JP2011126519A - Automobile panel member - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an FRP automobile panel member for achieving a lighter weight while easily, reliably and compatibly attaining high whole rigidity and adequate impact energy absorbing performance without adopting a complicated sectional shape, in particular. <P>SOLUTION: The automobile panel member includes a fiber reinforced resin outer panel 2 forming the outer surface, and a fiber reinforced resin inner panel 3 provided inside thereof. In all region where the inner panel 3 is arranged, the inner panel 3 has an adhered face to the outer panel 2. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a panel member for an automobile, and more particularly, to a panel member made of fiber reinforced resin (hereinafter, abbreviated as “FRP”, which is suitable as a hood of an automobile, FRP: Fiber Reinforced Plastics).

  In recent years, for the purpose of weight reduction, FRP automotive panel members, typically automotive hoods in which an FRP inner panel is arranged inside an FRP outer panel, are being developed. Various structures for improving strength and rigidity have been proposed. In particular, from the viewpoint of improving strength and rigidity, an automobile hood made of CFRP (Carbon Fiber Reinforced Plastics) is being studied.

  In addition to the weight reduction and necessary rigidity imparted by the CFRP hood as described above, in recent years, automobiles have been required to improve safety in the event of a collision. It is required to improve the person protection performance, and in order to enhance this function as much as possible, it is desired that the hood has an excellent shock absorbing function. When a car collides with a pedestrian, the pedestrian receives impact loads on the legs and head against the front and hood of the car. It is said that reducing the damage is essential. Regarding the reduction of the damage to the head, the regulation value is being standardized as the impact mitigation performance of the hood. In particular, the head injury value (HIC: Head Injury) calculated by the acceleration received by the head and its duration. It is desirable to keep Criteria) below a predetermined level.

  In order to satisfy the required performance such as weight reduction, necessary rigidity, pedestrian protection and the like, various structures have been proposed. For example, Patent Document 1 discloses a CFRP hood in which an inner panel having an open central portion is joined to an inner side of an outer panel, the beam extending across the opening of the inner panel and having both ends connected to the inner panel. A structure with bone is disclosed. This beam bone is not joined to the outer panel over the entire installation area, and in particular, the connection part of the beam bone to the inner panel is configured as a low-rigidity part by providing a notch or the like. Therefore, excessive deformation of the hood is suppressed while moderately improving the rigidity of the hood. However, in order to keep the above-mentioned head injury value low, a low-rigidity portion is provided in the beam bone to allow an appropriate local deformation, so that the rigidity of the inner panel itself having an opening at the center is increased. This can be difficult, and as a result, it can be difficult to increase the rigidity of the entire hood.

  Patent Documents 2 and 3 disclose structures in which the cross-sectional shape of the inner panel provided on the inner side of the outer panel is improved in energy absorption performance as various shapes that are easily deformed. Since it has a relatively complicated inner panel cross-sectional shape, there may be a problem in productivity. In addition, as a result of making the inner panel cross section easily deformable, the energy absorption performance of the hood can be improved, but it may be difficult to increase the rigidity of the entire hood. May be difficult.

  Further, Patent Document 4 shows a hood structure in which an inner panel is joined to the inner side of the outer panel. However, in order to obtain a pedestrian head protection performance, one of the adhesive portions of the inner panel to the outer panel is shown. In this case, the hood may not be able to sufficiently support the load when a large load other than a pedestrian head collision is applied. That is, the low-strength adhesive portion is configured so that the inner panel can be peeled from the outer panel, and therefore does not substantially function as an adhesive portion when a large load is applied. Therefore, it may be difficult to increase the rigidity of the entire hood.

  Patent Document 5 discloses various inner panel cross-sections and pedestrian head protection characteristics for steel automobile hoods, but the interval between the inner beams is not clear and narrow. If it is too large, the load bearing performance will be too high, and if it is too wide, the load bearing performance may be insufficient, so it is difficult to apply it to the FRP panel member as it is.

