JP2017061170A - Vehicle body reinforcement structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body reinforcement structure capable of improving ride comfort of an occupant, by making both compatible in weight reduction in vehicle body weight and the vibration damping function, with a simple constitution.SOLUTION: A vehicle body reinforcement structure is reinforced via fiber-reinforced resin band plate materials 21-27 incorporated with a plurality of carbon fibers F, and the plurality of carbon fibers F are arranged so as to extend in the length direction of the band plate materials 21-27 in a base material M, and both end parts 21a-27a and 21b-27b of the band plate materials 21-27 are connected to a pair of connection parts separated in the vehicle width direction of a vehicle body, and are constituted so that the torsional moment acts on the band plate materials 21-27 when the vehicle body is deformed, and two band plate materials 21-24, 26 and 27 are provided so as to become bilateral symmetry to the vehicle body center line, and the connection parts of the band plate materials 21-24, 26 and 27 are provided so as to separate in the vehicle body longitudinal direction.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle body reinforcement structure, and more particularly, to a vehicle body reinforcement structure reinforced via a fiber reinforced resin band plate material in which a plurality of fibers are incorporated.

Conventionally, it is known that panel members such as a floor panel, a bonnet, a trunk lid, and a roof panel are easily deformed by an input from a suspension.
In particular, the floor panel that forms the bottom surface of the passenger compartment is provided with a tunnel portion that protrudes into the passenger compartment and extends in the front-rear direction at the center in the vehicle width direction. . The increase in vibration of the floor panel may cause passenger compartment noise, which may cause discomfort to the occupant and may affect the occupant's handling stability.
Therefore, a technique for reducing the vibration of the floor panel by increasing the rigidity of the floor panel has been proposed.

  The lower vehicle body structure of a vehicle disclosed in Patent Document 1 includes a floor panel that forms a bottom surface on the vehicle interior side, a tunnel portion that protrudes from the floor panel into the vehicle interior at the center in the vehicle width direction and extends in the front-rear direction, and the tunnel portion. It has a flat plate-shaped tunnel member that is connected so as to close the front end side portion, and a flat plate-like brace member that connects the left and right end portions of the middle portion of the tunnel portion on the rear side of the tunnel member. Thereby, the rigidity of the floor panel at the time of driving | running | working is increased and the vibration which generate | occur | produces in a floor panel is suppressed.

In recent years, carbon fiber resin (Carbon-Fiber-Reinforced-Plastic: CFRP) has high specific strength (strength / specific gravity) and high specific rigidity (stiffness / specific gravity). It is widely used as a structural material for aircraft and vehicles.
In this carbon fiber resin, the carbon fiber shares mechanical properties such as strength, and the base resin (matrix) shares the stress transmission function between the carbon fibers and the fiber protection function. It is an anisotropic material whose physical properties vary greatly depending on the direction in which the load is applied.
Based on these findings, the present applicant has proposed a technique using carbon fiber resin as a vehicle body reinforcing member.

  The vehicle body reinforcement structure of Patent Document 2 is a vehicle body reinforcement structure in which a plurality of carbon fiber bands are formed by winding a plurality of carbon fibers between a side sill and a tunnel portion and casting the resin in an annular shape. The carbon fiber bands are substantially V-shaped and open so as not to cross each other. Thereby, the twist of the vehicle body is suppressed.

JP 2012-11856 A Japanese Patent Application No. 2014-199660

The lower vehicle body structure of the vehicle disclosed in Patent Document 1 can increase the rigidity of the floor panel.
However, in the lower vehicle body structure of Patent Document 1, no consideration is given to torsional rigidity. Therefore, when the steering wheel is steered in one direction, the vibration of the floor panel due to the phase delay based on the torsional moment about the vehicle body center axis is generated. May occur.
The occupant's sense of this torsional rigidity is not simply dependent on the rigidity of the vehicle body, but is surrounded by a rigid body, which leads to a psychological relief that can be said to be a box feeling that does not take into account the so-called vibration phase delay, It is an evaluation index such as handling stability and ride comfort by the occupant.
In addition, in the technique of Patent Document 1, since a tunnel member and a brace member, which are large plate-like members made of metal, are installed, there is a possibility of causing a large weight increase.

