JP2013136275A - Cabin structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cabin structure of an automobile having sufficient strength against both of a side collision and a front collision with a simple structure.SOLUTION: The cabin 11 of an automobile is composed by connecting a fiber reinforced resin cabin lower shell part 15 to a cabin upper shell part 16 by sandwiching a fiber reinforced resin core material 17 therebetween. In the core material 17, the strength in the longitudinal direction is set higher than the strength in the vehicle width direction at the end of a front wall 14A side of the cabin 11, and the strength in the width direction is set higher than the strength in the longitudinal direction at the end of a side shill part 13 side of the cabin 11; therefore, the front collision load input into the front wall 14A of the cabin 11 in the front collision of the automobile is supported by the core material 17 with the strength in the longitudinal direction set higher than the strength in the width direction, and the front collision load input into the side shill part 13 of the cabin 11 in the side collision of the automobile is supported by the core material 17 with the strength in the width direction set higher than the strength in the longitudinal direction, to thereby suppress the deformation of the cabin 11 to the minimum.

Description

  The present invention relates to a cabin structure of an automobile that constitutes a cabin by sandwiching and joining a fiber reinforced resin core material between a fiber reinforced resin cabin lower shell and a cabin upper shell.

  A carbon fiber reinforced resin floor cloth used for a car body floor of an automobile includes a vertical member extending in the longitudinal direction of the vehicle body, a plurality of EA cloths extending outward from the vertical member in the vehicle width direction, and a plurality extending from the vertical member to the inner side in the vehicle width direction. Japanese Patent Application Laid-Open Publication No. 2004-151867 discloses a structure composed of a horizontal cross, a vertical member, an EA cross, and a pair of sandwich panels sandwiching the horizontal cross from above and below.

  As a method for reinforcing a panel made of fiber reinforced resin, a honeycomb sandwich structure is known.

JP 2008-68720 A

  However, since the structure described in Patent Document 1 has a complicated structure, the number of parts is large, the weight is increased, and the productivity is lowered. In addition, there are a plurality of EA cloths and a plurality of horizontal parts. Since the cross is arranged in the vehicle width direction, sufficient strength can be obtained for the side collision, but sufficient strength for the front collision may not be obtained.

  In addition, it is difficult to form a honeycomb sandwich panel into a curved shape, and it takes time and effort to bond, resulting in low mass productivity and high cost.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide an automobile cabin structure having a simple structure and sufficient strength against both a side collision and a front collision.

  In order to achieve the above object, according to the invention described in claim 1, a fiber reinforced resin core material is sandwiched and bonded between a fiber reinforced resin cabin lower shell portion and a cabin upper shell portion. A cabin structure of an automobile constituting a cabin, wherein the core material is set such that the strength in the front-rear direction is higher than the strength in the vehicle width direction at the end portion on the front wall portion side of the cabin, and the side sill portion side of the cabin An automobile cabin structure is proposed in which the strength in the vehicle width direction is set to be higher than the strength in the front-rear direction at the end of the vehicle.

  According to the second aspect of the present invention, in addition to the structure of the first aspect, a plate-like stiffener disposed in the side sill portion of the cabin is provided, and the outer end in the vehicle width direction of the stiffener is disposed in the cabin. The lower flange portion and the cabin upper shell portion are joined by being sandwiched between them, the inner end portion in the vehicle width direction of the stiffener is connected to the cabin lower shell portion, and the intermediate portion in the vehicle width direction of the stiffener is connected. An automobile cabin structure characterized by being coupled to the cabin upper shell is proposed.

  According to a third aspect of the present invention, in addition to the structure of the first or second aspect, the core material has a corrugated, Z-shaped or C-shaped cross section. Is proposed.

  According to the invention described in claim 4, in addition to the configuration of claim 3, the one end side of the corrugation of the core material, the Z-shaped or C-shaped cross-section, the front wall portion of the cabin and the The other end side of the axis line is orthogonal to the side sill portion of the cabin, and the diagonal line connecting the intersection of the side sill portion and the front wall portion and the intersection of the floor tunnel and the kick-up portion of the floor panel portion mutually. An automobile cabin structure characterized by crossing is proposed.

