JP2018192822A - Vehicle body structure of vehicle - Google Patents

Abstract

To provide a vehicle body structure of a vehicle that can improve a vibration attenuation capability on the basis of a behaviour mode of a vehicle body by converting a load in a bending direction to a load in a torsion direction.SOLUTION: In a vehicle body structure of a vehicle V in which one end part and the other end part in a longitudinal direction of a bar member made of synthetic resin reinforced by carbon fiber F oriented in the longitudinal direction are connected to a vehicle body side through a pair of fastening members 31 and 32, the bar member 21 has: an upper wall part 21a, a lower wall part 21b, a left-side wall part 21c connecting a left-side end part of the upper wall part 21a to a left-side end part of the lower wall part 21b; a right-side wall part 21d connecting a right-side end part of the upper wall part 21a to a right-side end part of the lower wall part 21b; and an opening part 21e extending in the longitudinal direction along the right-side wall part 21d, which is formed so that a cross sectional secondary moment of a part closer to the right-side wall part 21d than a centroid C thereof is smaller than a cross sectional secondary moment of a part closer to the left-side wall part 21c than the centroid C of the bar member 21.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle body structure of a vehicle in which one end portion and the other end portion of a long member made of synthetic resin reinforced with a reinforcing material are connected to a vehicle body side via a pair of fastening members.

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 of the passenger compartment has a tunnel part that bulges toward the passenger compartment side and extends in the front-rear direction at the middle part in the vehicle width direction. As a result, the membrane vibration that moves up and down increases.
This increased vibration of the floor panel causes vehicle interior noise, which may reduce ride comfort performance.

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

The vehicle panel structure of Patent Document 1 includes a damping panel member connected to a side sill and a second floor frame at four corners. The damping panel member includes a viscoelastic member made of a panel-like synthetic resin, and the viscoelasticity. The carbon fiber member is embedded in the member and fixed at the four corners of the damping panel member, and is higher in rigidity than the viscoelastic member and arranged in the longitudinal direction.
Thereby, the membrane vibration generated in the under cover itself is damped while constituting the under cover that shields noise from the outside.
In the vehicle body reinforcement structure of Patent Document 2, the longitudinal ends of a plurality of strips made of carbon fiber reinforced resin incorporated with carbon fibers arranged in the longitudinal direction are the lower part of the floor panel and the longitudinal direction and They are connected to vehicle body side connecting portions that are spaced apart in the vehicle width direction.
As a result, vibration attenuation occurring in the entire vehicle body is achieved.

Usually, the vibration input to the carbon fiber reinforced resin is converted into strain energy and kinetic energy, and this strain energy is once stored as shear strain in the member.
Thereafter, the accumulated strain energy (shear strain) is 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 carbon fiber reinforced resin, the dissipated thermal energy can be increased, and as a result, the vibration damping ability of the vehicle can be increased.
In the reinforcing structure of the vehicle body of Patent Document 2, when a torsional moment based on the vibration of the floor panel is applied to the band plate material, the carbon fibers are torsionally deformed independently, so that the base material existing between the carbon fibers is subjected to shear deformation. Although it occurs, since the base material between the carbon fibers is a minute amount, the shear strain increases in the base material between the carbon fibers, and accordingly, the strain energy accumulated in the base material is increased.

Japanese Patent Laying-Open No. 2015-174611 JP 2017-0661170 A

The behavior modes of the vehicle body that affect the ride comfort of the occupant are mainly classified into two.
The first vehicle body mode is a vehicle body torsion mode accompanying torsional deformation.
The vehicle body torsion mode is a torsional displacement motion of the entire vehicle body caused by a phase delay based on a torsional moment about the vehicle body center axis when the vehicle is turning, and is a vehicle body mode related to rigidity.
The second vehicle body mode is a membrane vibration mode accompanying bending deformation.
This membrane vibration mode is a vertical displacement motion by the floor panel when a protrusion on the road surface is climbed or when traveling on a rough road surface, and is a vehicle body mode related to vibration.