By using carbon fiber resin as the reinforcing member as in the vehicle body reinforcement structure of Patent Document 2, the weight of the vehicle body can be reduced.
In general, vibration damping characteristics can be evaluated numerically by the product of accumulated strain energy and a material specific loss factor, and carbon fiber resins have a torsional loss factor that is about three times the bending loss factor. It is an anisotropic material.
However, in the lower vehicle body structure of Patent Document 2, tension is simply applied to the skeleton member disposed on the floor panel using the tensile strength of the carbon fiber, and is based on the torsional moment about the vehicle body center axis. It does not attenuate floor panel vibration.
That is, in the technique of Patent Document 2, a structural measure for positively accumulating strain energy in the carbon fiber resin has not been studied, and a carbon fiber band having a material characteristic with a large torsion loss coefficient is used. However, it is not possible to expect a sufficient vibration damping effect utilizing the material properties of the carbon fiber resin.

  An object of the present invention is to provide a vehicle body reinforcement structure that can achieve both a reduction in vehicle body weight and a vibration damping function.

  According to the first aspect of the present invention, in the vehicle body reinforcement structure reinforced through a fiber reinforced resin band plate material in which a plurality of fibers are incorporated, the plurality of fibers are in the length direction of the band plate material in the fiber reinforced resin. It is arranged so as to extend, and both end portions of the band plate material are connected to a pair of connecting portions separated in the vehicle width direction of the vehicle body, and a torsional moment is applied to the band plate material when the vehicle body is deformed. It is a feature.

According to the first aspect of the present invention, since the fiber reinforced resin band plate material in which a plurality of fibers are incorporated is applied to the vehicle body reinforcement structure, the band plate shape in which a torsional moment around the vehicle body center axis is likely to act from the vehicle body. The weight of the vehicle body can be reduced while forming.
Since the plurality of fibers are arranged so as to extend in the length direction of the strip, the strain energy can be efficiently accumulated over the entire length of the strip.
Since both ends of the strip are connected to a pair of connecting parts separated in the vehicle width direction of the vehicle body, and when the vehicle body is deformed, a torsional moment is applied to the belt plate, so that a large strain is applied to the resin between the fibers. Energy can be stored, and the vibration damping function can be increased.
In other words, since the plurality of fibers of the band plate material independently twist and deform, shear deformation occurs in the resin existing between the fibers, but the resin between the fibers has a minute volume (a minute amount), so it exists between the fibers. As the shear strain of the resin increases, the strain energy accumulated in the resin increases.
Therefore, the damping effect is increased by the synergistic action of the strain energy and the torsion loss coefficient, and the vibration of the vehicle body can be attenuated.

According to a second aspect of the present invention, in the first aspect of the present invention, the pair of connecting portions are separated from each other in the longitudinal direction of the vehicle body.
According to this configuration, it is possible to reliably increase the shear strain accumulated in the resin existing between the fibers.

The invention of claim 3 is characterized in that, in the invention of claim 2, the two strips are provided so as to be symmetrical with respect to the vehicle body center line.
According to this configuration, the torsional rigidity can be increased symmetrically with respect to the center of the vehicle body, and the vibration damping effect of the vehicle body can be enhanced while ensuring the weight balance of the vehicle body.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the vehicle body includes a tunnel portion that extends in the front-rear direction and protrudes toward the passenger compartment, and the belt plate material is a vehicle width of the tunnel portion. The pair of connecting portions are set so as to connect both ends in the direction.
According to this configuration, the rigidity of the vehicle body can be increased by reinforcing the tunnel portion having a low rigidity.

The invention according to claim 5 is the invention according to any one of claims 1 to 4, further comprising a pair of front and rear seat mounting portions located on one side of the vehicle body, wherein the band plate material is in the vehicle width direction of the front seat mounting portion. The pair of connecting portions is set so as to connect the one side end portion and the other end portion in the vehicle width direction of the rear seat mounting portion.
According to this configuration, the vibration damping effect of the vehicle body can be further enhanced by contributing the rigidity of the seat frame to an increase in the torsional rigidity of the vehicle body.

  According to the vehicle body reinforcement structure of the present invention, the weight reduction of the vehicle body and the vibration damping function can be made compatible with each other with a simple configuration, and the ride comfort of the occupant can be improved.