  According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the corrugation of the core material and the axis of the Z-shaped or C-shaped cross section extend in parallel lines. A cabin structure is proposed.

  According to a sixth aspect of the present invention, in addition to the configuration of the fourth aspect, the corrugation of the core material and the axis of the Z-shaped or C-shaped cross section extend concentrically. A structure is proposed.

  According to the configuration of the first aspect, the cabin of the automobile is configured by sandwiching and bonding the fiber reinforced resin core material between the fiber reinforced resin cabin lower shell portion and the cabin upper shell portion. For the core material, the strength in the front-rear direction is set higher than the strength in the vehicle width direction at the end on the front wall side of the cabin, and the strength in the vehicle width direction is higher than the strength in the front-rear direction at the end on the side sill portion side of the cabin. Therefore, the front impact load input to the front wall of the cabin during a frontal collision of the automobile is supported by a core material whose longitudinal strength is set to be higher than the strength in the vehicle width direction. The front collision load sometimes input to the side sill portion of the cabin is supported by the core material whose strength in the vehicle width direction is set higher than the strength in the front-rear direction, so that deformation of the cabin can be minimized.

  According to the second aspect of the present invention, the plate-like stiffener disposed in the side sill portion of the cabin is sandwiched between the joint flange of the cabin lower shell portion and the joint flange of the cabin upper shell portion at the outer end in the vehicle width direction. Combined, the inner end in the vehicle width direction is connected to the cabin lower shell, and the middle in the vehicle width is connected to the cabin upper shell, so the side sill of the cabin is reinforced with a lightweight plate-like stiffener be able to.

  According to the third aspect of the present invention, since the core material has a corrugated, Z-shaped or C-shaped cross section, a high strength can be obtained with respect to a load in a direction parallel to the axis.

  According to the configuration of claim 4, one end side of the axis of the corrugated core material, Z-shaped or C-shaped cross section is orthogonal to the front wall portion of the cabin and the side sill portion of the cabin, and the other end side of the axis is side sill Since the intersection of the front and rear walls intersects with the intersection of the floor tunnel and the kick-up section of the floor panel, the front collision load input to the front wall of the cabin is applied to the floor tunnel. High strength can be obtained by transmitting the side impact load transmitted to the side sill portion of the cabin to the kick-up portion of the floor panel.

  Further, according to the configuration of the fifth aspect, since the corrugation of the core material, the axis of the Z-shaped or C-shaped cross section extends in a parallel line shape, the axis is arranged in the front-rear direction in the vicinity of the front wall portion, and the side sill portion By disposing the axis line in the vehicle width direction in the vicinity, high strength can be obtained with respect to both the front and rear direction and the collision load in the vehicle width direction.

  According to the configuration of claim 6, the corrugation of the core material, the axis of the Z-shaped or C-shaped cross section extends concentrically, so that the center of the concentric circle is disposed near the intersection of the front wall portion and the side sill portion. Thus, a high strength can be obtained with respect to both the collision load in the front-rear direction and the vehicle width direction.

The perspective view of the cabin made from CFRP of a car. (First embodiment) FIG. (First embodiment) FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. (First embodiment) FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. (First embodiment) The cross-sectional view of the side sill part corresponding to the inside of the circle of FIG. (Second Embodiment) The figure corresponding to FIG. (Third embodiment) The figure which shows other embodiment of a core material. (Fourth to seventh embodiments)

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, an automobile cabin 11 made of CFRP (carbon fiber reinforced resin) includes a floor panel portion 12 and a pair of left and right side sill portions 13 extending in the longitudinal direction of the vehicle body along both left and right edges of the floor panel portion 12. , 13, the front wall portion 14 </ b> A extending in the vehicle width direction along the front edge on the floor panel portion 12 and the left and right side sill portions 13, 13, and the rear edge on the floor panel portion 12 and the left and right side sill portions 13, 13 And a rear wall portion 14B extending in the vehicle width direction, and is formed in a bathtub shape as a whole. The floor panel portion 12 is formed with a front floor panel portion 12a on the lower side and a rear floor panel portion 12b on the rear side, which is raised one step, with a kick-up portion 12c extending in the vehicle width direction. From the front end of the front floor panel portion 12a, the toe board portion 12d rises obliquely upward toward the lower end of the front wall portion 14A, and the front wall portion 14A and the kick-up portion 12c are provided at the center in the vehicle width direction of the front floor panel portion 12a. Floor tunnel 12e is formed to connect.