In the case of a carbon fiber reinforced resin reinforced with reinforcing fibers oriented in the longitudinal direction as a main component, the torsion loss coefficient is an anisotropic material having a value higher than the bending loss coefficient. There is a possibility that the vibration damping ability (strain energy storage ability) possessed by the strip material cannot be effectively utilized (used up).
That is, even if the carbon fiber reinforced resin constituting the strip material has a high strain energy storage capability as a physical property of the material itself, the strip material is the same as the floor panel (or a frame member connected to the floor panel). When performing deformation behavior, only the strain energy corresponding to the torsional deformation associated with this behavior can be stored inside the strip, and the bending deformation accompanying the behavior (bending direction load) can contribute to vibration damping. Can not.

Therefore, the present inventor conducted verification analysis on the strain energy storage characteristics of the carbon fiber reinforced resin.
As shown in FIG. 13, when looking at the overall structure of the vehicle with respect to strain energy, the normal vehicle structure is that of a vehicle body mechanism with a spring constant k _b , a carbon fiber reinforced resin portion with a spring constant k _cf , and a spring constant k _j . It can be expressed as a simple spring model in which a member system mechanism including a fastening portion is connected in parallel.
Therefore, the correlation between the rigidity of the carbon fiber reinforced resin portion and the accumulated strain energy was obtained by numerical analysis of this simple spring model.
As shown in FIG. 14, as a result of the numerical analysis, the strain energy accumulated in the carbon fiber reinforced resin is lower as the stiffness is higher, except for a region where the stiffness is extremely low. The physical property that the peak point of energy exists was discovered.

When the rigidity of the carbon fiber reinforced resin is reduced in response to the above knowledge, the strain energy accumulated in the carbon fiber reinforced resin can be increased, and the vibration damping ability can be increased.
However, a specific vehicle body configuration that efficiently increases the strain energy accumulated in the resin based on the behavior mode of the vehicle body has not yet been established.

  An object of the present invention is to provide a vehicle body structure or the like of a vehicle that can improve vibration damping capability based on a behavior mode of the vehicle body.

  In the first aspect of the present invention, one end and the other end in the longitudinal direction of a long member made of synthetic resin reinforced with a reinforcing material oriented in the longitudinal direction are connected to the vehicle body side through a pair of fastening members. In the vehicle body structure of the vehicle, the elongate member includes a compression side wall portion to which a compressive load acts, a tension side wall portion to which a tensile load acts, one side end portion of the compression side wall portion, and one side end of the tension side wall portion. A side wall part that connects the other side part, and another side wall part that connects the other side end part of the compression side wall part and the other side end part of the tensile side wall part. The second moment of section of the one side wall portion side part is smaller than the second moment of section of the other side wall part side than the center of gravity.

According to this configuration, the secondary moment of the cross section of the one side wall portion side portion is smaller than the center of gravity of the cross section in the direction perpendicular to the axis of the long member. The rigidity of the long member can be reduced. Moreover, it is possible to generate deformation in the torsional direction of the long member by using a bending direction load acting on the long member.
That is, the bending direction load acting on the long member can be converted into the twisting direction load based on the behavior mode of the vehicle body, and the strain energy accumulated in the resin can be efficiently increased.

The invention of claim 2 is characterized in that, in the invention of claim 1, an opening extending in the longitudinal direction is formed in the one side wall.
According to this configuration, the bending direction load can be converted into the torsional direction load with a simple configuration.

A third aspect of the invention is characterized in that, in the first or second aspect of the invention, the one side wall portion side portion and the other side wall portion side portion are asymmetric with respect to the center of gravity.
According to this configuration, the bending direction load acting on the long member can be reliably converted into the torsional direction load.

The invention of claim 4 is characterized in that, in the invention of any one of claims 1 to 3, the long member has a plurality of ridge lines extending along the longitudinal direction.
According to this configuration, the vehicle body rigidity can be improved by the cross-sectional shape of the long member.