  Furthermore, Patent Document 6 relates to a steel automobile hood, and the collision load is reduced by improving the structure of the hood and the stopper rubber, but it is considered effective for the load near the stopper rubber portion. However, in a place away from the stopper rubber portion, there is a possibility that the impact cannot be appropriately mitigated with respect to the energy absorption performance against the input load from the outside such as the pedestrian head protection performance.

JP 2009-29166 A JP 2006-69316 A JP 2006-69270 A JP 2010-30501 A JP 2008-30574 A JP 2009-234380 A

  In view of the above situation, the object of the present invention is to provide an FRP-made automotive panel member that can basically be reduced in weight, in particular, high overall rigidity and appropriate impact without taking a complicated cross-sectional shape. An object of the present invention is to provide an automotive panel member capable of achieving both energy absorption performance more easily and more reliably.

  In order to solve the above problems, an automotive panel member according to the present invention comprises an outer panel made of fiber reinforced resin forming an outer surface, and an inner panel made of fiber reinforced resin provided on the inner side, and the inner panel The inner panel has an adhesive surface with the outer panel in the entire region where the is disposed.

  In other words, the entire area where the inner panel is disposed has a surface in which the inner panel is in contact with the outer panel, and the entire surface is bonded to the outer panel. Therefore, there is no structure in which the surface in contact with the outer panel does not partially exist, and the portion not bonded to the outer panel does not exist in the arrangement region of the inner panel. Since the inner panel is bonded to the outer panel in all of the arrangement area, the rigidity of both the inner panel and the outer panel is structurally enhanced through the bonding structure of both panels, and the entire panel member has high rigidity. Is secured. And, in order to improve the pedestrian protection performance, etc. while achieving the improvement of the overall rigidity by this whole surface adhesion, in the case of partially weakening the rigidity of the panel member and improving the impact absorption performance of the part, etc. Thus, by making the shape and structure of the inner panel side specific, improvement of pedestrian protection performance can also be achieved. By adopting the entire surface adhesive structure as described above, it is not necessary to intentionally adopt a complicated inner panel structure, and the manufacturing becomes easy. In addition, since it is possible to give the desired shock absorption performance etc. depending on the shape and structure of the inner panel side while adopting the whole surface adhesive structure as described above, the desired overall rigidity and the desired shock absorption performance etc. It becomes possible to achieve both.

  With respect to the entire surface bonding structure as described above, the bonding strength per unit area of the bonding surface is a predetermined strength at which the inner panel does not peel from the outer panel with respect to the load on the panel member in the entire area where the inner panel is disposed. In other words, in other words, the inner panel and the outer panel are preferably bonded to the outer panel so that the inner panel and the outer panel have a substantially integrated structure with respect to external loads. That is, it is a configuration in which the improvement of the overall rigidity by the entire surface adhesion and the provision of the partial shock absorption performance by the shape and structure on the inner panel side can be achieved more reliably by functionally separating them.

  Such a structure of the automotive panel member according to the present invention can be applied to any automotive panel member including an outer panel and an inner panel made of FRP, and easily has desirable shock absorbing performance for pedestrian protection. Therefore, it is particularly suitable as a hood member for automobiles.

  In the automotive panel member according to the present invention, it is preferable that the inner panel has a beam structure having a substantially hat-shaped opening cross section in order to easily maintain high rigidity of the entire panel member. This substantially hat-shaped cross-sectional shape may be a very simple cross-sectional shape as long as the bonding surface with the outer panel in the present invention is secured.

  In order to improve the overall rigidity more reliably, the inner panel is preferably provided along the outer periphery of the outer panel, preferably along the entire periphery of the outer panel. However, as will be described later, a beam portion extending across the opening portion may be further provided for the central opening portion of the inner panel extending along the outer periphery of the outer panel.

