wall portion of the recess. In this case, since the effect of increasing the thickness of the bottom wall portion of the recess cannot be obtained, the load transmission performance is inferior to that in the above-described embodiments, but using continuous fibers oriented in the vehicle body width direction. Since the effect of improving the load transmission performance due to the formation of the concave portion can be obtained, the corresponding effect can be obtained.

  Furthermore, in each embodiment mentioned above, although the fuel piping 110 was mentioned as a routing thing, you may make it accommodate not only this but a recessed part in a recessed part. For example, you may make it accommodate a wire harness, a cooling water piping, etc. in a recessed part.

  Further, in each of the above-described embodiments, the fiber orientation direction of the floor upper surface layer 100 and the floor lower surface layer 102 is the vehicle body width direction, but is not limited thereto, and is oblique with a predetermined angle in one direction with respect to the vehicle body width direction. Or a crossing direction inclined in a predetermined angle in two directions with respect to the vehicle body width direction and oriented in a net shape. The predetermined angle (inclination angle with respect to the vehicle body width direction) needs to be less than 45 °, and preferably 30 ° or less.

  Furthermore, in each embodiment mentioned above, if it supplements about the carbon fiber 116 which comprises the surrounding wall 112 of the recessed part 108 of the floor lower surface layer 102, even if the termination | terminus of the carbon fiber 116 is contained in the surrounding wall 112, it is carbon. Since the end of the fiber is only positioned when orienting the fiber 116, even if there is such a fiber end, it is “configured using continuous fibers” according to the present invention. Such a case is also included in the present invention. The carbon fiber 114 of the floor upper surface layer 100 in the present invention as defined in claim 2 is interpreted in the same manner.

FIG. 2 is a longitudinal sectional view showing a main part of the vehicle body floor structure according to the first embodiment cut in the vehicle body width direction and enlarged. It is a longitudinal cross-sectional view which cut | disconnects and shows the floor panel to which the vehicle body floor structure which concerns on 1st Embodiment was applied in the vehicle body width direction. 1 is a perspective view showing a vehicle body to which a vehicle body floor structure according to a first embodiment is applied. It is a perspective view of the vehicle body which shows the load transmission path at the time of a side collision. It is a schematic diagram for demonstrating the method of the load transmission at the time of a side collision. (A) is sectional drawing which shows the structure of the fuel piping attachment part of 1st Embodiment, (B) is sectional drawing which shows the structure of the fuel piping attachment part of 2nd Embodiment. (A)-(C) are sectional drawings which show the structure of the fuel piping attachment part which concerns on a comparison. FIG. 8 is an embodiment according to FIGS. 6 (A) and 6 (B) and a comparative FS diagram according to FIGS. 7 (A) to 7 (C). It is a longitudinal cross-sectional view which cuts and shows the principal part of the vehicle body floor structure concerning 2nd Embodiment in the vehicle body width direction, and expands.

Explanation of symbols

10 Body floor structure 14 Floor panel (body floor)
DESCRIPTION OF SYMBOLS 100 Floor upper surface layer 102 Floor lower surface layer 104 Floor intermediate layer 108 Recessed part 110 Fuel piping (arrangement thing)
112 Surrounding wall 112A Bottom wall portion 114 Carbon fiber 116 Carbon fiber 118 Protector (protective member)
150 Protector (Protective member)

Claims (4)

A recess provided on the lower surface side of a vehicle body floor made of fiber reinforced plastic so as to extend in the longitudinal direction of the vehicle body, the lower side of the vehicle body being opened, and a long cable arrangement can be accommodated When,
A protective member for protecting the arrangement, which is provided on the lower surface side of the vehicle body floor and covers the open side end of the recess from the vehicle body lower side;
Have
The peripheral wall forming at least the concave portion on the vehicle body floor uses continuous fibers oriented in the vehicle width direction or in the vehicle width oblique direction inclined in the same direction or inclined in the same direction with respect to the vehicle width direction. Configured,
Body floor structure characterized by that. The vehicle body floor is arranged on the vehicle interior side and uses continuous fibers oriented in an oblique direction of the vehicle width that is inclined in the vehicle width direction or a direction that is inclined in the same direction with respect to the vehicle width direction. The floor upper surface layer configured as described above and the floor upper surface layer are spaced apart from the outside of the passenger compartment, and are inclined in the same direction or at a predetermined angle with respect to the vehicle body width direction or the vehicle body width direction. A floor lower surface layer configured using continuous fibers oriented in the vehicle width oblique direction, and a floor intermediate layer interposed between the floor upper surface layer and the floor lower surface layer.
The vehicle body floor structure according to claim 1. The concave portion is provided in the floor lower surface layer and a bottom wall portion which is a part of the peripheral wall is fixed to the lower surface of the floor upper surface layer.
The vehicle body floor structure according to claim 2. The arrangement is a fuel pipe.
The vehicle body floor structure according to any one of claims 1 to 3, wherein the vehicle body floor structure is provided.

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