  As shown in FIGS. 2 to 4, the cabin 11 includes a cabin lower shell portion 15 made of a CFRP plate material, a cabin upper shell portion 16 made of a CFRP plate material, the cabin lower shell portion 15 and the cabin upper portion. And a core material 17 made of CFRP sandwiched between the shell portions 16. Joining flanges 15a and 16a are formed on the outer periphery of the cabin lower shell portion 15 and the cabin upper shell portion 16, and these joining flanges 15a and 16a are joined together by bonding, welding, rivets or the like. At this time, the left and right side sill portions 13 and 13 are formed by increasing the vertical distance between the cabin lower shell portion 15 and the cabin upper shell portion 16 at both the left and right sides of the cabin 11, and the cabin lower shell at the front and rear ends of the cabin 11. The front wall portion 14A and the rear wall portion 14B are formed by increasing the vertical distance between the portion 15 and the cabin upper shell portion 16.

  The cross-sectional shape of the core material 17 sandwiched between the cabin lower shell portion 15 and the cabin upper shell portion 16 is a corrugated plate shape in which trapezoids are alternately reversed, and the upper base portion of the trapezoid group facing one direction is The upper bottom portion of the trapezoidal group facing in the other direction is coupled to the upper surface of the cabin lower shell portion 15 by adhesion or welding, and the lower surface of the cabin upper shell portion 16 is coupled to the lower surface of the cabin upper shell portion 16 by adhesion or welding. The direction of the axis A of the core material 17, that is, the direction in which the flange-like protrusions and groove-like recesses of the core material 17 extend differs for each portion of the floor panel portion 12.

  That is, in each of the front floor panel portions 12a located on the left and right sides of the floor tunnel 12e, the core material 17 is defined by a triangular portion on the front side of the diagonal line L connecting the front end of the side sill portion 13 and the rear end of the floor tunnel 12e. The axis A of the core material 17 is arranged so as to face the vehicle width direction at the rear triangular portion. Further, the rear floor panel portion 12b, the kick-up portion 12c, and the front wall portion 14A are arranged so that the axis A of the core material 17 faces the vehicle width direction, and in the toe board portion 12d, the axis A of the core material 17 faces the front-rear direction. Are arranged as follows.

  An outer end in the vehicle width direction of the core material 17 in the rear triangular portion of the front floor panel portion 12a with the axis A oriented in the vehicle width direction, and a core material 17 in the rear floor panel portion 12b with the axis A oriented in the vehicle width direction. The outer end in the vehicle width direction extends to the inside of the left and right side sill portions 13 and reaches the vicinity of the outer end in the vehicle width direction of the side sill portion 13.

  As described above, according to the present embodiment, the core material 17 sandwiched between the cabin lower shell portion 15 and the cabin upper shell portion 16 of the CFRP floor panel portion 12 of the cabin 11 is configured by a simple corrugated plate. It is lighter and lower in cost than a conventional honeycomb panel made of a honeycomb material having a complicated shape. In addition, when the honeycomb material is adopted, there is a problem that the portion where the end portion of the honeycomb material is coupled to the cabin lower shell portion 15 or the cabin upper shell portion 16 is in line contact and the coupling strength is lowered. According to the form, since the lower surface and the upper surface of the corrugated plate are in surface contact with the cabin lower shell portion 15 and the cabin upper shell portion 16, respectively, they can be firmly coupled to increase the strength of the cabin 11.