It is the figure which looked at the vehicle concerning Example 1 from the slanting lower part. It is a partial bottom view of a vehicle. It is the figure which looked at the vehicle interior from diagonally backward. It is a perspective view of a strip material. It is a principal part enlarged view of a strip | belt board material. It is the VI-VI sectional view taken on the line of FIG. FIG. 3 is a view corresponding to FIG. 2 of a comparative vehicle. It is the VIII-VIII sectional view taken on the line of FIG. It is explanatory drawing of a 1st verification experiment. It is a graph which shows the result of a 1st verification experiment. It is a figure which shows the example of attachment of the acceleration sensor with respect to the strip material of 2nd verification experiment. It is an analysis result of the second verification experiment, where (a) is the bending state of the strip plate material in the -90 ° vibration mode, (b) is the bending state of the strip plate material in the 0 ° vibration mode, and (c) is 90 °. It is a figure which shows the bending state of the strip | belt board material in this vibration mode. It is explanatory drawing of the vibration mode of the floor panel at the time of turning. It is a principal part enlarged view of the strip | belt board material when carrying out torsional deformation.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a lower body structure of a vehicle, and does not limit the present invention, its application, or its use.
In the drawing, the arrow F indicates the front, the arrow L indicates the left, and the arrow U indicates the upper side.

Embodiment 1 of the present invention will be described below with reference to FIGS.
First, the overall configuration of the vehicle V will be described.
As shown in FIGS. 1 to 3, the vehicle V is configured by a monocoque body, is formed so as to rise upward from a floor panel 1 that forms the bottom surface of the passenger compartment R, and a front end portion of the floor panel 1 and A dash panel 2 that partitions the engine room E and the vehicle compartment R, a pair of left and right front side frames 3 that extend forward from the dash panel 2, and a pair of left and right rear sides that extend rearward from the rear end portion of the floor panel 1 A frame 4 and the like are provided.

  The vehicle V includes a pair of left and right side sills 5 disposed at the left and right ends of the floor panel 1, a pair of left and right hinge pillars 6 extending upward from the front ends of the pair of side sills 5, and a pair A pair of left and right center pillars 7 extending upward from the middle portion of the side sill 5, a pair of left and right front pillars 8 extending rearwardly upward from the upper ends of the pair of hinge pillars 6, and a pair of front A pair of left and right roof side rails 9 and the like that extend rearward from the rear end portion of the pillar 8 and are connected to the upper end portions of the pair of center pillars 7 are provided.

Next, the floor panel 1 will be described.
As shown in FIGS. 1 to 3, the floor panel 1 is formed in a substantially rectangular shape in plan view, and includes a tunnel portion 10 that extends in the front-rear direction and protrudes toward the passenger compartment R at the center in the vehicle width direction. ing.
The left and right ends of the tunnel portion 10 are provided with a pair of left and right cross-section hat frames 11 extending in the front-rear direction. The tunnel frame 11 cooperates with the lower surface of the floor panel 1 in the front-rear direction. A closed cross section having a substantially rectangular cross section extending in parallel is formed.
Between the pair of left and right side sills 5 and the pair of left and right tunnel frames 11, a floor frame 12 having a substantially hat-shaped cross section extending in the front-rear direction is provided. The floor frame 12 is disposed so as to move outward in the vehicle width direction toward the rear side, and forms a closed cross section having a substantially rectangular cross section extending in the front-rear direction in cooperation with the lower surface of the floor panel 1.
The front end portion of the floor frame 12 is connected to the rear end portion of the front side frame 3.

The floor panel 1 includes cross members 13 and 14 that extend in the left-right direction across the tunnel portion 10 in the passenger compartment R. Each of the cross members 13 and 14 is formed in a substantially hat-shaped cross section, and has a substantially rectangular cross section extending from the side wall portion of the tunnel portion 10 to the side wall portion of the side sill 5 in cooperation with the upper surface of the floor panel 1. Each of the closed cross sections is configured.
The cross member 13 is disposed at a position corresponding to an intermediate portion between the hinge pillar 6 and the center pillar 7, and is joined to the front side wall portion of the cross member 13 with the floor panel 1 interposed at the front end side portion of the floor frame 12. The rear end of the upper frame 15 is connected.
The cross member 14 is disposed substantially parallel to the cross member 13 and is disposed at a position corresponding to the center pillar 7.