  In addition, in the automotive panel member according to the present invention, in order to keep the rigidity of the panel member within an appropriate range, for example, the thickness of the inner panel is 0.5 to 1 times the thickness of the outer panel. It is preferable to be within the range. When the thickness of the inner panel is less than 0.5 times the thickness of the outer panel, the inner panel is relatively too thin. It becomes difficult to satisfy. On the other hand, if it exceeds 1 time, the thickness of the outer panel becomes relatively thin, so that the rigidity of the outer panel is lowered. In this case, it becomes difficult to generate an initial load value necessary for satisfying the pedestrian head protection performance (the above-described HIC value) required at the time of a pedestrian head collision. If a sufficient plate thickness is secured to increase the rigidity of the outer panel, the thickness of the inner panel also increases, resulting in an increase in weight and an excessive initial stiffness due to excessive rigidity. Again, it becomes difficult to satisfy the HIC value.

  In the present invention, in particular, when the automobile panel member is composed of an automobile hood member, as a preferred embodiment, for example, the inner panel is provided at both ends of the outer panel in the vehicle longitudinal direction so as to extend in the vehicle width direction. Two first beams, two second beams provided at both ends of the outer panel in the vehicle width direction so as to extend in the vehicle front-rear direction, and at least one extending in the vehicle width direction connecting the two second beams. A structure having a connecting beam is mentioned.

  In such a structure, in the cross section of the connection portion between the second beam and the connecting beam, the angle formed by the rising surface of the inner panel with respect to the outer panel surface may be within a range of 15 degrees to 45 degrees. preferable. When the angle is less than 15 degrees, softness related to easy deformation necessary for protecting the pedestrian head appears, but since a large space, area, and sudden cross-sectional change are required for shape design, Design may be difficult. Moreover, when it exceeds 45 degree | times, there exists a possibility that the rigidity of a beam junction part may become excessive. Therefore, the load generated at the time of a pedestrian head collision may become too large, and the desired pedestrian head protection performance (HIC value) may not be exhibited.

  In the present invention, in particular, when the automobile panel member is made of an automobile hood member, as a preferred embodiment, for example, the inner panel extends at least in the vehicle front-rear direction front end of the outer panel in the vehicle width direction. The structure which has the provided 1st beam and the angle which the rising surface of the inner panel with respect to an outer panel surface makes in the cross section of this 1st beam exists in the range of 15 to 45 degree | times is mentioned. In such a structure, if the angle is less than 15 degrees, the hood rigidity of this part may be too small. Therefore, a sufficient load is not generated at the time of a pedestrian head collision, so that the hood deformation may become too large. As a result, the load on the pedestrian head may increase due to the collision with the contents under the hood, and the desired pedestrian head protection performance may not be achieved. When the said angle exceeds 45 degree | times, there exists a possibility that the hood rigidity of this site | part may become excessive. Therefore, the load generated at the time of a pedestrian head collision may become too large, and desired pedestrian head protection performance may not be achieved.

  In the present invention, in particular, when the automobile panel member is made of an automobile hood member, as a preferred embodiment, for example, the inner panel extends at least in the vehicle front-rear direction front end of the outer panel in the vehicle width direction. At least one extending in the vehicle width direction connecting the two first beams, the first beam provided, two second beams provided at both ends of the outer panel in the vehicle width direction so as to extend in the vehicle front-rear direction, and There is a structure in which there are two connecting beams, and the distance between the first beam at the front end portion of the outer panel and the connecting beam closest to the first beam is in the range of 30 mm to 100 mm. In such a structure, when the distance to the connecting beam is less than 30 mm, the rigidity of both the first beam and the connecting beam at the front end contributes to a pedestrian head collision with the hood. The rigidity when a pedestrian head collides between the beams may be excessive. Therefore, the load on the pedestrian head becomes too large, and the desired pedestrian head protection performance may not be exhibited. In addition, when the distance between the beams exceeds 100 mm, the rigidity of both beams does not sufficiently contribute at the intermediate portion between the beams, so that the rigidity when the pedestrian head collides between the beams. May be too small. Therefore, there is no support for the collision load due to sufficient rigidity, and the hood deformation may become too large. As a result, the load generated when the pedestrian head collides with the contents under the hood becomes too large, and the desired pedestrian head protection performance may not be achieved.