According to a fifth aspect of the present invention, in the fourth aspect of the invention, the compression side wall portion, the tensile side wall portion, the one side wall portion, and the other side wall portion cooperate to form a rectangular cross section having a closed cross section extending in the longitudinal direction. It is characterized by that.
According to this configuration, since the cross-sectional secondary moment of the long member can be increased with a simple configuration, the strain energy sharing rate in the shearing direction of the long member can be increased while improving the rigidity of the vehicle body.

The invention of claim 6 is characterized in that, in the invention of any one of claims 1 to 5, the reinforcing material is a fiber reinforcing material.
According to this configuration, the bending direction load can be converted into the twisting direction load by the long member reinforced with the fiber reinforcing material.

The invention of claim 7 is the invention of claim 6, wherein the reinforcing material is a carbon fiber reinforcing material.
According to this configuration, it is possible to convert a bending direction load into a torsional direction load while reducing the weight.

The invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein a plurality of the long members are provided, and the plurality of long members are linear with respect to a vehicle body center line extending in the vehicle longitudinal direction. It is characterized by being arranged symmetrically.
According to this configuration, it is possible to obtain a sense of security (a box feeling) that does not cause a phase delay of the vehicle body vibration by the long member.

The invention of claim 9 is the invention according to any one of claims 1 to 8, wherein a tunnel portion that bulges toward the passenger compartment side and extends in the vehicle body front-rear direction is formed at a central portion in the vehicle width direction, The tunnel portion has one end in the vehicle width direction and the other end connected to each other via the pair of fastening members.
According to this configuration, the vibration displacement of the tunnel portion, which is the main vibration source of the floor panel, can be taken into the long member, and both the rigidity of the floor panel can be secured and the vibration damping capability can be improved.

  According to the vehicle body structure of the present invention, the vibration damping capability can be improved based on the behavior mode of the vehicle body.

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 bar member. It is the VV sectional view taken on the line of FIG. It is the elements on larger scale of a bar member. It is explanatory drawing of verification analysis. It is a figure which shows a verification result. It is the IX-IX sectional view taken on the line of FIG. It is the XX sectional view taken on the line of FIG. It is the XI-XI sectional view taken on the line of FIG. FIG. 6 is a diagram corresponding to FIG. 5 according to the second embodiment. It is a simple spring model of a vehicle. It is a graph which shows the relationship between the rigidity of carbon fiber reinforced resin, and the strain energy accumulate | stored in carbon fiber reinforced resin.

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.
A pair of left and right cross-sectionally shaped hat-side tunnel side frames 11 extending in the front-rear direction are provided at both left and right end portions of the tunnel portion 10, and the tunnel side frame 11 cooperates with the lower surface of the floor panel 1 in a substantially parallel shape. A closed cross section having a substantially rectangular cross section extending in the front-rear direction is formed.
Between the pair of left and right side sills 5 and the pair of left and right tunnel side 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, and the rear end portion is connected to the front end portion of the rear side frame 4.

The floor panel 1 includes cross members 13 and 14 that extend in the left and right 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. 2, of the pair of seat rails 16, the seat rail 16 on the outer side in the vehicle width direction is fixed to the outer side portion in the vehicle width direction of the cross member 13, and the rear end portion is the vehicle of the cross member 14. It is fixed to the outer part in the width direction. Similarly, the seat rail 16 on the inner side in the vehicle width direction of the pair of seat rails 16 is fixed to the inner side in the vehicle width direction of the cross member 13 and the rear end portion is the inner side portion in the vehicle width direction of the cross member 14. It is fixed to.
A plurality of (for example, 13) bar members 21 to 27 (long members) are disposed on the lower side of the floor panel 1.

Next, the plurality of bar members 21 to 27 will be described.
The plurality of bar members 21 to 27 dampen the vibration caused by the phase delay based on the torsional moment generated around the vehicle body central axis orthogonal to the vehicle width direction and the vertical vibration of the floor panel 1 due to the vertical bending deformation of the vehicle body central axis. It is configured to be possible.
As shown in FIGS. 1 and 2, the plurality of bar members 21 to 27 are arranged at symmetrical positions with respect to the vehicle body central axis. The bar members 21 to 27 are mainly described, and the description of the bar members 21 to 27 disposed on the right side of the vehicle body is omitted.

