JP2015182587A - Vehicle structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently transmit a collision load to be input via a mounting pedestal from a front side frame to vehicle body floor to absorb the collision load without increasing strength in a dash panel lower.SOLUTION: A core 38 is arranged inside a hollow front side inclined part 11e extending from a front part of a vehicle body floor 11 made of CFRP to a front upper side in an integrated manner. A solid front wall 11f is erected from a front end of the front inclined part 11e. A lower end of a dash panel lower 17 made of CFRP laminated plate is joined to the front wall 11f. Since a mounting pedestal 20 supporting a front side frame 21 is fixed in a bridging manner from a front face of the front wall to front face of the front inclined part, a collision load upon front collision can be efficiently absorbed by transmitting and distributing the collision load to the front inclined part having increased strength. Accordingly, the collision load which is to be born by the dash panel lower is reduced, weight reduction of the dash panel lower can be achieved, and cost reduction can be achieved by reducing an amount of use of a CFRP material.

Description

  In the present invention, a core is disposed inside a hollow front inclined portion integrally extending frontward and upward from the front portion of a vehicle body floor made of CFRP, a solid front wall is erected from the front end of the front inclined portion, The present invention relates to a vehicle body structure in which a lower end of a dash panel lower made of a plate-like CFRP laminate is joined to a front wall.

  A dash panel lower that supports the rear end of the front side frame via a metal energy absorbing member is configured by filling a closed cross-section formed between front and rear CFRP panels with foamed urethane foam. This is known from US Pat.

JP 2009-83756 A

  By the way, what was described in the above-mentioned patent document 1 is that the dash panel lower into which the collision load of the frontal collision is input via the energy absorbing member is filled with the foamed urethane foam between the front and rear CFRP panels. However, not only does the amount of expensive CFRP material used increase, resulting in an increase in cost, but also a problem that productivity decreases due to the need for a filling process of urethane foam.

  The present invention has been made in view of the above circumstances, and efficiently transmits and absorbs a collision load input from the front side frame via the mounting base without increasing the strength of the dash panel lower. For the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, a core is disposed inside a hollow front inclined portion that integrally extends from the front portion of the CFRP vehicle body floor to the front upper side, and the front side A vehicle body structure of an automobile in which a solid front wall is erected from the front end of an inclined portion and a lower end of a dash panel lower made of a plate-like CFRP laminated plate is joined to the front wall, and supports a front side frame An automobile body structure is proposed in which a pedestal is fixed so as to straddle from the front surface of the front wall to the front surface of the front inclined portion.

  According to the invention described in claim 2, in addition to the configuration of claim 1, the mounting base includes a horizontally long rectangular front surface and a rear surface in front view, and the rear surface has a larger area than the front surface. The vehicle width direction inner end of the rear surface faces the front end of the tunnel portion side wall of the floor tunnel portion provided on the vehicle body floor, and the vehicle width direction outer end of the rear surface faces the front end of the wheel arch portion of the vehicle body floor. A vehicle body structure characterized by the above is proposed.

  According to the invention described in claim 3, in addition to the structure of claim 2, the pair of left and right front pillars from the front ends of the pair of left and right side sills extending in the front-rear direction along the outer end in the vehicle width direction of the vehicle body floor. A lower is erected, the outer end of the dash panel lower in the vehicle width direction is joined to the front pillar lower, and the upper end of the upper wall of the tunnel portion of the floor tunnel portion is at the same height as the upper end of the side sill. A featured vehicle body structure is proposed.

  According to the invention described in claim 4, in addition to the configuration of claim 2 or claim 3, the reinforcing member is provided in the bent portion where the front end of the side wall of the tunnel portion of the floor tunnel portion and the front wall are continuous. A vehicle body structure is proposed, which is characterized by the arrangement of

  According to the invention described in claim 5, in addition to the configuration of any one of claims 1 to 4, the mounting base has a trapezoidal shape whose vertical width decreases forward in a side view. A vehicle body structure for an automobile is proposed, which is composed of an aluminum extruded material having a plurality of reinforcing walls constituting a truss therein.

