JP5896289B2

JP5896289B2 - Car cabin structure

Info

Publication number: JP5896289B2
Application number: JP2012130552A
Authority: JP
Inventors: 正太郎鮎澤; 重人安原
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2012-06-08
Filing date: 2012-06-08
Publication date: 2016-03-30
Anticipated expiration: 2032-06-08
Also published as: JP2013252816A

Description

本発明は、車室内側に位置するＦＲＰ製のインナースキンと車室外側に位置するＦＲＰ製のアウタースキンとを結合することで、少なくともフロアパネルと、前記フロアパネルの車幅方向両側に接続されたサイドシルとを備えるキャビンを構成する自動車のキャビン構造に関する。 The present invention, by combining an outer skin made of FRP which is located inner skin and the passenger compartment outer side made of FRP which is located inside the vehicle compartment, is connected to at least the floor panel, in the vehicle width direction on both sides of the floor panel The present invention relates to a cabin structure of an automobile that constitutes a cabin having a side sill.

ＣＦＲＰ（カーボン繊維強化樹脂）でバスタブ状に成形した自動車のキャビンのフロアパネルの左右両側縁から上向きに起立するサイドシルの下部に、側面視で波板状に屈曲するエネルギー吸収部材を配置し、側面衝突時にサイドシルに入力する荷重でエネルギー吸収部材を圧壊させてエネルギーを吸収するものが、下記特許文献１により公知である。 An energy absorbing member that bends in a corrugated shape when viewed from the side is placed under the side sill that rises upward from the left and right side edges of the floor panel of an automobile cabin molded in a bathtub shape with CFRP (carbon fiber reinforced resin). Japanese Patent Application Laid-Open Publication No. 2004-228707 discloses a technique for absorbing energy by crushing an energy absorbing member with a load input to a side sill at the time of a collision.

特許第４８４００７２号公報Japanese Patent No. 4840072

ところで、上記特許文献１に記載されたものは、自動車のキャビンのサイドシルがフロアパネルの左右両側縁から上向きに起立するため、自車よりも車高の高いＳＵＶやトラックのバンパーがサイドシルの上部に側面衝突すると、衝突荷重によってサイドシルの上部が押されて車幅方向内向きに倒れてしまい、エネルギー吸収部材が充分なエネルギー吸収性能を発揮できない可能性がある。 By the way, the thing described in the said patent document 1 is because the side sill of the cabin of an automobile stands upward from the left and right side edges of the floor panel, so that the SUV having a vehicle height higher than the own vehicle and the bumper of the truck are on the upper part of the side sill. When a side collision occurs, the upper part of the side sill is pushed by the collision load and falls inward in the vehicle width direction, and the energy absorbing member may not exhibit sufficient energy absorbing performance.

側面衝突によるサイドシルの倒れを防止するために、フロアパネルに多数のクロスメンバを設けたり、クロスメンバの高さを増加させたりしてサイドシルとの結合部を補強することが考えられるが、このようにすると、車体重量が増加したり車室の容積が減少したりする問題がある。 In order to prevent the side sill from falling due to a side collision, it is conceivable to reinforce the joint part with the side sill by providing a large number of cross members on the floor panel or increasing the height of the cross member. In this case, there is a problem that the weight of the vehicle body increases or the volume of the passenger compartment decreases.

本発明は前述の事情に鑑みてなされたもので、側面衝突時にＦＲＰ製キャビンのサイドシルが車幅方向内向きに倒れるのを防止することを目的とする。 The present invention has been made in view of the above circumstances, and an object thereof is to prevent a side sill of an FRP cabin from falling inward in the vehicle width direction at the time of a side collision.

上記目的を達成するために、請求項１に記載された発明によれば、車室内側に位置するＦＲＰ製のインナースキンと車室外側に位置するＦＲＰ製のアウタースキンとを結合することで、少なくともフロアパネルと、前記フロアパネルの車幅方向両側に接続されたサイドシルとを備えるキャビンを構成する自動車のキャビン構造であって、前記インナースキンにおける前記フロアパネルおよび前記サイドシルの境界に前後方向に延びる傾斜面を形成し、前記傾斜面と前記アウタースキンとを前後方向に延びるフレーム部材で結合したことを特徴とする自動車のキャビン構造が提案される。 In order to achieve the above object, according to the invention described in claim 1, by combining an inner skin made of FRP located on the vehicle interior side and an outer skin made of FRP located on the outer side of the vehicle cabin, An automobile cabin structure comprising a cabin including at least a floor panel and side sills connected to both sides of the floor panel in a vehicle width direction, and extends in a front-rear direction to a boundary between the floor panel and the side sill in the inner skin. An automobile cabin structure is proposed in which an inclined surface is formed and the inclined surface and the outer skin are joined by a frame member extending in the front-rear direction.

また請求項２に記載された発明によれば、請求項１の構成に加えて、前記フレーム部材は筒状の中空部材であることを特徴とする自動車のキャビン構造が提案される。 According to the invention described in claim 2, in addition to the structure of claim 1, there is proposed an automobile cabin structure in which the frame member is a cylindrical hollow member.

