JP4971645B2 - Body structure and vehicle - Google Patents

Description

  The present invention relates to a vehicle body structure and a vehicle.

2. Description of the Related Art Conventionally, as a vehicle body structure of an automobile, a structure in which a local bending deformation of a pillar member is suppressed by dispersing a load input from the side due to a collision or the like is known (for example, see Patent Document 1).
In this vehicle body structure, for example, as shown in FIG. 16, the pair of center pillars 104 are curved outward in the vehicle width direction, and each of the center pillars 104 is continuously connected to the roof cross member 111 and the floor cross member 113. I am letting. Further, in this vehicle body structure, an upper displacement restraining means 116 is provided at the upper coupling portion K1 of the center pillar 104, and a lower displacement promoting means 117 is provided at the lower coupling portion K2.
In such a vehicle body structure, by providing the center pillar 104 with the upper displacement restraining means 116 and the lower displacement promoting means 117, the rigidity of the upper part of the center pillar 104 is larger than that of the lower part. Therefore, in this vehicle body structure, when a load is input from the side of the automobile, the center pillar 104 is displaced downward around the rotation center C at the center of the roof cross member 111. As a result, this vehicle body structure prevents the center pillar 104 from locally bending (deforming) and entering the cabin.
Japanese Patent Laying-Open No. 2005-88730 (paragraphs 0010 to 0029, FIG. 2)

  However, in this vehicle body structure, when the center pillar 104 is displaced downward around the rotation center C due to a collision or the like, the load is concentrated on the lower portion of the center pillar 104 and the floor cross member 113. As a result, in this vehicle body structure, the deformation amount of the lower part of the center pillar 104 and the deformation amount of the floor cross member 113 are increased. That is, the conventional vehicle body structure has a problem that local bending deformation cannot be sufficiently suppressed when a load is input from the outside of the automobile.

  Therefore, the present invention has an object to provide a vehicle body structure and a vehicle that can sufficiently suppress local bending deformation and a vehicle body deformation amount at the time of collision when a load is input from the outside of the vehicle. And

  As a result of investigations to solve the above problems, the present inventors increase the amount of energy absorbed from the outside of the vehicle itself, unlike the conventional vehicle body structure in which the input load is concentrated at a specific location. As a result, the inventors have found that local bending deformation is sufficiently suppressed, and reached the present invention.

The present invention for solving the above problem is a vehicle body structure in which a high energy absorbing member and a high strength member form an annular shape, and the high energy absorbing member is formed in a long shape and constitutes the annular shape. On the outside of the high energy absorbing member, a strong part having a mechanical property value with a small strain rate with respect to a tensile stress and a weak part with a mechanical property value with a large strain rate with respect to a tensile stress are continuously replaced in the longitudinal direction. It is formed so as to Rutotomoni, the three first E-shaped member having a plate-like laminated portion and one plate-shaped cross section in combination with connecting portion of is formed in E-shape facing the vehicle exterior wherein the inside of the high energy absorbing member constituting the annular shape, is strong unit with mechanical physical properties distortion factor is small with respect to tensile stress along the longitudinal direction formed Rutotomoni, three plate-shaped A reinforcing part and one plate-like connecting part are combined to provide a second E-shaped member formed in an E shape whose sectional view faces the vehicle interior, and the two E-shaped members are connected to each other. The parts are connected to each other.

Further, in such a vehicle body structure, the high energy absorbing member is configured to bend and deform while the high strength member is elastically deformed by a moment generated through a fastening portion with the high energy absorbing member. Is desirable.
In this vehicle body structure, while the high-strength member is elastically deformed and maintains the load, the high-energy absorbing member is bent and deformed to exhibit a flat load characteristic. As a result, the vehicle body structure efficiently absorbs energy at the time of collision.

And the vehicle of this invention for solving the said subject is provided with the said vehicle body structure, It is characterized by the above-mentioned.
The vehicle according to the present invention is characterized in that the vehicle body structure is disposed between center pillars provided on both sides of the vehicle body.

  ADVANTAGE OF THE INVENTION According to this invention, when a load is input from the outside, a local bending deformation can be sufficiently suppressed, and a vehicle body structure and a vehicle that can suppress a vehicle body deformation amount at the time of a collision can be provided.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings as appropriate. In the drawings to be referred to, FIG. 1 is a perspective view of a vehicle including a vehicle body structure according to an embodiment. FIG. 2 is a perspective view of the pillar member constituting the vehicle body structure according to the embodiment, and is a partially enlarged view (partly including a fracture portion) of a portion A in FIG. 1. FIG. 3 is a view schematically showing a cross section of the strong portion of the stacked portion and the connecting portion in the pillar member, and is a cross-sectional view taken along the line BB of FIG. FIGS. 4A and 4B are diagrams schematically showing a layer configuration in the strong portion of the laminated portion and the connecting portion. FIG. 5 is a diagram schematically showing a cross section of the laminated portion and the weak portion of the connecting portion in the pillar member, and is a cross-sectional view taken along the line CC in FIG. 2. FIG. 6A to FIG. 6G are diagrams schematically illustrating a layer configuration in the weak portion of the stacked portion and the connecting portion. FIG. 7 shows that “tensile direction of fiber is 0 degree and 90 degree (strong part)” when “tensile stress is generated in the longitudinal direction of the laminated part”, “the direction of fiber orientation is 45 degrees, and − It is a graph for demonstrating the difference in a distortion rate in a "45 degree location (weak part)." FIG. 8 is a graph showing a state in which the fluctuation of the load becomes flat when a load that applies bending deformation to the pillar member is input, the vertical axis is “load that applies bending deformation”, and the horizontal axis is “bending”. It is the amount of deformation displacement.
Here, prior to the description of the vehicle body structure of the present invention, a vehicle in which the vehicle body structure is arranged will be described.