  According to the invention described in claim 6, in addition to the configuration of claim 3, the vehicle body floor includes a protruding portion that protrudes outward in the vehicle width direction from the side sill, and at least an energy absorbing member in the protruding portion. A vehicle body structure is proposed, which is characterized by the arrangement of

  According to the configuration of the first aspect, the core is disposed inside the hollow front inclined portion that integrally extends forward from the front portion of the CFRP body floor, and the solid front wall is erected from the front end of the front inclined portion. And a lower end of a dash panel lower made of a plate-like CFRP laminate is joined to the front wall. The mounting pedestal that supports the front side frame is fixed so as to straddle from the front of the front wall to the front of the front inclined part, so that the collision load of the frontal collision is transferred from the front side frame through the mounting pedestal to the front part of the vehicle body floor. When the power is input to the power source, the collision load can be efficiently absorbed by dispersing the core load in the front inclined portion whose strength is increased by arranging the core inside. As a result, the collision load that the dash panel lower should bear can be reduced. Therefore, the dash panel lower can be made of a CFRP laminated plate to reduce the weight, and the amount of CFRP material used can be reduced to reduce the cost.

  According to the configuration of claim 2, the mounting base includes a horizontally long rectangular front and rear surface as viewed from the front, the rear surface has a larger area than the front surface, and the vehicle width direction inner end of the rear surface is provided on the vehicle body floor. Because the front end of the tunnel side wall of the tunnel part is faced to the front end of the wheel arch part of the vehicle body floor and the rear end in the vehicle width direction is made to face the front edge of the vehicle body floor from the mounting base. The impact load can be dispersed and absorbed from the mounting base to the tunnel side wall and the wheel arch portion of the floor tunnel portion.

  According to the configuration of claim 3, the pair of left and right front pillar lowers are erected from the front ends of the pair of left and right side sills extending in the front-rear direction along the vehicle width direction outer end of the vehicle body floor. Since the outer end is joined to the front pillar lower, not only can the collision load of the frontal collision input to the dash panel lower be efficiently transmitted to the front end of the side sill via the front pillar lower and absorbed, but also the tunnel in the floor tunnel Since the upper end of the upper wall is at the same height as the upper end of the side sill, the collision load of the frontal collision input to the front wall of the vehicle body floor can be efficiently transmitted to and absorbed by the upper wall of the tunnel and the front end of the side sill. it can.

  According to the configuration of the fourth aspect, since the reinforcing member is disposed at the bent portion where the front end of the tunnel portion side wall and the front wall of the floor tunnel portion are continuous, the reinforcing member is input to the front wall while preventing the bent portion from being broken. The collision load can be efficiently transmitted to the tunnel side wall.

  Moreover, according to the structure of Claim 5, a mounting base is a trapezoid shape from which a width | variety of an up-down direction reduces toward the front in a side view, and is comprised with the aluminum extrusion material which has the some reinforcement wall which comprises a truss in the inside. Therefore, not only can a strong mounting base be manufactured at low cost, but the number of load output points on the rear side of the mounting base is increased with respect to the number of load input points on the front side of the mounting base, so that the impact load from the front can be reduced. It can be efficiently transmitted to the vehicle body floor.

  According to the sixth aspect of the present invention, the vehicle body floor includes the protruding portion that protrudes outward in the vehicle width direction from the side sill, and the energy absorbing member is disposed at least in the protruding portion. The side sill can be prevented from falling inward in the vehicle width direction by absorbing a part of the collision energy by crushing the energy absorbing member disposed in the protruding portion of the vehicle body floor. .

The perspective view of the vehicle body frame of a motor vehicle. FIG. 2 is a two-direction arrow view of FIG. 1. FIG. 3 is a three-direction arrow view of FIG. 1. 4A direction view and 4B direction arrow view of FIG. FIG. FIG. 6 is a sectional view taken along line 6-6 in FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined with reference to an occupant seated in the driver's seat.

  As shown in FIGS. 1 to 3, an automobile body frame mainly made of CFRP (carbon fiber reinforced resin) includes a body floor 11 and a pair of left and right sides extending in the front-rear direction along the left and right sides of the body floor 11. Side sills 12, 12; a pair of left and right front pillars 13 and 13 standing up front from the front ends of the left and right side sills 12, 12, and a pair of left and right rear pillars rising up from the rear ends of the left and right side sills 12, 12. 14, 14 and a pair of left and right center pillars 15 and 15 rising upward from the middle part in the front-rear direction of the left and right side sills 12 and 12, and from the upper ends of the left and right front pillar lowers 13 and 13 A pair of left and right upper members 16, 16 extending to the upper ends of the left and right rear pillars 14, 14 via the upper ends are provided. As for the upper members 16 and 16, the front half constitutes a front pillar upper, and the rear half constitutes a roof side rail.