  Further, the corrugated core material 17 having the axis A has a characteristic that the compressive strength in the direction of the axis A is high and the compressive strength in the direction orthogonal to the axis A is low. In this embodiment, the above characteristics are used. Thus, the strength of the floor panel 12 at the time of collision is increased. That is, the front floor panel portion 12a is disposed such that the axis A of the core material 17 is directed in the front-rear direction at a triangular portion on the front side of the diagonal line L connecting the front end of the side sill portion 13 and the rear end of the floor tunnel 12e. In addition, since the toe board portion 12d in front of the triangular portion is arranged so that the axis A of the core member 17 faces in the front-rear direction, the load of the front impact is applied from the front wall portion 14A of the cabin 11 to the front end of the floor panel portion 12. When the input is made, the front collision load input in the direction of the axis A is converged along the diagonal L to the high-strength floor tunnel 12e, whereby the strength of the floor panel portion 12 against the front collision load can be increased.

  On the other hand, since the diagonal line L of the front floor panel 12a is used as a reference and the axis A of the core member 17 faces the vehicle width direction at the triangular portion on the rear side, the side sill 13 of the cabin 17 is subjected to a side collision load. , The side impact load input in the direction of the axis A is converged along the diagonal L to the high-strength kick-up portion 12c, whereby the strength of the floor panel portion 12 against the side impact load can be increased.

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the first embodiment, the floor panel portion 12 and the side sill portions 13, 13 are firmly integrated by inserting both ends of the core material 17 in the vehicle width direction into the left and right side sill portions 13, 13. In the second embodiment, the side sills 13 and 13 are provided with a plate-like stiffener 18 instead of the core material 17 so as to further reduce the weight. The strength of the portions 13 and 13 is increased.

  That is, the CFRP stiffener 18 extending in the front-rear direction in a band shape is sandwiched between the joint flange 15a of the cabin lower shell 15 and the joint flange 16a of the cabin upper shell 16 at the outer end 18a in the vehicle width direction. The vehicle width direction inner end portion 18b is sandwiched between the lower surface of the core material 17 and the upper surface of the cabin lower shell portion 15 and coupled. The vehicle width direction intermediate portion 18 c of the stiffener 18 is coupled to the inner surface of the corner portion where the cabin upper shell portion 16 rises from the floor panel portion 12 to the side sill portion 13. The assembly sequence is such that the stiffener 18 is first coupled to the cabin lower shell 15, the core material 17 is subsequently coupled to the cabin lower shell 15 and the stiffener 18, and finally the cabin upper shell is coupled to the stiffener 18 and the core material 17. What is necessary is just to couple | bond the part 16. FIG.

  Thus, since the inside of the side sill part 13 is divided into two closed cross sections by the stiffener 18, the strength of the side sill part 13 is increased. Moreover, since the stiffener 18 is lighter than the core material 17, the weight can be reduced as compared with the first embodiment.

  Next, a third embodiment of the present invention will be described with reference to FIG.

  The corrugated cross-section core material 17 of the first embodiment has a straight axis A, but the corrugated cross-section core material 17 of the third embodiment has a concentric (ripple-shaped) axis A. Have. The center of the concentric circles of the core material 17 is near the front end and the rear end of the side sill portion 13, and thus the front floor panel portion 12a is covered with four concentric circle groups each having a central angle of 90 °. As a result, at the front end of the front floor panel portion 12a, the corrugated axis A of the core material 17 extending concentrically intersects the front wall portion 14A at a right angle, and extends concentrically at the side end of the front floor panel portion 12a. The corrugated axis A of the core material 17 intersects the side sill portion 13 at a right angle, and the strength of the floor panel portion 12 can be increased with respect to both the front collision and the side collision.

  Next, fourth to seventh embodiments of the present invention will be described with reference to FIG.

  The cross-sectional shape of the core material 17 of the first to third embodiments described above is a waveform in which trapezoids are alternately reversed and continued, as in the fourth embodiment shown in FIG. Alternatively, a sinusoidal waveform may be used.