  As shown in FIG. 1, the vehicle V includes a roof cross member 2 and a floor cross member 3 that form a skeleton structure of the vehicle body. The roof cross member 2 is disposed so as to cross the ceiling portion of the vehicle body in the vehicle width direction, and the floor cross member 3 is disposed so as to cross the floor portion of the vehicle body in the vehicle width direction. As is well known, center pillars 5 and 5 are provided on both the left and right sides of the vehicle body.

As shown in FIG. 1, the vehicle body structure 1 according to this embodiment mainly includes a roof cross member 2, a floor cross member 3, and four pillar members 4. The roof cross member 2 and the floor cross member 3 correspond to “high strength members” in the claims, and the pillar member 4 corresponds to “high energy absorbing member”.
In the present embodiment, two pillar members 4 are arranged on each of the left and right sides of the vehicle body, and both end portions of each pillar member 4 are edge portions (corner corners) of the roof cross member 2 in the vehicle width direction. Part) and an edge part (corner part) in the vehicle width direction of the floor cross member 3 via an aluminum bracket 6. The aluminum bracket 6 corresponds to a “fastening portion” in the claims. By fastening the roof cross member 2, the floor cross member 3, and the pillar member 4 in this manner, the vehicle body structure 1 has an annular shape whose outer contour is substantially rectangular or substantially trapezoidal.

The roof cross member 2 and the floor cross member 3 are plate-like members that are long in the vehicle width direction. In this embodiment, the roof cross member 2 and the floor cross member 3 are formed of CFRP (Carbon Fiber Reinforced Plastics) laminated plates. It is formed by curing a prepreg containing a thermosetting resin (epoxy resin). By the way, the CFRP laminate used was composed of a total of 48 layers in which 4 layers were stacked with 12 layers as one set, and each layer was characterized by fibers oriented at a predetermined angle. Specifically, the fiber orientation direction that coincides with the vehicle width direction is 0 degree, the fiber orientation direction that coincides with the longitudinal direction of the vehicle body is 90 degrees, and the fiber orientation direction that coincides with the 45 degree direction right front of the vehicle body Is 45 degrees, and the orientation direction of the fibers that coincides with the 45 degree direction on the left front of the vehicle body is -45 degrees, the orientation direction of the fibers of each layer constituting the one set layer is the lower layer side (the lower side of the vehicle body) From the upper side to the upper side (the upper side of the vehicle body), 0 degrees, 0 degrees, 45 degrees, 0 degrees, 0 degrees, 90 degrees, 90 degrees, 0 degrees, 0 degrees, -45 degrees, 0 degrees, and 0 degrees Each layer is configured to be. Incidentally, such a CFRP laminate may be obtained by curing a commercially available prepreg. Examples of such a prepreg include CF [Beastight (registered trademark)] manufactured by Toho Tenax Co., Ltd. Prepreg (raw yarn: HTA-12K, containing 37% by mass of epoxy resin).
The roof cross member 2 and the floor cross member 3 that are high-strength members in this embodiment exhibit high strength and high rigidity by being formed of the above materials.

As shown in FIG. 2, the pillar member 4, which is a high energy absorbing member in the present embodiment, is connected so that a long E-shaped member 7 and a long E-shaped member 9 are integrated. It is a thing. The pillar member 4 is arranged so that the E-shaped member 7 (first E-shaped member) faces the vehicle outer side and the E-shaped member 9 (second E-shaped member) faces the vehicle inner side. Has been.

  The E-shaped member 7 is formed by combining three plate-shaped laminated portions 7a, 7b, and 7c and one plate-shaped connecting portion 7d so that the cross-sectional view has an E-shaped shape. The connecting portion 7d is arranged so that one surface side thereof faces the vehicle outer side. Each of the three laminated portions 7a, 7b, and 7c has a plate surface side facing the front and rear of the vehicle, and the laminated portion 7a, the laminated portion 7b, and the laminated portion 7c are arranged from the front side to the rear side of the vehicle. Are arranged in order. That is, the three stacked portions 7a, 7b, and 7c are connected via the connecting portion 7d in the cross-sectional direction.

  The E-shaped member 9 is formed by combining three plate-shaped reinforcing portions 9a, 9b, and 9c and one plate-shaped connecting portion 9d so that the cross-sectional view has an E-shaped shape. One side of the connecting portion 9 d faces the vehicle inner side, and the other side is connected to the connecting portion 7 b of the E-shaped member 7. Each of the three reinforcing portions 9a, 9b, 9c has a plate surface side facing the front and rear of the vehicle, and from the front side to the rear side of the vehicle, the reinforcing portion 9a, the reinforcing portion 9b, and the reinforcing portion 9c. Are connected to one side of the connecting portion 9d in this order.

  Each of such E-shaped members 7 and 9 is formed of a CFRP laminated plate. Incidentally, such a CFRP laminate may be obtained by curing a commercially available prepreg, and the prepreg used for forming the roof cross member 2 and the floor cross member 3 can also be used.

  First, the structure of the E-shaped member 7 will be described. As shown in FIG. 2, the laminated portions 7a, 7b, and 7c of the E-shaped member 7 have strong and brittle mechanical property values (hereinafter referred to as “strong portion 11”), and weak and extended mechanical properties. A portion indicating a value (hereinafter referred to as “weak portion 12”) is formed so as to be continuous in the longitudinal direction.

  As shown in FIG. 3, the E-shaped member 7 is connected so that two inner members 13a and 13b having a substantially C-shaped cross-sectional view are aligned and integrated, and the inner members 13a, A substantially C-shaped outer member 14 is integrally connected to the outside of 13b so as to be integrated in a sectional view. Incidentally, in FIG. 3, for convenience of explanation, gaps are drawn between the inner members 13a and 13b and between the inner members 13a and 13b and the outer member 14, but the inner members 13a and 13b, and the inner members The members 13a and 13b and the outer member 14 are connected.