  A flat dash panel lower 17 is joined to the front end of the vehicle body floor 11 and the front surfaces of the left and right front pillar lowers 13, 13, and a flat plate rear portion is connected to the rear end of the vehicle body floor 11 and the rear surfaces of the left and right rear pillars 14, 14. The partition wall 18 is joined, and the rear pershell 19 extends horizontally from the rear end of the rear partition wall 18. A pair of left and right aluminum alloy mounting bases 20, 20 are fixed to the front end of the vehicle body floor 11, and the rear ends of a pair of left and right aluminum alloy front side frames 21, 21 are fixed to the front ends of the mounting bases 20, 20. . A pair of left and right rear side frames 22, 22 extend rearward from the rear end of the vehicle body floor 11, and the rear pillars 14, 14 and the rear side frames 22, 22 are joined by a pair of left and right rear wheel house inners 23, 23. The upper ends of the left and right center pillars 15 and 15 are joined by the roof arch 24.

  As shown in FIG. 7, the vehicle body floor 11 has an inverted U-shaped floor tunnel portion 11a extending in the vehicle width direction center portion in the front-rear direction, and a pair of left and right floor portions when continuous on both sides of the floor tunnel portion 11a in the vehicle width direction. 11b, 11b. The under floor panel 25 includes a tunnel portion upper wall 25a, a pair of left and right tunnel portion side walls 25b and 25b extending downward from the outer end in the vehicle width direction of the tunnel portion upper wall 25a, and a vehicle width from the lower end of the tunnel portion side walls 25b and 25b. Floor portion lower walls 25c, 25c extending outward in the direction, and the floor portion upper walls 26a, 26a of the pair of left and right upper floor panels 26, 26 are formed to be substantially flat along the upper surfaces of the floor portion lower walls 25c, 25c. The

  At the outer end of the vehicle body floor 11 in the vehicle width direction, a joint flange 25d that is bent upward in the vehicle width direction of the floor lower wall 25c of the under floor panel 25, and the vehicle width of the floor upper wall 26a of the upper floor panel 26. A joining flange 26b whose outer end in the direction is bent upward is overlapped and joined. The vehicle width direction outer end portion of the vehicle body floor 11 is thicker in the vertical direction than the vehicle width direction central portion, and a pair of upper and lower energy absorbing members 30 and 30 are disposed in the thickened portion. The energy absorbing members 30 and 30 are made of a corrugated member made of PA (polyamide) or nylon excellent in shock absorbing performance.

  A support wall 31 is fixed to the inner side in the vehicle width direction of the energy absorbing members 30, 30 by adhesion, and the energy absorbing members 30, 30 are fitted into fitting grooves formed on the outer surface of the support wall 31 in the vehicle width direction. Joined by adhesion. The upper surfaces of the energy absorbing members 30 and 30 are bonded to the lower surface of the upper floor panel 26 by bonding, and the lower surfaces of the energy absorbing members 30 and 30 are bonded to the upper surface of the under floor panel 25 by bonding.

  A load distribution frame 32 made of CFRP (or made of aluminum) extending in the front-rear direction is disposed on the inner side of the support wall 31 in the vehicle width direction and where the thickness of the floor portion 11b changes. The upper surface and the lower surface of the load distribution frame 32 are bonded to the lower surface of the upper floor panel 26 and the upper surface of the under floor panel 25, respectively, and the outer surface in the vehicle width direction is bonded to the inner surface in the vehicle width direction of the support wall 31. A corrugated core 33 is disposed in the floor portion 11b on the inner side in the vehicle width direction of the load distribution frame 32, and the upper surface and the lower surface thereof are bonded to the lower surface of the upper floor panel 26 and the upper surface of the under floor panel 25, respectively. The

  The side sill 12 has a closed cross section formed by joining the outer member 34 and the inner member 35, and a plurality of partition plates 36 are arranged at predetermined intervals in the front-rear direction. The side sill 12 is placed on the upper surface of the upper floor panel 26 and joined by bonding at the outer end of the vehicle body floor 11 in the vehicle width direction, that is, the upper part of the energy absorbing members 30, 30. The protruding portion 11c formed at the outer end in the direction protrudes outward in the vehicle width direction by a distance α from the outer end in the vehicle width direction of the side sill 12, and therefore the energy absorbing members 30, 30 extending in the protruding portion 11c The end protrudes outward in the vehicle width direction by a distance α from the outer end of the side sill 12 in the vehicle width direction. The upper and lower ends of the crank-shaped connecting member 37 made of CFRP plate material are bonded to the outer end in the vehicle width direction of the side sill 12 and the connecting flanges 26b and 25d of the upper floor panel 26 and the under floor panel 25, respectively. Is done.