In the passenger compartment R, a pair of left and right front seats (not shown) are mounted. Each seat includes a seat frame (not shown) for ensuring the strength and rigidity of the seat, and is supported by a pair of left and right seat rails 16 so as to be slidable in the front-rear direction.
As shown in FIG. 3, the seat rail 16 on the outer side in the vehicle width direction of the pair of seat rails 16 has a front end portion (front seat mounting portion) fixed to an outer portion in the vehicle width direction of the cross member 13, and a rear end portion. The (rear seat mounting portion) is fixed to the outer side portion of the cross member 14 in the vehicle width direction. Similarly, the seat rail 16 on the inner side in the vehicle width direction of the pair of seat rails 16 has a front end portion (front seat mounting portion) fixed to an inner portion in the vehicle width direction of the cross member 13 and a rear end portion (rear seat). The attachment portion) is fixed to the inner part of the cross member 14 in the vehicle width direction.
On the lower side of the floor panel 1, a plurality (for example, 13) of strip plate materials 21 to 27 are disposed.

Next, the plurality of strip plate materials 21 to 27 will be described.
The plurality of strip plates 21 to 27 are configured to be able to attenuate the vibration of the floor panel 1 caused by the phase delay based on the torsional moment generated from the floor panel 1 around the vehicle body central axis.
As shown in FIG. 1 and FIG. 2, since the plurality of strip plates 21 to 27 are arranged at symmetrical positions, the following mainly describes the strip plates 21 to 27 arranged on the left side of the vehicle body. A description of the band plate materials 21 to 27 arranged in the right part of the vehicle body is omitted.

As shown in FIG. 4, the plurality of strip plates 21 to 27 are formed in, for example, a rectangular shape having a cross section of 4 mm in length and 34 mm in width and extending in the length direction of each.
The band plate material 21 includes an attachment portion 21a in which a bolt hole is formed at one end in the length direction, and an attachment portion 21b in which a bolt hole is formed at the other end in the length direction.
The vertical portions of the attachment portions 21a and 21b are formed slightly shorter than the vertical length of the intermediate portion.
As shown in FIG. 6, when the band plate material 21 is attached to the floor panel 1 (side sill 5, bracket 34) via bolts 31 and nuts 32, the attachment portions 21 a and 21 b are respectively held by a pair of attachment plates 33. Yes.

The strip material 21 is formed by molding (for example, hot pressing) a carbon fiber resin (CFRP) using carbon fiber F as a reinforcing material.
As shown in FIG. 5, the carbon fiber F is a single fiber that extends continuously from one end to the other end in the length direction of the band plate material 21 (carbon fiber resin) and extends uniformly in the length direction of the band plate material 21. A (filament) is composed of a fiber bundle (tow) in which a predetermined number (for example, 12k) is bundled. The diameter of the single fiber of the carbon fiber F is, for example, 7 to 10 μm. For the base material M of the strip material 21, for example, a thermosetting epoxy synthetic resin is used. Moreover, the strip plate materials 22-27 are comprised by the same specification except the strip plate material 21 differing in the dimension of a length direction, and each has attachment part 22a-27a and attachment part 22b-27b.

The band plates 21 to 27 are provided such that the attachment portions 21a to 27a and the attachment portions 21b to 27b are attached to the vehicle body side member, and the other intermediate portions are separated from the other members.
As shown in FIGS. 1, 2, and 6, the band plate 21 is fixed to the lower portion of the right side sill 5 with the attachment portion 21 a corresponding to the front end of the kick-up via a bracket 34, and the attachment portion 21 b is more than the kick-up. It is fixed to the lower part of the right tunnel frame part 11 in front and behind the cross member 14 via a bracket (not shown).
The band plate material 22 has a mounting portion 22a fixed at the same position as the mounting portion 21b, and the mounting portion 22b is a bracket (not shown) below the left tunnel frame portion 11 corresponding to the right end portion (inner portion in the vehicle width direction) of the cross member 14. Abbreviated).

The band plate 23 has a mounting portion 23a fixed at the same position as the mounting portion 22b, and the mounting portion 23b is a bracket (not shown) below the left side sill 5 corresponding to the left end portion (the outer portion in the vehicle width direction) of the cross member 13. It is fixed through. Therefore, the strip plate member 23 is configured to connect the pair of seat rails 16 diagonally in plan view.
The band plate member 24 has a mounting portion 24a fixed at the same position as the mounting portion 23b, and the mounting portion 24b is fixed to the lower part of the front end side portion of the left tunnel frame portion 11 via a bracket (not shown).