  Next, the layer configuration of the E-shaped member 7 will be described. As shown in FIG. 3, each of the laminated portion 7a, the laminated portion 7b, the laminated portion 7c, and the connecting portion 7d in the strong portion 11 (see FIG. 2) of the E-shaped member 7 is composed of 24 layers. Each layer is characterized by fibers oriented at an angle of.

  First, the fiber orientation direction in the connecting portion 7d will be described. Here, in order to specify the fiber orientation direction in each layer of the connecting portion 7d, the orientation direction that coincides with the upward direction in which the E-shaped member 7 shown in FIG. The direction of orientation that coincides with the direction that forms 45 degrees on the rear side of the vehicle body with respect to the direction is 45 degrees, and the direction that forms 90 degrees on the rear side of the vehicle body with respect to the upward direction in which the E-shaped member 7 extends (front and rear The orientation direction coinciding with the direction) is 90 degrees, and the orientation direction coinciding with the direction forming 135 degrees on the rear side of the vehicle body with respect to the upward direction in which the E-shaped member 7 extends is defined as -45 degrees. And when the orientation direction of a fiber is prescribed | regulated in this way, as for the connection part 7d, the orientation direction of the fiber is 45 degree | times, 0 from X1 side in FIG. 3 and FIG. 4 (a) toward Y1 side. Degrees, 90 degrees, -45 degrees, 0 degrees, 90 degrees, 45 degrees, 0 degrees, 90 degrees, -45 degrees, 0 degrees, 90 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees,- Each layer is configured to be 45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees, and -45 degrees.

  As shown in FIG. 3, the laminated portion 7 a and the laminated portion 7 c are formed so that each layer constituting the connecting portion 7 d is bent outwardly from the vehicle, and each layer constituting each of the laminated portion 7 a and the laminated portion 7 c. The order of stacking is the same as the order of stacking of the connecting portions 7d from the X1 side to the Y1 side in FIGS. 3 and 4A. Further, the laminated portion 7b is formed such that the respective layers constituting the inner member 13a and the inner member 13b in the connecting portion 7d are bent to the vehicle outer side and aligned with each other, and the inner member 13a in the laminated portion 7b, The stacking order of the layers constituting each of the inner member 13b and the inner member 13b is the same as the stacking order of the inner member 13a and the inner member 13b in the connecting portion 7d (from the X2 side in FIGS. 3 and 4B). Refer to the Y2 side).

  Here, in order to specify the fiber orientation direction in each layer of the laminated portion 7a, the laminated portion 7c, and the laminated portion 7b, the orientation direction that coincides with the upward direction in which the E-shaped member 7 shown in FIG. The orientation direction that coincides with the direction of 45 degrees outward of the vehicle with respect to the upward direction in which the E-shaped member 7 extends is 45 degrees, and 90 degrees outward of the vehicle with respect to the upward direction in which the E-shaped member 7 extends. The orientation direction that coincides with the direction is 90 degrees, and the orientation direction that coincides with the direction that forms 135 degrees outward of the vehicle with respect to the upward direction in which the E-shaped member 7 extends is defined as -45 degrees.

  When the fiber orientation direction is defined in this manner, the laminated portion 7a has a fiber orientation direction of 45 degrees from the X′1 side to the Y′1 side in FIGS. 3 and 4A. 0 degree, 90 degree, -45 degree, 0 degree, 90 degree, 45 degree, 0 degree, 90 degree, -45 degree, 0 degree, 90 degree, 90 degree, 0 degree, 45 degree, 90 degree, 0 degree Each layer is configured to be −45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees, and −45 degrees.

  And as for the lamination | stacking part 7c, the orientation direction of the fiber is -45 degree | times, 0 degree | times, 90 degree | times, 45 from the X "1 side in FIG. 3 and FIG. Degrees, 0 degrees, 90 degrees, -45 degrees, 0 degrees, 90 degrees, 45 degrees, 0 degrees, 90 degrees, 90 degrees, 0 degrees, -45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees Each layer is configured to be degrees, −45 degrees, 90 degrees, 0 degrees, and 45 degrees.

  And as for the lamination | stacking part 7b, the orientation direction of the fiber is -45 degree, 0 degree, 90 degree | times, 45 degree | times from X'2 side in FIG.3 and FIG.4 (b) toward Y'2 side, 0 degree, 90 degree, -45 degree, 0 degree, 90 degree, 45 degree, 0 degree, 90 degree, 90 degree, 0 degree, -45 degree, 90 degree, 0 degree, 45 degree, 90 degree, 0 degree, Each layer is configured to be −45 degrees, 90 degrees, 0 degrees, and 45 degrees.

  Next, the laminated portion 7a, the laminated portion 7b, the laminated portion 7c, and the connecting portion 7d in the weak portion 12 (see FIG. 2) of the E-shaped member 7 will be described. As shown in FIG. 5, the laminated portion 7a, the laminated portion 7b, the laminated portion 7c, and the connecting portion 7d in the weak portion 12 each have a dense portion and a sparse portion. ing. Such density of the layers is formed by the number of laminated prepregs when the E-shaped member 7 is manufactured, as will be described later.

  First, the layer configuration of the connecting portion 7d will be described. As shown in FIG. 5, the portions corresponding to the inner member 13 a and the inner member 13 b in the connecting portion 7 d are inside the vehicle, near the center between the stacked portion 7 a and the stacked portion 7 b, and stacked The layers are dense in the vicinity of the central portion between the portion 7b and the laminated portion 7c. And the layer is sparse as it goes to each edge part (front-back direction of a vehicle body). Further, in the portion corresponding to the outer member 14 in the connecting portion 7d, the layers are dense in the vicinity of the center between the laminated portion 7a and the laminated portion 7c on the inner side of the vehicle.