  As shown in FIG. 6, the vehicle body floor 11 stands from a horizontal portion 11d located at the center in the front-rear direction, a front inclined portion 11e inclined obliquely forward and upward from the front end of the horizontal portion 11d, and a front end of the front inclined portion 11e. The front wall 11f includes a lower floor wall 25c of the under floor panel 25 and a floor upper wall 26a of the upper floor panel 26. A core 33 made of a corrugated plate having an axis extending in the vehicle width direction is sandwiched inside the hollow horizontal portion 11d, and a core 38 made of a corrugated plate having an axis extending in the front-rear direction is held inside the hollow front inclined portion 11e. The solid front wall 11f is joined by bonding the floor lower wall 25c and the floor upper wall 26a directly over each other.

  The dash panel lower 17 joined to the front wall 11f of the vehicle body floor 11 and the left and right front pillar lowers 13 and 13 is composed of a single CFRP laminated plate, and the lower end thereof is overlapped with the front surface of the front wall 11f. Are joined by bonding. A pair of left and right mounting bases 20 and 20 are fixed to the front surface of the front wall 11f of the vehicle body floor 11, and the rear side of the inner ends in the vehicle width direction of the left and right mounting bases 20 and 20 is outward in the vehicle width direction. The front ends of the pair of left and right tunnel portion side walls 25b, 25b of the floor tunnel portion 11a that expands to the front face each other (see FIGS. 2 and 5). Further, the outer ends in the vehicle width direction of the left and right mounting bases 20, 20 are adjacent to the front ends of the wheel arch portions 11i, 11i of the front wheels formed at both ends in the vehicle width direction of the front end of the vehicle body floor 11 (see FIGS. 1 to 3). .

  The portion where the front end of the tunnel portion upper wall 25a of the floor tunnel portion 11a is continuous with the front wall 11f of the vehicle body floor 11 is aligned at the same height as the upper ends of the side sills 12 and 12 (see FIG. 3). Reinforcing members 43 and 43 made of a CFRP patch are bonded to the bent portion where the pair of left and right tunnel side walls 25b and 25b of the floor tunnel portion 11a are continuous with the front wall 11f of the vehicle body floor 11 (see FIG. 2 and FIG. 2). (See FIG. 6).

  The mounting base 20 is made of an extruded material made of aluminum alloy having a substantially trapezoidal cross section that is constant in the vehicle width direction, and has a horizontally long rectangular front surface 20a and a horizontally long rectangular shape that is larger in the vertical and horizontal directions than the front surface 20a. A rear surface 20b is formed, and an extension portion 20c extending rearward and downward is formed at the lower portion of the rear surface 20b. A large number of reinforcing walls 20d... It is formed in a shape. These reinforcing walls 20d are joined to the front surface 20a at three load input points a, b, and c, and joined to the rear surface 20b at five load output points d, e, f, g, and h.

  Four bolts 39... Penetrating the mounting flange 21a at the rear end of the front side frame 21 pass through the mounting base 20, and then pass through the front wall 11f of the floor portion 11b and the front end of the front inclined portion 11e to form the floor portion 11b. Are fastened to nuts 40 embedded therein. Further, two bolts 41, 41 penetrating the lower end portion of the mounting base 20 are fastened to nuts 42, 42 embedded in the floor portion 11b.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  When a collision load due to a frontal collision of the vehicle is input to the front side frames 21 and 21, the collision load is transmitted from the front side frames 21 and 21 to the front wall 11f of the floor portion 11b via the mounting bases 20 and 20. At this time, the mounting base 20 has a larger area of the rear surface 20b joined to the floor portion 11b than the front surface 20a joined to the front side frame 21, and a large number of reinforcing walls 20d. Since there are three load input points a, b, c on the 20a side and five load output points d, e, f, g, h on the rear surface 20b side, the collision load input from the front side frame 21 is provided. It can disperse | distribute to the wide range of the front wall 11f of the floor part 11b, and can absorb efficiently (refer FIG. 6).

  Further, the extension 20c extending rearward and downward from the lower portion of the rear surface 20b of the mounting base 20 is fixed so as to straddle the front surface of the front inclined portion 11e of the floor portion 11b, so that the high-strength front side in which the core 38 is disposed. In addition to being able to more efficiently absorb the collision load of the frontal collision on the inclined portion 11e, the bent portion i of the under floor panel 25 that bends from the vertical direction to the rear downward direction at the front end of the front inclined portion 11e (see FIG. 6) can be prevented from generating cracks. And since the mounting base 20 is comprised with an aluminum extrusion material, the high intensity | strength mounting base 20 can be manufactured cheaply.