The band plate material 25 has an attachment portion 25a fixed at the same position as the attachment portion 24b, and the attachment portion 25b is fixed to a lower portion of the front end side portion of the right tunnel frame portion 11 via a bracket (not shown). The band plate material 26 has a mounting portion 26a fixed at the same position as the mounting portion 25b, and the mounting portion 26b is a bracket (not shown) below the left tunnel frame portion 11 behind the cross member 13 and in front of the cross member 13. It is fixed through.
The band plate material 27 has an attachment portion 27a fixed at the same position as the attachment portion 26b, and a bracket (not shown) is attached to the lower portion of the left tunnel frame portion 11 in front of the kick-up and behind the cross member 14 in the attachment portion 27b. Is fixed through.
The band plate materials 21 to 24 and 26 form a predetermined crossing angle with respect to the front-rear direction and the left-right direction.

Next, functions and effects of the vehicle body reinforcement structure of the present embodiment will be described.
In describing the operation and effect, the vehicle V of the present embodiment and comparative vehicles VA and VB were prepared, and a first verification experiment was performed to measure the under-seat acceleration amplitude (m / s ² ) of the front seat occupant. .
As shown in FIGS. 7 and 8, the comparative vehicle VA is provided with metal first and second brace members 41 and 42 in place of the band plate materials 21 to 27 of the vehicle V of the present embodiment.
The first brace member 41 is a plate-like reinforcing member that connects the pair of left and right tunnel frame portions 11 so as to close the tunnel portion 10 from the front end side portion of the tunnel frame portion 11 to the position corresponding to the cross member 13 ( It is also called a tunnel member). The second brace member 42 is a plate-like reinforcing member that connects the pair of left and right tunnel frame portions 11 so as to close the tunnel portion 10 at the peripheral position of the cross member 14. The first and second brace members 41 and 42 have an increased weight of about 2 kg as compared with the entire strip plate materials 21 to 27.
The comparative vehicle VB is provided with a metal strip material instead of the strip materials 21 to 27 of the vehicle V of this embodiment. Each metal strip is the same size as each strip 21-27. These metal strips have increased in weight by about 6 kg compared to all strip strips 21-27.

  As shown in FIG. 9, in vehicles V, VA, and VB having the above specifications, vibrations in a predetermined frequency band are applied to a pair of left and right suspension parts FS of the front suspension and a pair of left and right trailing arm parts RS of the rear suspension. The acceleration amplitude at the center of gravity (occupant seating position) composed of a pair of front seat mounting portions FP and a pair of rear seat mounting portions RP of the left front seat of each vehicle V, VA, VB was measured.

The result of the first verification experiment will be described.
As shown in FIG. 10, when the vehicles V, VA, and VB are vibrated, the total weight of the metal strip is the first and first due to the vibration around 40 Hz (floor film vibration mode) that allows the passenger to perceive the floor vibration. In spite of being larger than the total weight of the two brace members 41 and 42, the comparative vehicle VA (0.009 m / s ² ) has a higher vibration damping capability than the comparative vehicle VB (0.011 m / s ² ).
This is because the first and second brace members 41 and 42 of the comparative vehicle VA improve the rigidity of the tunnel portion 10, whereas the metal strip material of the comparative vehicle VB is an absolute strip material that blocks the tunnel portion 10. It is presumed that there are many strips that have a small volume and cannot contribute to vibration damping.
The vehicle V (0.003 m / s ² ) of this example has a higher vibration damping capability than the comparative vehicle VA, and can achieve a damping effect of about 66%. Thereby, in comparative vehicle VB, even if it is a strip plate material that has not contributed to vibration damping, substantially all of the strip plate materials 21 to 27 can be obtained by changing the material of the strip plate materials 21 to 27 to carbon fiber resin. It is presumed that the vibration damping ability is exhibited, and it has been found that the vibration damping can be dramatically increased by the material properties of the strip materials 21 to 27.