  In such a connecting portion 7d, the layer configuration of the X1-Y1 line portion in FIG. 5 is such that the inner member 13a and the inner member 13b having a dense layer overlap with the outer member 14 having a dense layer. It is the same as the layer structure (X1-Y1 line part in FIG. 3) of the connection part 7d in the strong part 11 (refer FIG. 2) of the character-shaped member 7. FIG. The layer configuration of the X3-Y3 line portion in FIG. 5 is shown in FIG. 6A, with the inner member 13a and inner member 13b having a dense layer overlapping the outer member 14 having a sparse layer. Thus, from the X3 side toward the Y3 side, the orientation direction of the fiber is 45 degrees, 0 degrees, 90 degrees, -45 degrees, 0 degrees, 90 degrees, 45 degrees, 0 degrees, 90 degrees, -45 degrees. 0 degrees, 90 degrees, 0 degrees, 90 degrees, -45 degrees, 0 degrees, 90 degrees, and -45 degrees.

  The layer configuration of the X4-Y4 line portion in FIG. 5 is shown in FIG. 6B, in which the inner member 13a and inner member 13b with sparse layers overlap with the outer member 14 with sparse layers. Thus, from the X4 side toward the Y4 side, the orientation direction of the fibers is 45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees, 0 degrees, 90 degrees, -45 degrees, 0 degrees, 90 degrees and -45 degrees.

  The layer structure of the X5-Y5 line portion in FIG. 5 is shown in FIG. 6C, in which the inner member 13a and inner member 13b with sparse layers overlap with the outer member 14 with dense layers. Thus, from the X5 side to the Y5 side, the orientation direction of the fibers is 45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 Degrees, −45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees, and −45 degrees.

Next, the layer configuration of the laminated portion 7a, the laminated portion 7c, and the laminated portion 7b that form the weak portion 12 (see FIG. 2) of the E-shaped member 7 will be described. As shown in FIGS. 5 and 6 (d), the base end portion of the stacked portion 7a extending from the connecting portion 7d and the base end portion of the stacked portion 7c extending from the connecting portion 7d, represented by the X6-Y6 line portion, The 45 °, 90 °, 0 °, 45 °, 90 °, and 0 ° layers in each of the inner member 13a and the inner member 13b, and −45 located at the innermost side of the connecting portion 7d (outer member 14). The layer of degrees extends.
Further, as shown in FIGS. 5 and 6 (e), the base end portion of the laminated portion 7b extending from the connecting portion 7d, represented by the X7-Y7 line portion, has 45 in each of the inner member 13a and the inner member 13b. The layers of degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, and 0 degrees extend.

  As shown in FIG. 5, each of the laminated portion 7a and the laminated portion 7c in the weak portion 12 (see FIG. 2) is the most of the connecting portion 7d (the inner member 13a and the inner member 13b) except for these base end portions. A 45 degree layer located on the vehicle outer side and a -45 degree layer located on the innermost side of the connecting portion 7d (the inner member 13a and the inner member 13b) are formed to bend outward. That is, as shown in FIGS. 5 and 6 (f), the laminated portion 7a and the laminated portion 7c represented by the X8-Y8 line portion have 45 degrees in each of the inner member 13a and the inner member 13b, and −45. The layer of degrees extends. Further, as shown in FIG. 5 and FIG. 6G, the 45 ° and 45 ° layers of the inner member 13a and the inner member 13b extend to the laminated portion 7b represented by the X9-Y9 line portion. Yes.

  Here, in the same manner as the strong portion 11 described above, the E-shaped member shown in FIG. 2 is used to specify the fiber orientation direction in each layer of the laminated portion 7a, the laminated portion 7c, and the laminated portion 7b in the weak portion 12. The orientation direction that coincides with the upward direction in which 7 extends is 0 degrees, the orientation direction that coincides with the direction that forms 45 degrees outward of the vehicle with respect to the upward direction in which the E-shaped member 7 extends is 45 degrees, and the E-shaped member 7 The orientation direction that coincides with the direction that forms 90 degrees on the vehicle outer side with respect to the upward direction in which the E-shaped member extends is 90 degrees, and the orientation direction that coincides with the direction that forms 135 degrees on the vehicle outer side with respect to the upward direction in which the E-shaped member 7 extends Is defined as -45 degrees.

When the fiber orientation direction is defined in this way, the base end portion of the laminated portion 7a is oriented from the X′6 side to the Y′6 side in FIGS. 5 and 6D, and the fiber orientation direction. However, each layer is configured to be 45 degrees, 90 degrees, 0 degrees, 45 degrees, 90 degrees, 0 degrees, and -45 degrees.
And as for the base end part of the lamination | stacking part 7c, the orientation direction of the fiber is -45 degree | times and 90 degree | times from X "6 side in FIG.5 and FIG.6 (d) toward Y" 6 side, Each layer is configured to be 0 degrees, −45 degrees, 90 degrees, 0 degrees, and 45 degrees.
And as for the base end part of the lamination | stacking part 7b, the orientation direction of the fiber is -45 degree | times, 90 degree | times, 0 degree | times toward X'7 side from the X'7 side in FIG.5 and FIG.6 (e). , −45 degrees, 90 degrees, 0 degrees, 0 degrees, 90 degrees, 45 degrees, 0 degrees, 90 degrees, and 45 degrees.
Then, the laminated portion 7a includes each layer so that the orientation direction of the fibers is 45 degrees and -45 degrees from the X'8 side to the Y'8 side in FIG. 5 and FIG. 6 (f). It is configured.
And the laminated part 7c is such that the orientation direction of the fibers becomes −45 degrees and 45 degrees from the X ″ 8 side to the Y ″ 8 side in FIG. 5 and FIG. 6 (f). Each layer is configured.
The laminated portion 7b is formed so that each layer has a fiber orientation direction of −45 degrees and 45 degrees from the X′9 side to the Y′9 side in FIGS. 5 and 6G. It is configured.
By the way, the thermosetting described above extends between the connecting portion 7d so as to bend toward the vehicle outer side, and between the −45 ° layer covering the outermost side of the E-shaped member 7 and the 45 ° layer covering the innermost side. It will be filled with conductive resin (epoxy resin).