  In the core material 17 of the first to fourth embodiments described above, a plurality of continuous waves having axes A parallel to each other are integrally formed. Similar effects can be achieved even when A is juxtaposed so as to be parallel to each other.

  In the fifth embodiment shown in FIG. 7B, the core materials 17 having a C-shaped (U-shaped) cross section are juxtaposed so that their axes A are parallel to each other. It is connected between the lower shell portion 15 and the cabin upper shell portion 16. Further, in the sixth embodiment shown in FIG. 7C, the core members 17 having a Z-shaped (S-shaped) cross section are juxtaposed so that their axis lines A are parallel to each other, It is connected between the cabin lower shell 15 and the cabin upper shell 16.

  When the rigidity is more important than the strength in the lateral direction, the core members 17 are not necessarily continuous in a rod shape, and a large number of the core members 17 are uniformly distributed at a 60 ° pitch or a 90 ° pitch in a plane. Or distributed non-uniformly. In the seventh embodiment shown in FIG. 7 (D), each of the truncated conical core members 17 is arranged in a row, and in this way, the first row of core members 17. 5. The same function as one core material 17 of the sixth embodiment can be provided.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the cross-sectional shape of the core material 17 is not limited to the embodiment.

  Further, the cross-sectional shape of the discretely disposed core members 17 shown in FIG. 7D is not limited to the truncated cone shape, and may be another shape such as a truncated pyramid shape.

  The material of the cabin 11 is not limited to the CFRP of the embodiment, and can be replaced with any FRP.

DESCRIPTION OF SYMBOLS 11 Cabin 12 Floor panel part 12c Kick-up part 12e Floor tunnel 13 Side sill part 14A Front wall part 15 Cabin lower shell part 15a Joint flange 16 Cabin upper shell part 16a Joint flange 17 Core material 18 Stiffener 18a Car width direction outer end part 18b Car Inner end portion 18c in the width direction Intermediate portion A in the vehicle width direction Axis L Diagonal line

Claims (6)

A cabin structure of an automobile that forms a cabin (11) by sandwiching a fiber reinforced resin core material (17) between a fiber reinforced resin cabin lower shell portion (15) and a cabin upper shell portion (16). Because
The core material (17) is set such that the strength in the front-rear direction is higher than the strength in the vehicle width direction at the end on the front wall portion (14A) side of the cabin (11), and the side sill portion ( 13) The cabin structure of an automobile, wherein the strength in the vehicle width direction is set higher than the strength in the front-rear direction at the end on the side.   A plate-like stiffener (18) disposed in the side sill portion (13) of the cabin (11) is provided, and the outer end portion (18a) in the vehicle width direction of the stiffener (18) is connected to the cabin lower shell portion (15). Between the joint flange (15a) and the joint flange (16a) of the cabin upper shell (16), and the inner end (18b) of the stiffener (18) in the vehicle width direction is connected to the cabin lower shell ( 15. The vehicle cabin structure according to claim 1, characterized in that the vehicle width direction intermediate portion (18 c) of the stiffener (18) is coupled to the cabin upper shell portion (16).   The cabin structure according to claim 1 or 2, characterized in that the core material (17) has a corrugated, Z-shaped or C-shaped cross section.   One end of the corrugation of the core material (17) and the axis (A) of the Z-shaped or C-shaped cross section is the front wall portion (14A) of the cabin (11) and the side sill portion (13) of the cabin (11). At the other end of the axis (A), the intersection of the side sill portion (13) and the front wall portion (14A), the floor tunnel (12e) and the floor panel portion (12 kick-up portion ( The vehicle cabin structure according to claim 3, characterized in that they intersect each other on a diagonal line (L) connecting the intersections of 12c).   5. The cabin structure of an automobile according to claim 4, wherein the corrugation of the core material (17) and the axis (A) of the Z-shaped or C-shaped cross section extend in parallel lines.   5. A cabin structure according to claim 4, wherein the corrugation of the core material (17), the axis (A) of the Z-shaped or C-shaped cross section extends concentrically.

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