The plurality of bar members 21 to 27 have two pairs of upper and lower ridge lines, the cross section is formed in a substantially rectangular shape that is horizontally long, and each has a long shape extending in the longitudinal direction.
As shown in FIGS. 4 and 5, the bar member 21 connects the upper wall portion 21a, the lower wall portion 21b parallel to the upper wall portion 21a, and the left end portions of the upper wall portion 21a and the lower wall portion 21b. The left side wall part 21c and the right side wall part 21d which connects the right end part of the upper wall part 21a and the lower wall part 21b are provided, and the axial center part is comprised hollowly. Metal connecting members 34 are joined to both ends in the longitudinal direction of the bar member 21 by an adhesive or the like. The connecting member 34 is partially fitted into the hollow portion of the bar member 21, and a bolt hole penetrating vertically is formed in a portion other than the fitting portion.
As shown in FIGS. 1 and 2, the bar member 21 is attached to the floor panel 1 (side sill 5) by fastening the connecting member 34 to the floor panel 1 (side sill 5) via bolts 31 and nuts 32. It is connected. The bar member 21 and the connecting member 34 may be joined by mechanical connection such as a rivet or a screw.

The bar member 21 has an opening 21e extending in the longitudinal direction in the middle step of the right side wall 21d, and forms an open cross section having a substantially closed cross section. When the load is input to the bar member 21, one of the upper wall portion 21a and the lower wall portion 21b corresponds to the compression side wall portion, and the other corresponds to the tension side wall portion.
As shown in FIG. 5, the axial cross-sectional shape of the bar member 21 is configured to be asymmetric with respect to a vertical straight line L passing through the center of gravity C, where C is the center of gravity (centroid). The cross-sectional secondary moment on the left side wall 21c side from the straight line L is set to be larger than the cross-sectional secondary moment on the right side wall 21d side from the straight line L.
Thereby, when a downward bending load acts on the bar member 21, a torsional moment indicated by an arrow is generated.

The bar member 21 is formed by molding a carbon fiber reinforced resin (CFRP) using a carbon fiber F as a main reinforcing material. The volume content of the carbon fiber F is 50% or more.
As shown in FIG. 6, the carbon fiber F is a single fiber that extends continuously from one end to the other end in the longitudinal direction of the bar member 21 (carbon fiber reinforced resin) and extends uniformly in the longitudinal direction of the bar member 21 ( Filaments are formed of fiber bundles (tows) 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 bar member 21, for example, a thermosetting epoxy synthetic resin is used.
The bar members 22 to 27 have the same specifications as the bar member 21 except that the dimensions in the longitudinal direction are different from each other. Each of the bar members 22 to 27 has openings 22e to 27e, and the connecting member 34 is joined thereto.

The bar members 21 to 27 are arranged such that a connecting member 34 on one end side in the longitudinal direction and a connecting member 34 on the other end side in the longitudinal direction are attached to the vehicle body side member, and intermediate portions are separated from other members.
As shown in FIGS. 1, 2, and 4, the bar member 21 has one end side connecting member 34 fixed to the lower portion of the right side sill 5 corresponding to the front end of the kick-up via a bracket (not shown), and the other end side. The connecting member 34 is fixed to a lower portion of the right tunnel frame portion 11 in front of the kick-up and rearward of the cross member 14 via a bracket (not shown).
In the bar member 22, the one end side connecting member 34 is fixed at the same position as the other end side connecting member 34 of the bar member 21, and the other end side connecting member 34 corresponds to the right end portion (the inner portion in the vehicle width direction) of the cross member 14. The left tunnel frame portion 11 is fixed to the lower portion of the left tunnel frame portion 11 via a bracket (not shown).