  The E-shaped member 9 (see FIG. 2) of the pillar member 4 has the same layer configuration as the strong portion 11 (see FIG. 3) of the E-shaped member 7. However, as will be described later, the E-shaped member 9 is different from the E-shaped member 7 in that each layer does not have the seam 15 (see FIG. 13) unlike the E-shaped member 7. That is, the three plate-like reinforcing portions 9a, 9b, 9c (see FIG. 2) in the E-shaped member 9 are the three laminated portions 7a, 7b, 7c (see FIG. 3) in the strong portion 11 of the E-shaped member 7. The reinforcing portion 9d (see FIG. 2) corresponds to the connecting portion 7b (see FIG. 3) in the strong portion 11 of the E-shaped member 7.

Next, the difference in mechanical property values between the strong portion 11 and the weak portion 12 in the laminated portions 7a, 7b, and 7c of the E-shaped member 7 will be described.
The strong portion 11 in the laminated portions 7a, 7b, and 7c of the E-shaped member 7 is between the X′1 side to the Y′1 side and the X ″ 1 side in FIGS. 3, 4A, and 4B. In the layers constituting between the Y ″ 1 side and between the X′2 side and the Y′2 side, layers in which the orientation directions of the fibers are 0 degrees and 90 degrees are included. The orientation direction here is 0 degree in the orientation direction that coincides with the upward direction in which the laminated portions 7a, 7b, and 7c extend, and is 90 degrees outward of the vehicle with respect to the upward direction in which the laminated portions 7a, 7b, and 7c extend. The orientation direction coinciding with the formed direction is defined as 90 degrees.

  The weak portions 12 in the stacked portions 7a, 7b, and 7c are formed between the X′8 side to the Y′8 side and the X ″ 8 side to the Y ″ in FIGS. 5, 6 (f), and 6 (g). The layers constituting the 8 side and the X′9 side to the Y′9 side are 45 ° and −45 ° layers. Note that the orientation direction here is 45 degrees that coincides with the direction of 45 degrees on the vehicle outer side with respect to the upward direction in which the laminated portions 7a, 7b, and 7c extend, and the laminated portions 7a, 7b, and 7c extend. An orientation direction that coincides with a direction that forms 135 degrees on the vehicle outer side with respect to the upward direction is defined as -45 degrees.

  Here, when tensile stress is generated in the longitudinal direction of the laminated portions 7a, 7b, and 7c, “locations where the orientation direction of the fibers is 0 ° and 90 ° (corresponding to the strong portion 11)” and “ The difference in strain rate between “the orientation direction being 45 degrees and −45 degrees (corresponding to the weak portion 12)” will be described.

  As shown in FIG. 7, the strain rate with respect to the tensile stress is small in “locations where the fiber orientation direction is 0 degree and 90 degrees” (represented by “0 degree / 90 degree direction” in FIG. 7). In “locations where the orientation direction of the fibers is 45 degrees and −45 degrees” (represented by “45 degrees / −45 degrees direction” in FIG. 7), the strain rate with respect to the tensile stress is large. In other words, the strong portion 11 has a strong and fragile characteristic, and the weak portion 12 has a weak and extending characteristic. In addition, although the relationship between the strain rate and the compressive stress is not particularly illustrated, the strong portion 11 has strong and fragile characteristics, and the weak portion 12 has weak and easily shrinkable characteristics.

  As described above, the strong portion 11 and the weak portion 12 in the present embodiment are formed of the CFRP laminated plate, but may be formed of other fiber reinforced plastics or fiber reinforced metals. Even in the strong part 11 and the weak part 12 formed of such other fiber-reinforced composite materials, the mechanical property values are controlled in the longitudinal direction of the laminated parts 7a, 7b, 7c by controlling the fiber orientation direction. The different members can be formed so as to be continuously replaced. In other words, the mechanical property value can be changed by providing anisotropy to the mechanical property value of the member. In addition, the material of the strong part 11 and the weak part 12 is selected from two materials having isotropic properties, such as fiber reinforced plastic, fiber reinforced metal, iron, aluminum, and resin, which have different mechanical properties. May be used. In addition, the strong portion 11 and the weak portion 12 are formed by adding anisotropy to mechanical property values by controlling the stretching direction of a single material such as iron, aluminum, or resin having isotropic properties. May be. The mechanical property value described above may be a known physical property value, and includes, for example, tensile strength, compressive strength, flexural elasticity, etc. in addition to the above-described strain rate.

  The pillar member 4 as described above is a member that has a flat load characteristic in bending deformation. Here, “the load characteristic is flat” means that, as shown in FIG. 8, when a load for applying bending deformation to the pillar member 4 is input, the displacement amount of the bending deformation gradually increases and the peak load X is Even if the amount of displacement further increases from the amount of displacement shown, it means a state in which the fluctuation of the input load becomes flat. FIG. 8 also shows the load characteristics of the member Q as a comparative example. This member Q has the same shape as the pillar member 4, and the layer configuration of the E-shaped member 7 is set in the same manner as the E-shaped member 9. After the peak load Y is shown, the member Q varies so that the load to be input falls sharply as the displacement amount of the bending deformation further increases. The load characteristic of this member Q typically represents the case where it is not flat. Therefore, a vehicle body structure in which a structure (for example, the member Q) simply constituted by a CFRP laminated plate is not used without taking the strength structure that is a feature of the present invention cannot achieve the effects of the present invention.

  Next, the operation and effect of the vehicle body structure 1 will be described while appropriately describing the operation of the vehicle body structure 1 according to the present embodiment with reference to the drawings. In the drawings to be referred to, FIG. 9 is a schematic diagram showing a state in which a roof cross member, a floor cross member, and a pillar member are bent and deformed when a load is input to the vehicle body structure. FIG. 10 is a graph showing the load characteristics of the vehicle body structure. The vertical axis represents the load input to the vehicle body structure, and the horizontal axis represents the displacement amount of the vehicle body structure (pillar member). FIG. 11 is a graph showing a vehicle body approach amount when another vehicle (an opponent vehicle) collides with a vehicle having the vehicle body structure according to the present embodiment, and the vertical axis is a reaction force measured by the opponent vehicle. The horizontal axis is the vehicle body entry amount.