Next, the 2nd verification experiment which measures about the behavior at the time of a vibration attenuation | damping was done about the strip | belt board materials 21-26 of the vehicle V of a present Example.
As shown in FIG. 11, the band plate material 21 includes a pair of acceleration sensors 39 (acceleration pickups) adjacent to the position near the mounting portion 21 a in the direction perpendicular to the length and a position near the mounting portion 21 b in the direction perpendicular to the length. Six sensors, that is, a pair of adjacent acceleration sensors 39 and a pair of acceleration sensors 39 adjacent to each other in the longitudinal direction at the middle in the length direction, are installed. A sensor 39 is installed. Based on the detection values of these acceleration sensors 39, the behavior of the strips 21 to 26 was analyzed by an experimental modal solution.

The result of the second verification experiment will be described.
As shown in FIGS. 12 (a) to 12 (c), it has been found that the torsional moment about the center axis of the vehicle body acts on the strips 21 to 26 over a period of −90 ° to 90 °. . In addition, in the figure, the portion where the torsional deformation is larger is shown with higher brightness.
As shown by the arrow in FIG. 13, for example, when the vehicle V turns, the floor panel 1 vibrates in the same mode at the front end and the rear other end, and the front other end and the rear end are It vibrates in the reverse phase (phase lag) mode. In particular, the belt plate materials 21 to 24 and 26 are formed in a plate shape, and form a predetermined crossing angle with respect to the front-rear direction and the left-right direction. The torsional moment around it acts efficiently.

As shown in FIG. 14, when the torsional moment from the floor panel 1 acts on the strips 21 to 26, the carbon fibers F are each independently torsionally deformed, so that the base material M existing between the carbon fibers F is sheared. Although the deformation occurs, since the base material M between the carbon fibers F is a minute amount, the shear strain increases in the base material M between the carbon fibers F, and the strain energy accumulated in the base material M along with this increases. To increase.
In addition, since the carbon fiber resin is an anisotropic material having a twist loss coefficient approximately three times the bending loss coefficient, the strain energy accumulated in the base material M can be efficiently increased.
Usually, vibration energy input to a member is converted into strain energy and kinetic energy. This strain energy is temporarily stored as shear strain in the member and then converted back into kinetic energy. At this time, a part of the strain energy is converted into heat energy and dissipated.
Therefore, by increasing the strain energy accumulated inside, the dissipated thermal energy can be increased, and as a result, the vibration damping ability of the vehicle V is increased.
In addition, the strip board material 25 parallel to the left-right direction and the strip board material 27 parallel to the front-back direction are installed as members mainly contributing to the rigidity improvement of the floor panel 1 rather than vibration damping.

As described above, since the fiber reinforced resin band plates 21 to 27 in which a plurality of carbon fibers F are incorporated are applied to the vehicle body reinforcement structure, a torsional moment around the vehicle body center axis is likely to act from the floor panel 1. It is possible to reduce the weight of the vehicle body while forming the band plate shape.
Since the plurality of carbon fibers F are arranged so as to extend in the length direction of the strip plates 21 to 27, strain energy can be efficiently accumulated over the entire length of the strip plates 21 to 27.
Both end portions 21a to 27a and 21b to 27b of the band plate materials 21 to 27 are connected to a pair of connecting portions separated in the vehicle width direction of the vehicle body, and a torsional moment acts on the band plate materials 21 to 27 when the vehicle body is deformed. Since it is comprised, a big distortion energy can be accumulate | stored in the base material M between the carbon fibers F, and a vibration damping function can be enlarged.
That is, since the plurality of carbon fibers F of the band plates 21 to 27 are each independently twisted and deformed, shear deformation occurs in the base material M existing between the carbon fibers F, but the base material M between the carbon fibers F is very small. Because of the volume, the strain energy accumulated in the base material M increases as the shear strain of the base material M existing between the carbon fibers F increases. Therefore, the damping effect is increased by the synergistic action of the strain energy and the torsion loss coefficient, and the vibration of the vehicle body can be attenuated.

Since the pair of connecting portions to which both ends of the band plate materials 21 to 27 are connected are separated in the longitudinal direction of the vehicle body, the shear strain accumulated in the base material M existing between the carbon fibers F can be surely increased. it can.
Since the two strip plates 21 to 24, 26, and 27 are provided so as to be symmetrical with respect to the vehicle center line, the torsional rigidity can be increased symmetrically with respect to the vehicle body center, and the weight balance of the vehicle body can be increased. It is possible to increase the vibration damping effect of the vehicle body while ensuring the above.