  Further, the vehicle width direction inner end of the rear surface 20b of the mounting base 20 faces the front end of the tunnel portion side wall 25b of the floor tunnel portion 11a provided on the vehicle body floor 11 (see FIGS. 4B and 5), and the tunnel portion side wall. Since the reinforcing member 43 is disposed at the bent portion where the front end of 25b and the front wall 11f of the floor portion 11b are continuous (see FIGS. 2 and 6), the collision input to the front wall 11f while preventing breakage of the bent portion. The load can be transmitted to the tunnel side wall 25b and dispersed in the floor tunnel portion 11a to be efficiently absorbed. Further, since the outer end in the vehicle width direction of the rear surface 20b of the mounting base 20 faces the front end of the wheel arch portion 11i provided on the vehicle body floor 11 (see FIGS. 1, 2 and 5), it is input to the front wall 11f. The collision load can be transmitted to the wheel arch portion 11i, and can be dispersed and efficiently absorbed from the side sill 12 therefrom.

  As described above, the collision load of the frontal collision is transmitted and absorbed not only in the floor portions 11b and 11b but also in the floor tunnel portion 11a and the side sills 12 and 12, so that the collision load to be borne by the dash panel lower 17 is small. Thus, the dash panel lower 17 can be made of a single CFRP laminate to reduce the weight, and the amount of CFRP material used can be reduced to reduce the cost.

  When a collision load due to a side collision of the vehicle is input to the side portion of the vehicle body floor 11, the vehicle body floor 11 includes a protrusion 11 c that protrudes outward in the vehicle width direction from the outer end in the vehicle width direction of the side sill 12. Since at least a part of the energy absorbing members 30 and 30 is disposed in 11c (see FIG. 7), the collision load of the side collision is input to the protruding portion 11c of the vehicle body floor 11 before the side sill 12, and the inside of the protruding portion 11c By absorbing a part of the collision energy by crushing the energy absorbing members 30, 30, the side sill 12 is crushed without falling inward in the vehicle width direction, and the effect of absorbing the collision energy is further enhanced.

  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 mounting base 20, the shape, material, and manufacturing method of the reinforcing wall 20d are not limited to the embodiment.

11 Car body floor 11a Floor tunnel part 11c Projection part 11e Front inclined part 11f Front wall 11i Wheel arch part 12 Side sill 13 Front pillar lower 17 Dash panel lower 20 Mounting base 20a Front face 20b Rear face 20d Reinforcement wall 21 Front side frame 25a Tunnel part upper wall 25b Tunnel side wall 30 Energy absorbing member 38 Core 43 Reinforcing member

Claims (6)

A core (38) is disposed inside a hollow front inclined portion (11e) that integrally extends forward from the front portion of the CFRP vehicle body floor (11), and is solid from the front end of the front inclined portion (11e). A vehicle body structure of an automobile in which a front wall (11f) is erected and a lower end of a dash panel lower (17) made of a plate-like CFRP laminate is joined to the front wall (11f),
A vehicle body characterized in that a mounting base (20) that supports a front side frame (21) is fixed so as to straddle from the front surface of the front wall (11f) to the front surface of the front inclined portion (11e). Construction.   The mounting base (20) includes a horizontally long rectangular front surface (20a) and a rear surface (20b) in front view, and the rear surface (20b) has a larger area than the front surface (20a), and the rear surface (20b) The inner end in the vehicle width direction faces the front end of the tunnel side wall (25b) of the floor tunnel portion (11a) provided on the vehicle body floor (11), and the outer end in the vehicle width direction on the rear surface (20b) 11) The vehicle body structure according to claim 1, wherein the vehicle body structure faces the front end of the wheel arch portion (11i).   A pair of left and right front pillar lowers (13) are erected from the front ends of a pair of left and right side sills (12) extending in the front-rear direction along the vehicle width direction outer end of the vehicle body floor (11), and the dash panel lower (17) The outer end of the vehicle width direction is joined to the front pillar lower (13), and the upper end of the tunnel portion upper wall (25a) of the floor tunnel portion (11a) is at the same height as the upper end of the side sill (12). The vehicle body structure according to claim 2, wherein the vehicle body structure is a vehicle.   The reinforcing member (43) is arranged at a bent part where the front end of the tunnel part side wall (25b) and the front wall (11f) of the floor tunnel part (11a) are continuous. Item 4. A vehicle body structure according to Item 3.   The mounting base (20) has a trapezoidal shape whose width in the vertical direction decreases toward the front in a side view, and is made of an aluminum extruded material having a plurality of reinforcing walls (20d) constituting a truss therein. The vehicle body structure according to any one of claims 1 to 4, wherein the vehicle body structure is characterized.   The vehicle body floor (11) includes a protrusion (11c) protruding outward in the vehicle width direction from the side sill (12), and an energy absorbing member (30) is disposed at least in the protrusion (11c). The vehicle body structure according to claim 3.

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