  In the vehicle body structure 1, for example, when a load is input from the side of the vehicle V (see FIG. 1) due to a collision or the like, the load is input to the pillar member 4 as shown in FIG. A moment M1 is generated around the aluminum bracket 6, and a moment M2 is generated around the aluminum bracket 6 in the floor cross member 3. And by this moment M1, the roof cross member 2 is displaced from the position shown with a dashed-two dotted line to the position shown with a continuous line. Further, the floor cross member 3 is displaced from the position indicated by the two-dot chain line to the position indicated by the solid line by the moment M2. At this time, since the roof cross member 2 and the floor cross member 3 are made of high-strength members, the amount of displacement thereof is small, and the pillar member 4 has priority over the roof cross member 2 and the floor cross member 3. Cause bending deformation. The pillar member 4 includes laminated portions 7a, 7b, and 7c. The laminated portions 7a, 7b, and 7c include a portion (strong portion 11) that exhibits a mechanical property value that is strong and brittle in the longitudinal direction. The portion (weak portion 12) showing a mechanical property value weak and extending is arranged so as to be replaced and continuous. As a result, the pillar member 4 undergoes bending deformation while exhibiting flat load characteristics.

  This is because a weakly extending portion is sandwiched between strong and fragile portions, so that a range of bending deformation occurs in a wide range in the longitudinal direction of the laminated portions 7a, 7b, and 7c, and is input to the pillar member 4. By distributing the load. That is, the distribution of the bending moment of the laminated portions 7a, 7b, and 7c is expanded from the load input portion toward the peripheral portion as in the case of distributed load. Further, since the distribution of the bending moment is expanded, a large bending moment is applied even to a strong and fragile portion, and a load can be generated. That is, the pillar member 4 including such laminated portions 7a, 7b, and 7c undergoes bending deformation while exhibiting flat load characteristics.

  Next, the load characteristic of the vehicle body structure 1 including such a pillar member 4 will be described more specifically. Here, a heavy object having a sufficient rigidity with a weight of 30 t was caused to collide with the pillar member 4 from the outside of the vehicle body structure 1 at a speed of 55 km / h. As a result, in the vehicle body structure 1, as shown in FIG. 10, the amount of bending deformation of the pillar member 4 (indicated by the horizontal axis in FIG. 10) gradually increases and the load of the pillar member 4 (in FIG. 10). Even if the displacement amount further increases from the displacement amount at which the peak (shown on the vertical axis) becomes a peak, the variation in the input load is flat. As a comparative example, the vehicle body structure 1 is also used in an annular structure (referred to as “conventional vehicle body structure” in FIG. 10) similar to the vehicle body structure 1 except that steel (SP material) subjected to conventional shot peening treatment is used. A heavy object was collided under the same conditions as those described above. As a result, as shown in FIG. 10, in the conventional vehicle body structure, the load after the peak load is reduced because the component member yields after showing the peak load in the component member of the vehicle body structure. The structure does not show flat load characteristics. In the vehicle body structure 1, the load value itself is higher than that of the conventional vehicle body structure.

  Next, another vehicle (hereinafter referred to as “the partner vehicle”) is placed on the side surface of the vehicle (hereinafter referred to as “the vehicle including the vehicle body structure 1”) which is the vehicle V (see FIG. 1) including the vehicle body structure 1. The vehicle body approaching amount when the vehicle was collided at 55 km / h was measured. Specifically, the reaction force measured by the opponent vehicle when the opponent vehicle collides with the automobile provided with the vehicle body structure 1 is measured, and the center pillar 5 of the automobile provided with the vehicle body structure 1 (see FIG. 1). ) Was measured at the position of the vehicle body. Incidentally, the weight of the car provided with the vehicle body structure 1 was 1.5 t, and the weight of the opponent vehicle was 30 t. The result is shown in FIG. In FIG. 11, “the vehicle having the vehicle body structure 1” is simply referred to as “vehicle structure 1”.

  Further, even in an automobile to which an annular structure similar to the vehicle body structure 1 is applied except that 980 MPa class high tensile steel (hereinafter referred to as “HITEN”) is used, the opponent vehicle collides with the vehicle body structure 1 under the same conditions. Then, the reaction force and the vehicle body approach amount were measured. Incidentally, the weight of the automobile using the high tension ring structure was 1.6 t. The result is shown in FIG. In FIG. 11, “automobile using a high tension ring structure” is simply referred to as “high tension ring structure”.

  Further, even in an automobile that does not have the vehicle body structure 1 or the high tension ring structure (hereinafter simply referred to as “automobile using a conventional vehicle body structure”), the other vehicle is caused to collide with the vehicle body structure 1 under the same conditions. The reaction force and the vehicle body approach amount were measured. The result is shown in FIG. In FIG. 11, “automobile using a conventional vehicle body structure” is simply referred to as “conventional vehicle body structure”.

As shown in FIG. 11, the automobile having the vehicle body structure 1 does not cause a decrease in load due to bending deformation of the pillar member 4 (see FIG. 1). Compared to automobiles using a car and automobiles using a conventional body structure, it was halved.
Further, in the high tension ring structure, only the peak load is generated at an early stage, and the collision energy cannot be sufficiently absorbed. Therefore, it is considered that the vehicle body approach amount cannot be sufficiently reduced. On the other hand, it is clear from FIG. 11 that the vehicle body structure 1 also has a flat load characteristic. From this, it is considered that the vehicle body structure 1 has a sufficiently reduced vehicle body approach amount.
Moreover, the vehicle body structure 1 was able to reduce the weight of about 100 kg compared with the high tension ring structure.