  Further, in the present invention, in particular, when the automotive panel member is made of a hood member for an automobile and the stopper rubber is attached, as a preferred form, for example, the attaching portion or the receiving portion of the stopper rubber is the end portion in the vehicle width direction of the outer panel. And a structure set in an area within 50 mm from the front end and within 50 mm from the front end. In such a structure, when the stopper rubber mounting portion or receiving portion is located at a position exceeding 50 mm from the left and right end portions (the vehicle width direction end portion) of the outer panel, the stopper rubber portion is too far away from the hood end portion. There is a risk that the rigidity required for local deflection cannot be obtained. When the position is more than 50 mm from the front end, the stopper rubber position approaches the pedestrian head protection area defined by WAD (Wrap Around Distance) 1000 or more, that is, the load generation fulcrum approaches. Therefore, the generated load increases, and the pedestrian head protection performance may decrease.

  As described above, in the present invention, when the automobile panel member is made of an automobile hood member, various preferable forms can be adopted.

  The automotive panel member according to the present invention is particularly suitable for application to an automotive hood, but the present invention can be applied to, for example, automotive door panels, roof panels, and trunk lids in addition to automotive hoods. It can also be applied to a partition wall between a passenger compartment and a trunk, a side panel, and the like.

  According to the automotive panel member of the present invention, by making the outer panel and the inner panel made of FRP, while achieving sufficient weight reduction, by bonding the inner panel to the outer panel over the entire arrangement region, High rigidity can be achieved as a whole panel member, and even when pedestrian head protection performance is required, it is not necessary to adopt a complicated shape as the cross-sectional shape of the inner panel, high overall rigidity and appropriate impact energy Absorption performance can be more easily and reliably achieved.

It is a general | schematic disassembled perspective view of the hood for motor vehicles as a panel member for motor vehicles based on one embodiment of this invention. FIG. 2 is an enlarged partial cross-sectional view of the automobile hood of FIG. 1. It is a general | schematic expanded partial perspective view which shows an example of the connection part of the connection beam in the hood for motor vehicles of FIG. FIG. 2 is a schematic partial sectional view showing a structural example of a front end portion of an inner panel in the automobile hood of FIG. 1 and a distance between the front end portion of the inner panel and a connecting beam. It is a schematic perspective view of the outer panel which shows the example of the installation position of the stopper rubber in the hood for motor vehicles of FIG.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings when the present invention is applied to an automobile hood.
FIG. 1 shows an automobile hood 1 as an automobile panel member according to an embodiment of the present invention. The hood 1 for an automobile includes an outer panel 2 made of fiber reinforced resin that forms an outer surface, and an inner panel 3 made of fiber reinforced resin provided on the inside thereof, and in all the regions where the inner panel 3 is disposed. The inner panel 3 has a bonding surface with the outer panel 2. That is, in the entire region where the inner panel 3 is disposed, the inner panel 3 is more precisely bonded to the outer panel 2 with an adhesive surface thereof. In this bonding, as described above, the bonding strength per unit area of the bonding surface is less than the load on the panel member (that is, the automobile hood 1) in the entire region where the inner panel 3 is disposed. The inner panel 3 has a predetermined strength or more that does not peel from the outer panel 2, and the inner panel 3 and the outer panel 2 have a rigid body structure that is substantially integrated with respect to a load from the outside. In the illustrated example, the inner panel 3 includes two first beams 3a1 and 3a2 provided at both ends of the outer panel 2 in the vehicle longitudinal direction XX so as to extend in the vehicle width direction YY, and the outer panel 2. Vehicle width direction Y connecting the two second beams 3b1, 3b2 and the two second beams 3b1, 3b2 provided to extend in the vehicle longitudinal direction XX at both ends of the vehicle width direction YY And at least one connecting beam 3c extending in -Y. In this case, the first beams 3a1 and 3a2 and the second beams 3b1 and 3b2 continuously extend along the outer periphery of the outer panel 2.