  In the bar member 23, the one end side connecting member 34 is fixed at the same position as the other end side connecting member 34 of the bar member 22, and the other end side connecting member 34 corresponds to the left end portion (outer portion in the vehicle width direction) of the cross member 13. The left side sill 5 is fixed to a lower portion via a bracket (not shown). Therefore, the bar member 23 is configured to connect the pair of seat rails 16 diagonally in a plan view. In the bar member 24, one end side connecting member 34 is fixed at the same position as the other end side connecting member 34 of the bar member 23, and the other end side connecting member 34 is a bracket (not shown) at the lower part of the front end side portion of the left tunnel frame portion 11. ) Is fixed through.

In the bar member 25, one end side connecting member 34 is fixed at the same position as the other end side connecting member 34 of the bar member 24, and the other end side connecting member 34 is a bracket (not shown) at the lower part of the front end side portion of the right tunnel frame portion 11. ) Is fixed through. In the bar member 26, the one end side connecting member 34 is fixed at the same position as the other end side connecting member 34 of the bar member 25, and the other end side connecting member 34 is behind the cross member 13 and in front of the cross member 14. It is fixed to the lower part of the tunnel frame part 11 via a bracket (not shown). In the bar member 27, one end side connection member 34 is fixed at the same position as the other end side connection member 34 of the bar member 26, and the other end side connection member 34 is in front of the kick-up and behind the cross member 14 in the left tunnel. It is fixed to the lower part of the frame part 11 via a bracket (not shown).
The bar members 21 to 24 and 26 form a predetermined intersection angle with respect to the front-rear direction and the left-right direction.

Next, functions and effects of the vehicle body structure of the vehicle according to the present embodiment will be described.
In describing the action and effect, the deformation behavior of the bar member in the membrane vibration mode was analyzed by CAE (Computer Aided Engineering).
First, the basic concept of this analysis will be described.
As shown in FIG. 7A, a model M corresponding to the bar member 21 of the first embodiment is set, and both ends in the longitudinal direction of the model M are clamped by a pair of jigs D.
Next, as shown in FIG. 7 (b), a pair of jigs D are rotated in the direction of the arrow to give a bending load (white arrow in the figure) to the model M, and the deformation of the model M at this time The behavior was evaluated. The analysis conditions were such that the carbon fiber reinforced resin had an orientation of 0 °, a thickness of 2 mm, a fiber content of 60%, a fiber strength of 230 GPa, and the model M was 100 mm × 10 mm × 300 mm. A pure bending moment of 1000 Nm was input to the part.

FIG. 8 shows the model M after deformation.
As shown in FIG. 8, since the bending load acts on the model M by the rotation operation of the jig D, the upper wall portion becomes the compression side wall portion and the lower wall portion becomes the tensile side wall portion. A clockwise torsional moment is generated around the center of gravity (see FIG. 5).
Therefore, as shown in FIGS. 9 to 11, the midway portion is twisted and deformed by the torsional moment as compared with the one end portion and the other end portion in the axial direction of the model M.
Thereby, it was found that the bending direction load acting on the model M was converted into the torsional direction load.

According to the vehicle body structure of the vehicle V, the second-order moments of the right side wall portions 21d to 27d relative to the center of gravity C of the cross-sections of the bar members 21 to 27 in the direction perpendicular to the axis are left side wall portions 21c to 21c. Since it is smaller than the cross-sectional secondary moment of the 27c side part, the rigidity of the bar members 21-27 can be reduced. In addition, the twisting direction deformation of the bar members 21 to 27 can be generated by using the bending direction load acting on the bar members 21 to 27.
That is, the bending direction load acting on the bar members 21 to 27 based on the behavior mode of the vehicle body can be converted into the torsion direction load, and the strain energy accumulated in the resin can be efficiently increased.