  According to the vehicle body structure 1 and the vehicle V described above, when a load is input from the outside, local bending deformation can be sufficiently suppressed, and the vehicle body deformation amount at the time of collision can be suppressed.

  Next, the manufacturing method of the pillar member 4 is demonstrated, referring drawings suitably. In the drawings to be referred to, FIG. 12 is a perspective view for explaining the manufacturing process of the E-shaped member 7, and (a) and (b) are diagrams showing the manufacturing process of the inner member of the E-shaped member 7. (C) And (d) is a figure which shows the manufacturing process of the inner member of the E-shaped member 7. FIG. FIG. 13 is an enlarged view of a portion D in FIG.

  In this manufacturing method, as shown in FIG. 12 (a), the first layer (the inner member 13a shown in FIG. 3 or the inner member shown in FIG. 3) is placed on a predetermined mold (not shown) of the inner members 13a and 13b (see FIG. 3). A long prepreg 21 corresponding to the outermost layer 13b is disposed in a substantially C shape in a sectional view. Next, a substantially C-shaped prepreg 22 a is disposed on the upper side of the prepreg 21 so as to cover the bent portion of the prepreg 21. A plurality of rectangular prepregs 22b are arranged on both side surfaces of the prepreg 21 at predetermined intervals along the longitudinal direction.

  Next, as shown in FIG. 12B, the prepreg 22a covers the joint 15 between the prepreg 22a and the bent portion of the prepreg 22a, and a plurality of prepregs 23b are arranged at the predetermined intervals so as to overlap the prepreg 22b. Be placed. And the prepreg 23a is arrange | positioned along the longitudinal direction of the prepreg 22a on the upper side of the prepreg 22a. And the inner member 13a and the inner member 13b (refer FIG. 3) will be formed by repeating the process shown to Fig.12 (a) and (b) 6 processes.

  Next, as shown in FIG. 12C, the inner member 13a and the inner member 13b obtained through the above-described steps are arranged side by side. And the some prepreg 24b is arrange | positioned at the both sides | surfaces of the arranged inner member 13a and the inner member 13b so that the upper corner | angular part along the longitudinal direction of the inner member 13a and the inner member 13b may be covered. At this time, the prepreg 24b is arranged so as to cover the prepreg 23a and the joint 15a between the prepreg 23b and overlap the prepreg 23b. Next, the prepreg 24a is arranged on the upper side of the arranged inner member 13a and inner member 13b so as to be along the longitudinal direction thereof. At this time, the prepreg 24a is disposed so as to cover the joint 15b between the prepreg 23a and the prepreg 23b.

Next, as shown in FIG. 12 (d), a plurality of prepregs 25b are arranged so as to overlap the prepreg 24b so as to cover the bent portion of the prepreg 24b. And the prepreg 25a is arrange | positioned along the longitudinal direction of the prepreg 24a so that the joint line 15c of the prepreg 24a and the prepreg 24b may be covered. Then, after repeating the process shown in FIGS. 12C and 12D for five steps, and further performing the process shown in FIG. 12C, the layer located on the innermost side shown in FIG. 3 is laminated. Thus, the outer member 14 (see FIG. 3) is formed.
Incidentally, the strong portion 11 (see FIG. 2) is formed at the portion where the prepreg 22b, the prepreg 23b, the prepreg 24b, and the prepreg 25b overlap with each other. The weak part 12 (refer FIG. 2) is formed in the clearance gap provided in the predetermined space between 23b, between the prepregs 24b, and between the prepregs 25b. Incidentally, the weak portion 12 is formed by being filled with a thermosetting resin as described above.

  The laminated body obtained through such a process is thermally cured to become an E-shaped member 7 as described later. Incidentally, in the E-shaped member 7, the seam 15 is overlapped by the adjacent layers 20 as shown in FIG. As a result, a predetermined strength between the layers 20 is maintained.

  Next, the laminated body for obtaining the E-shaped member 9 is formed. This laminated body has the same layer configuration as that of the portion that becomes the strong portion 11 (see FIG. 2) of the laminated body for obtaining the E-shaped member 7 except that the seam 15 is not provided. Therefore, this laminated body is obtained by sequentially laminating a predetermined prepreg without the seam 15 (see FIG. 4) so as to have the layer structure shown in FIG.

  And while the laminated body for obtaining the E-shaped member 7 and the laminated body for obtaining the E-shaped member 9 are match | combined in the part corresponding to the mutual outer member 14, this is thermosetted. The pillar member 4 is manufactured.

  The vehicle body structure of the present invention has been specifically described above based on the embodiment. However, the present invention is not limited to the embodiment. Hereinafter, other embodiments of the present invention will be described with reference to the drawings as appropriate. In the drawings to be referred to, FIGS. 14A and 14B are partial perspective views of pillar members used in the vehicle body structure according to another embodiment. FIGS. 15A and 15B are perspective views for explaining the arrangement position of the vehicle body structure in the vehicle.

  In the above-described embodiment, the E-shaped member 7 of the pillar member 4 is formed of a plate-like member (laminated portions 7a, 7b, 7c, connecting portion 7d). However, in the vehicle body structure of the present invention, FIG. As shown to a), the pillar member 4 may be a solid elongate member, and as shown in FIG.14 (b), the pillar member 4 may be a hollow elongate member. In such a pillar member 4, members 20 and 21 having different mechanical property values are alternately arranged continuously along the longitudinal direction of the pillar member 4. In addition, although the external shape of the cross section of this pillar member 4 is exhibiting the rectangle, there is no restriction | limiting in particular in this shape, Any of polygons other than a rectangle, circle, and an ellipse may be sufficient.

  Moreover, in the said embodiment, although 2 types of members from which a mechanical property value differs in the longitudinal direction of the pillar member 4 are arrange | positioned continuously by replacement, this invention is 3 or more types from which a mechanical property value differs. You may provide the pillar member 4 by which a member is arrange | positioned continuously by changing.