  The vehicle body includes a tunnel portion 10 that extends in the front-rear direction and protrudes toward the vehicle compartment R side, and the strip plate materials 22, 25, 26 are connected to both ends of the tunnel portion 10 in the vehicle width direction. Since the pair of connecting portions are set, the vehicle body rigidity can be increased by reinforcing the tunnel portion 10 having a low rigidity.

  A pair of left and right seat mounting portions 16 located on one side of the vehicle body are provided, and the band plate member 23 connects the front end portion of the seat rail 16 on the outer side in the vehicle width direction and the rear end portion of the seat rail 16 on the inner side in the vehicle width direction. Since the pair of connecting portions of the belt plate member 23 is set, the vibration damping effect of the vehicle body can be further enhanced by causing the rigidity of the seat frame to contribute to an increase in the torsional rigidity of the vehicle body.

Next, a modified example in which the embodiment is partially changed will be described.
1] In the above-described embodiment, the example in which the strip plates 21 to 27 are installed symmetrically with respect to the vehicle body center line has been described. However, the strip plates 21 to 27 may be arbitrarily increased or decreased according to specifications.
For example, when the weight reduction is further increased, the strip plate material 27 having a low vibration damping ability may be omitted. In order to reinforce only the tunnel portion 10 and the periphery of the sheet, the strip plate materials 22, 23, 25, It is also possible to arrange only 26.

2] In the above embodiment, the example in which the floor panel 1 is reinforced only with the band plates 21 to 27 has been described. However, other reinforcements such as the band plate and the tunnel member or the band plate and the brace member are described. You may use a member and a strip material together.

3] In the above-described embodiment, the bolt holes formed in the attachment portions 21a to 27a and 21b to 27b of the band plate materials 21 to 27 may be formed by a bobbin member.
Specifically, a pair of bobbin members provided with bolt holes are disposed on the attachment portions 21a to 27a and 21b to 27b of the band plates 21 to 27, and a plurality of annular shapes wound around the pair of bobbin members. It is formed of carbon fiber and a composite base material.

4] In the above-described embodiment, the example in which the floor panel 1 is reinforced by the strip plates 21 to 27 alone has been described. However, the floor panel 1 may be reinforced by incorporating the strip plates 21 to 27 into other members.
Specifically, the storage portion for the band plate materials 21 to 27 is formed in the under cover, the under cover and the band plate materials 21 to 27 are integrated, and the connection portion of the band plate materials 21 to 27 to the vehicle body is attached to the under cover. Can also be used as a part.

5] In the above embodiment, an example in which the floor panel 1 is reinforced has been described. However, vibration damping of a panel member such as a roof panel or a bonnet can be achieved using the band plate materials 21 to 27.
Moreover, you may use glass fiber and a resin fiber for the reinforcing fiber of the strip | belt board materials 21-27 other than carbon fiber.

6) In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or in a form in which each embodiment is combined without departing from the gist of the present invention. Various modifications are also included.

V Vehicle F Carbon fiber M Base material 1 Floor panel 10 Tunnel portion 16 Seat rails 21 to 27 Strip plate materials 21a to 27a, mounting portions 21b to 27b

Claims (5)

In the vehicle body reinforcement structure reinforced through a strip material made of fiber reinforced resin in which a plurality of fibers are incorporated,
A plurality of fibers are arranged in the fiber reinforced resin so as to extend in the length direction of the band plate material,
A vehicle body reinforcing structure characterized in that both end portions of the band plate material are connected to a pair of connecting portions separated in the vehicle width direction of the vehicle body, and a torsional moment acts on the band plate material when the vehicle body is deformed. .   The vehicle body reinforcing structure according to claim 1, wherein the pair of connecting portions are separated from each other in the longitudinal direction of the vehicle body.   The vehicle body reinforcing structure according to claim 2, wherein the two strip members are provided so as to be symmetrical with respect to the vehicle body center line. The vehicle body includes a tunnel portion that extends in the front-rear direction and protrudes toward the passenger compartment,
The vehicle body reinforcing structure according to any one of claims 1 to 3, wherein the pair of connecting portions are set so that the band plate material connects both ends of the tunnel portion in the vehicle width direction. A pair of front and rear seat mounting portions located on one side of the vehicle body;
The pair of connecting portions is set so that the band plate member connects one end portion in the vehicle width direction of the front seat attaching portion and the other end portion in the vehicle width direction of the rear seat attaching portion. The vehicle body reinforcement structure according to any one of claims 1 to 4.