Since the opening right side walls 21e to 27e extending in the longitudinal direction are formed on the right side walls 21d to 27d, the bending direction load of the bar members 21 to 27 can be converted into the twisting direction load with a simple configuration.
Since the right side wall portions 21d to 27d side portion with respect to the center of gravity C and the left side wall portions 21c to 27c side portion with respect to the center of gravity C are asymmetrically configured, the bending direction load acting on the bar members 21 to 27 is reliably twisted. Can be converted to
Since the bar members 21 to 27 have four ridge lines extending along the longitudinal direction, the vehicle body rigidity can be improved by the cross-sectional shape of the bar members 21 to 27.

Since the upper wall portions 21a to 27a, the lower wall portions 21b to 27b, the left side wall portions 21c to 27c, and the right side wall portions 21d to 27d cooperate to form a rectangular cross section extending in the longitudinal direction, a simple configuration Since the cross-sectional secondary moment of the bar members 21 to 27 can be increased, the strain energy sharing rate in the shearing direction of the bar members 21 to 27 can be increased while improving the rigidity of the vehicle body.
Since the reinforcing material is a fiber reinforcing material, the bending direction load can be converted into the twisting direction load by the bar members 21 to 27 reinforced with the fiber reinforcing material.
Since the reinforcing material is carbon fiber F, the bending direction load can be converted into the torsional direction load while reducing the weight.

Since there are a plurality of bar members 21 to 27 and the plurality of bar members 21 to 24 and 26 are arranged symmetrically with respect to the vehicle body center line extending in the longitudinal direction of the vehicle body, the vehicle body vibrations are caused by the bar members 21 to 24 and 26. It is possible to obtain a sense of security (box feeling) that does not cause the phase lag.
A tunnel portion 10 that bulges toward the passenger compartment side and extends in the longitudinal direction of the vehicle body is formed at the center in the vehicle width direction, and the bar members 22, 25, 26 are connected to one end and the other end of the tunnel portion 10 in the vehicle width direction. Are coupled via a pair of fastening members 31 and 32, the vibration displacement of the tunnel portion 10 which is the main vibration source of the floor panel 1 can be taken into the bar members 22, 25 and 26. It is possible to achieve both ensuring rigidity and improving vibration damping capability.

Next, the bar member 21A according to the second embodiment will be described with reference to FIG. The same components as those in the first embodiment will be described using the same reference numerals.
In the first embodiment, the cross-sectional shape of the bar member 21 that is orthogonal to the axial center is a rectangular cross-section, whereas in the second embodiment, the cross-sectional shape of the bar member 21A is asymmetrical and solid. ing.

As shown in FIG. 12, the bar member 21A has two pairs of ridge lines, a flat upper wall portion 21v, a lower wall portion 21w having a narrower left-right width than the upper wall portion 21v, and a left end of the upper wall portion 21v. Left side wall 21x that vertically connects the left end portion of the wall portion and lower wall portion 21w, and right wall portion 21y that connects the right end portion of upper wall portion 21v and the right end portion of lower wall portion 21w in a gently curved shape. It is configured in a long shape extending in the longitudinal direction.
The bar member 21A is connected to a connecting member (not shown) in which bolt holes are formed at one end and the other end in the longitudinal direction.

In the bar member 21A, when a load is input, one of the upper wall portion 21v and the lower wall portion 21w corresponds to a compression side wall portion, and the other corresponds to a tension side wall portion.
As shown in FIG. 12, the axial cross-sectional shape of the bar member 21 </ b> A is configured to be asymmetric with respect to the vertical straight line L passing through the center of gravity C, where C is the center of gravity. Also, the second moment of section on the left wall 21x side is set to be larger than the second moment of section on the right wall 21y side than the straight line L.
Thereby, when a downward bending load acts on the bar member 21A, a torsional moment indicated by an arrow is generated.

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above embodiment, an example of a horizontally long bar member has been described, but a vertically long bar member may be used. Further, the cross-sectional shape is not particularly limited, and can be appropriately selected according to the specification and part such as a circle and an ellipse.
Furthermore, although the example in which the cross-sectional secondary moment in the right part of the center of gravity is smaller than the cross-sectional secondary moment of the left part of the center of gravity has been described, the cross-sectional secondary moment of the right part of the center of gravity is You may make it larger than the cross-sectional secondary moment of a left side part.