  Moreover, in the said embodiment, two types of members from which the mechanical property value differs in some layers among the several layers which comprise the laminated parts 7a, 7b, 7c of the pillar member 4 are arrange | positioned continuously by turns. However, in the present invention, two types of materials having different mechanical property values may be alternately arranged continuously in all layers of the stacked portions 7a, 7b, and 7c.

  Moreover, in the said embodiment, the pillar member 4 is E-shaped which has the E-shaped member 7 which has lamination | stacking part 7a, 7b, 7c, and the connection part 7d, reinforcement part 9a, 9b, 9c, and the connection part 9d. Although comprised with the member 9, the pillar member 4 may be comprised only by lamination | stacking part 7a, 7b, 7c in this invention.

  Moreover, in the said embodiment, although the vehicle body structure 1 is arrange | positioned between the center pillars 5 each provided in the both sides of a vehicle body, as shown to Fig.15 (a), this invention is along a side surface of a vehicle body. May be arranged. At this time, the upper high-strength member 2a is disposed along the roof side rail (not shown), for example, and the lower high-strength member 2b is disposed along the side sill (not shown). The front high energy absorbing member 4a may be disposed along the front pillar (not shown), and the rear high energy absorbing member 4b may be disposed along the rear pillar (not shown).

  Further, in the present invention, as shown in FIG. 15B, the vehicle body structure 1 may be arranged along the floor surface of the vehicle body. At this time, for example, the front high strength member 2a is arranged along the front floor cross member (not shown), and the rear high strength member 2b is arranged along the rear floor cross member (not shown). The high energy absorbing members 4a and 4b on the left and right sides may be arranged along side sills (not shown).

1 is a perspective view of a vehicle provided with a vehicle body structure according to an embodiment. It is a perspective view of the pillar member which comprises the vehicle body structure which concerns on embodiment, and is the elements on larger scale in the A section of FIG. 1 (a broken part is included in part). It is a figure which shows typically the cross section of the lamination | stacking part in a pillar member, and the strong part of a connection part, and is BB sectional drawing of FIG. (A) And (b) is a figure which shows typically the layer structure in the strong part of a laminated part and a connection part. It is a figure which shows typically the cross section of the weak part of the laminated part in a pillar member, and a connection part, and is CC sectional drawing of FIG. (A)-(g) is a figure which shows typically the layer structure in the weak part of a laminated part and a connection part. When tensile stress is generated in the longitudinal direction of the laminated portion, “locations where the fiber orientation direction is 0 ° and 90 °” and “locations where the fiber orientation direction is 45 ° and −45 °” It is a graph for demonstrating the difference in a distortion factor. When a load that applies bending deformation to a pillar member is input, it is a graph showing a state in which the fluctuation of the load becomes flat, the vertical axis is “load that applies bending deformation”, and the horizontal axis is “displacement amount of bending deformation”. Is. It is a schematic diagram showing a state in which a roof cross member, a floor cross member, and a pillar member are bent and deformed when a load is input to the vehicle body structure. It is a graph which shows the load characteristic of a vehicle body structure, a vertical axis | shaft is the load input into a vehicle body structure, and a horizontal axis is the displacement amount of a vehicle body structure (pillar member). It is a graph which shows the vehicle body approach amount when another vehicle (opposite vehicle) collides with the vehicle provided with the vehicle body structure, the vertical axis is the reaction force measured by the partner vehicle, and the horizontal axis is the vehicle body approach amount . (A) And (b) is a figure which shows the manufacturing process of the inner member of an E-shaped member, (c) And (d) is a figure which shows the manufacturing process of the inner member of an E-shaped member. It is the D section enlarged view in FIG. (A) And (b) is a fragmentary perspective view of the pillar member used with the vehicle body structure which concerns on other embodiment. (A) And (b) is a perspective view for demonstrating the arrangement position of the vehicle body structure in a vehicle. It is a perspective view which shows the conventional vehicle body structure.

Explanation of symbols

1 Body structure 2 Roof cross member (high strength member)
2a High-strength member 2b High-strength member 3 Floor cross member (high-strength member)
4 Pillar member (high energy absorbing member)
4a High energy absorbing member 4b High energy absorbing member 5 Center pillar 6 Aluminum bracket (fastening part)
7a Laminated portion 7b Laminated portion 7c Laminated portion M1 moment M2 moment

Claims (5)

A vehicle body structure in which an annular shape is formed by a high energy absorbing member and a high strength member,
The high energy absorbing member is formed in a long shape,
The outside of the high energy absorbing member constituting the annular shape, the tensile strength portion having a mechanical property value ratio is less strain to stress, and tensile weak portion having a mechanical property value distortion factor is large relative to stress, longitudinal is formed to be continuous with turnover in the direction Rutotomoni, first to be combined and three plate-shaped lamination portion and one plate-shaped connecting part cross section is formed in E-shape facing the vehicle exterior E-shaped member
On the inside of the high energy absorbing member constituting the annular shape, is formed the strength portion having a mechanical property value distortion factor is small with respect to tensile stress along the longitudinal direction Rutotomoni, three plate-like reinforcing portion and one plate A second E-shaped member formed in an E-shape in which the cross-sectional view faces the vehicle interior in combination with
A vehicle body structure characterized in that the two E-shaped members are connected to each other . The first E-shaped member is connected so that two substantially C-shaped inner members are arranged side by side in a sectional view, and is substantially C-shaped in a sectional view outside the inner members. 2. The vehicle body structure according to claim 1 , wherein the outer members are connected to be integrated. 3. The vehicle body according to claim 1, wherein the high-energy absorbing member undergoes bending deformation while the high-strength member is elastically deformed by a moment generated through a fastening portion with the high-energy absorbing member. Construction. A vehicle comprising the vehicle body structure according to any one of claims 1 to 3 . A vehicle comprising the vehicle body structure according to any one of claims 1 to 3 disposed between center pillars provided on both sides of the vehicle body.

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