  In the present invention, the reinforcing fiber of the fiber reinforced resin used for the outer panel 2 and the inner panel 3 is not particularly limited, and a carbon fiber, a glass fiber, an aramid fiber, or the like can be used, and a hybrid in which these reinforcing fibers are combined. A configuration can also be adopted. From the viewpoint of realizing high rigidity, a form including carbon fiber that is high in rigidity and strength, easy to mold, and easy to design a structure is preferable. Further, the matrix resin of the fiber reinforced resin is not particularly limited, and either a thermosetting resin or a thermoplastic resin can be used. A typical example of the thermosetting resin that can be used is an epoxy resin. For molding in the case of using a thermosetting resin, it is possible to apply a molding method such as RTM (Resin Transfer Molding) or press molding using a prepreg. In the case of a thermoplastic resin, injection molding can be applied in addition to the above molding method. Usable thermoplastic resins include, for example, polyamide (nylon 6, nylon 66, etc.), polyolefin (polyethylene, polypropylene, etc.), polyester (polyethylene terephthalate, polybutylene terephthalate, etc.), polycarbonate, polyamideimide, polyphenylene sulfide, polyphenylene oxide. Polysulfone, polyethersulfone, polyetheretherketone, polyetherimide, polystyrene, ABS, liquid crystal polyester, a copolymer of acrylonitrile and styrene, and the like can be used. A mixture of these may also be used. Moreover, what was copolymerized like the copolymer nylon of nylon 6 and nylon 66 may be used. Furthermore, depending on the required properties of the molded product to be obtained, flame retardants, weather resistance improvers, other antioxidants, heat stabilizers, UV absorbers, plasticizers, lubricants, colorants, compatibilizers, conductive fillers, etc. It can be added.

  In the automobile hood 1, each cross section of the inner panel 3 preferably has a hat-shaped cross section that opens upward as shown in FIG. 2, for example. In the case of the illustrated example, the upper surface of the flange-shaped portion extending on both sides of the hat-shaped cross section forms an adhesive surface 4 with the outer panel 2 in the present invention. It is glued to.

  In addition, as described above, the thickness of the inner panel 3 is set to 0.5 to the thickness t of the outer panel 2 in this example in order to keep the rigidity of the entire automobile hood 1 within an appropriate range. It is set within the range of 1t.

  Further, the connecting portion 3d between the connecting beam 3c and the second beams 3b1, 3b2 is configured as shown in FIG. 3, for example. The angle α formed by the rising surface of the hat-shaped cross section of the second beam 3b1, 3b2 with respect to the surface of the outer panel 2 and the angle β formed by the rising surface of the hat-shaped cross section of the connecting beam 3c are, for example, 45 ° to 90 °. Even in the range of degrees, the angle γ formed by the rising surface with respect to the surface of the outer panel 2 in the connection portion 3d is preferably in the range of 15 degrees to 45 degrees. By doing in this way, it becomes possible to give the easily deformable performance required for pedestrian head protection, without giving excessive rigidity to this connection part 3d part, and desired pedestrian head protection performance (HIC value) can be expressed.

  In addition, the structure of the first beam 3a1 at the front end of the inner panel 3 in the vehicle longitudinal direction XX has a great influence on the design of the pedestrian head protection performance (HIC value), so that the rigidity is moderately reduced. It is preferable to have appropriate shock absorbing performance. Therefore, for example, as shown in FIG. 4, an angle δ formed by the rising surface with respect to the surface of the outer panel 2 of the hat-shaped cross section of the first beam 3 a 1 at the front end portion of the inner panel 3 (in the illustrated example, one rising surface Is preferably in the range of 15 to 45 degrees. By doing in this way, it becomes possible to give the easy deformation performance required for pedestrian head protection, without giving this part excessive rigidity, and desired pedestrian head protection performance (HIC value). ) Can be expressed.

  When at least one connecting beam 3c is provided, for example, as shown in FIG. 4, a distance L1 between the first beam 3a1 at the front end portion of the outer panel 2 and the connecting beam 3c closest to the first beam 3a1. Is preferably in the range of 30 mm to 100 mm. By doing in this way, between the 1st beam 3a1 and the connection beam 3c can be easily maintained with the appropriate rigidity which is neither too large nor too small, and desired pedestrian head protection performance is expressed. It becomes possible.