2] In the above embodiment, an example of arrangement of a plurality of bar members fastened at two points has been described. However, at least a bending load is applied to the bar member in a bending direction rather than a twisting direction or a shearing direction. It is only necessary that the contribution ratio is higher than the contribution ratio to other rigidity, and the arrangement position can be set as appropriate.

3] In the above embodiment, the carbon fiber of the bar member has been described as extending uniformly from one end to the other end. It is also possible to make the orientation of the main body different from that of the main portion and set symmetrically. In addition to carbon fibers, cellulose fibers and inorganic glass fibers may be used, and inorganic talc can also be used.

4] In the first embodiment, the example of the opening continuous from one end to the other end of the bar member has been described. However, even if the strain energy accumulated is adjusted by the width and the axial length of the opening. good. That is, the width of the opening can be increased to the maximum (reducing the rigidity of the bar member) on the basis of the allowable range of the rigidity of the vehicle body, and the opening can be formed only in the region to be accumulated.
Similarly, in the second embodiment, a cross-section secondary moment of the right side portion from the center of gravity is continuously smaller than the center of gravity of the left side portion than the center of gravity. Although the example which did is demonstrated, you may form a difference in a cross-sectional secondary moment only in the required part.

5] In the above embodiment, the example of the connecting member fitted and joined to the hollow portion of the bar member has been described. However, the connecting member may be formed in a cylindrical shape, and the bar member may be fitted and joined to the connecting member. . Moreover, you may form the cross-sectional shape of a connection member in the same shape as the cross-sectional shape of a bar member.

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.

DESCRIPTION OF SYMBOLS 10 Tunnel part 21-27 Bar member 21e-27e Opening part 31 Bolt 32 Nut V Vehicle F Carbon fiber M Base material C Center of gravity

Claims (9)

In the vehicle body structure of a vehicle in which one end and the other end in the longitudinal direction of a long member made of synthetic resin reinforced with a reinforcing material oriented in the longitudinal direction are connected to the vehicle body side via a pair of fastening members,
The one side wall connecting the compression side wall portion on which the compressive load acts, the tension side wall portion on which the tensile load acts, and the one side end portion of the compression side wall portion and the one side end portion of the tension side wall portion. Part, and the other side wall part that connects the other side end part of the compression side wall part and the other side end part of the tensile side wall part,
A vehicle having a cross-sectional secondary moment of the one side wall portion side portion smaller than a center of gravity of a cross section in a direction perpendicular to the axis of the long member is smaller than a center of gravity of the cross-section secondary moment of the other side wall portion side portion. Car body structure.   The vehicle body structure according to claim 1, wherein an opening extending in the longitudinal direction is formed in the one side wall.   The vehicle body structure according to claim 1 or 2, wherein the one side wall portion side portion with respect to the center of gravity and the other side wall portion side portion with respect to the center of gravity are asymmetrical.   The vehicle body structure according to any one of claims 1 to 3, wherein the elongated member has a plurality of ridge lines extending along the longitudinal direction.   5. The vehicle body according to claim 4, wherein the compression side wall portion, the tensile side wall portion, the one side wall portion, and the other side wall portion cooperate to form a rectangular cross section having a closed cross section extending in the longitudinal direction. Construction.   The vehicle body structure according to any one of claims 1 to 5, wherein the reinforcing material is a fiber reinforcing material.   The vehicle body structure according to claim 6, wherein the reinforcing material is a carbon fiber reinforcing material. A plurality of the elongated members;
The vehicle body structure according to any one of claims 1 to 7, wherein the plurality of long members are arranged in line symmetry with respect to a vehicle body center line extending in a vehicle body longitudinal direction. A tunnel portion that bulges toward the passenger compartment side and extends in the front-rear direction is formed at the center in the vehicle width direction,
9. The device according to claim 1, wherein the elongate member connects one end portion in the vehicle width direction and the other end portion of the tunnel portion via the pair of fastening members. The vehicle body structure described in 1.