  Further, in the case of a structure in which the stopper rubber is attached to the automobile hood 1, for example, as shown in FIG. 5, the distance L2 from the end portion of the outer panel 2 in the vehicle width direction of the stopper rubber attaching portion or receiving portion 5 is shown. Is preferably set to an area within 50 mm and a distance L3 from the front end within 50 mm. By setting in this way, the stopper rubber can appropriately exhibit a desired function without impairing the predetermined performance. Therefore, there is no possibility that the pedestrian head protection performance is lowered due to an increase in generated load or the like.

  As described above, various structures can be added to add various functions to the basic structure of the overall adhesion of the present invention, particularly when the automotive panel member is the automotive hood 1. A more desirable automobile hood 1 is realized.

  The automotive panel member according to the present invention can be applied to any automotive panel member made of FRP, and is particularly suitable when applied to an automotive hood.

DESCRIPTION OF SYMBOLS 1 Automobile food | hood as an automotive panel member 2 Outer panel 3 Inner panel 3a1, 3a2 1st beam 3b1, 3b2 2nd beam 3c Connection beam 3d Connection part 4 Adhesive surface 5 Attachment part or receiving part of stopper rubber

Claims (11)

  It consists of an outer panel made of fiber reinforced resin that forms the outer surface and an inner panel made of fiber reinforced resin provided inside, and the inner panel has an adhesive surface with the outer panel in all areas where the inner panel is placed An automotive panel member comprising:   2. The adhesive strength per unit area of the adhesive surface is equal to or higher than a predetermined strength at which the inner panel does not peel from the outer panel with respect to a load on the panel member in all regions where the inner panel is disposed. Automotive panel members.   The panel member for motor vehicles of Claim 1 or 2 which is a member for motor vehicle hoods.   The automotive panel member according to any one of claims 1 to 3, wherein the inner panel has a beam structure having a substantially hat-shaped opening cross section.   The automotive panel member according to claim 1, wherein the inner panel is provided along the outer periphery of the outer panel.   The panel member for motor vehicles in any one of Claims 1-5 which exists in the range whose plate | board thickness of an inner panel is 0.5-1 times with respect to the plate | board thickness of an outer panel.   The inner panel has two first beams provided so as to extend in the vehicle width direction at both ends of the outer panel in the vehicle longitudinal direction, and a first beam provided so as to extend in the vehicle longitudinal direction at both ends of the outer panel in the vehicle width direction. The automotive panel member according to any one of claims 3 to 6, further comprising at least one connecting beam extending in the vehicle width direction connecting the two two beams and the two second beams.   8. The vehicle according to claim 7, wherein an angle formed by a rising surface of the inner panel with respect to the outer panel surface is in a range of 15 degrees or more and 45 degrees or less in a cross section of a connection portion between the second beam and the connection beam. Panel member.   The inner panel has at least a first beam provided at the front end of the outer panel in the vehicle longitudinal direction so as to extend in the vehicle width direction, and the inner panel is arranged with respect to the outer panel surface in a cross section of the first beam. The automotive panel member according to any one of claims 3 to 8, wherein an angle formed by the rising surface is in a range of 15 degrees to 45 degrees.   The inner panel is provided so as to extend in the vehicle front-rear direction at least at the first beam provided at the vehicle front-rear direction front end portion of the outer panel so as to extend in the vehicle width direction. Two second beams and at least one connecting beam extending in the vehicle width direction connecting the two second beams, the first beam at the front end portion of the outer panel being closest to the first beam The automotive panel member according to any one of claims 3 to 9, wherein a distance from the connecting beam is in a range of 30 mm to 100 mm.   The automotive panel member according to any one of claims 3 to 10, wherein the stopper rubber mounting portion or receiving portion is set in an area within 50 mm from the vehicle width direction end portion of the outer panel and within 50 mm from the front end portion.

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