また請求項３に記載された発明によれば、請求項１または請求項２の構成に加えて、前記サイドシルを仕切り部材で上部空間および下部空間に仕切り、前記仕切り部材の前端および後端をそれぞれ前記キャビンのＦＲＰ製の前壁およびＦＲＰ製の後壁に接続し、前記上部空間内に上側エネルギー吸収部材を配置し、前記下部空間内に下側エネルギー吸収部材を配置したことを特徴とする自動車のキャビン構造が提案される。 According to the invention described in claim 3, in addition to the configuration of claim 1 or claim 2, the side sill is partitioned into an upper space and a lower space by a partition member, and a front end and a rear end of the partition member are respectively provided. An automobile comprising: an FRP front wall and an FRP rear wall of the cabin; an upper energy absorbing member disposed in the upper space; and a lower energy absorbing member disposed in the lower space. A cabin structure is proposed.

また請求項４に記載された発明によれば、請求項３の構成に加えて、前記フロアパネルは前記下部空間に接続され、前記上側エネルギー吸収部材の強度を前記下側エネルギー吸収部材の強度よりも低く設定したことを特徴とする自動車のキャビン構造が提案される。 According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the floor panel is connected to the lower space, and the strength of the upper energy absorbing member is made higher than the strength of the lower energy absorbing member. An automobile cabin structure characterized by being set low is also proposed.

また請求項５に記載された発明によれば、請求項３または請求項４の構成に加えて、車体側面視で、前記上側エネルギー吸収部材および前記下側エネルギー吸収部材は山部および谷部が連続するジグザグ形状であり、前記上側エネルギー吸収部材の谷部と前記下側エネルギー吸収部材の山部とは前記仕切り部材を挟んで対峙することを特徴とする自動車のキャビン構造が提案される。
According to the invention described in claim 5, in addition to the configuration of claim 3 or claim 4, the upper energy absorbing member and the lower energy absorbing member have a peak portion and a valley portion in a side view of the vehicle body. There is proposed a cabin structure of an automobile which has a continuous zigzag shape, and a valley portion of the upper energy absorbing member and a mountain portion of the lower energy absorbing member face each other with the partition member interposed therebetween.

また請求項６に記載された発明によれば、請求項１〜請求項５の何れか１項の構成に加えて、前記フロアパネルは前記インナースキンおよび前記アウタースキン間に挟持されたコア材を備え、車体中心線を挟む左右の前記コア材の前半部は、それに連なる前記サイドシルの前部側を中心として波紋状に形成した凹凸部を備えるとともに、車体中心線を挟む左右の前記コア材の後半部は、それに連なる前記サイドシルの後部側を中心として波紋状に形成した凹凸部を備えることを特徴とする自動車のキャビン構造が提案される。 According to the invention described in claim 6, in addition to the configuration of any one of claims 1 to 5, the floor panel includes a core material sandwiched between the inner skin and the outer skin. The front half of the left and right core members sandwiching the vehicle body center line is provided with uneven portions formed in a ripple shape around the front side of the side sill continuous therewith, and the left and right core members sandwiching the vehicle body center line An automobile cabin structure is proposed in which the latter half includes an uneven portion formed in a ripple shape centering on the rear side of the side sill continuous therewith.

また請求項７に記載された発明によれば、請求項１〜請求項６の何れか１項の構成に加えて、前記サイドシルの前方に連なるフロントピラーロア前部の車幅方向内壁は、前記サイドシルの車幅方向内壁に対して車幅方向内側に拡開することを特徴とする自動車のキャビン構造が提案される。 According to the invention described in claim 7, in addition to the configuration of any one of claims 1 to 6, the inner wall in the vehicle width direction of the front pillar lower front portion connected to the front of the side sill is A vehicle cabin structure is proposed that expands inward in the vehicle width direction with respect to the inner wall of the side sill in the vehicle width direction.

尚、実施の形態のダッシュパネル２１は本発明の前壁に対応し、実施の形態のフロントフロアパネル２５は本発明のフロアパネルに対応し、実施の形態のキックアップ部２６は本発明の後壁に対応し、実施の形態の前部仕切り部材４７は本発明の仕切り部材に対応する。 The dash panel 21 of the embodiment corresponds to the front wall of the present invention, the front floor panel 25 of the embodiment corresponds to the floor panel of the present invention, and the kick-up portion 26 of the embodiment is the rear of the present invention. Corresponding to the wall, the front partition member 47 of the embodiment corresponds to the partition member of the present invention.

請求項１の構成によれば、少なくともフロアパネルおよび左右のサイドシルを備えるキャビンは、車室内側に位置するＦＲＰ製のインナースキンと車室外側に位置するＦＲＰ製のアウタースキンとを結合して構成される。インナースキンにおけるフロアパネルおよびサイドシルの境界に前後方向に延びる傾斜面を形成したので、側面衝突の衝突荷重によってサイドシルを車幅方向内向きに倒す曲げモーメントが作用したときに、インナースキンの傾斜面が前記曲げモーメントをフロアパネルに伝達して支持することで、クロスメンバの数を増加させたりクロスメンバの高さを増加させたりせずとも、サイドシルの倒れを防止することができる。またインナースキンの傾斜面とアウタースキンとを前後方向に延びるフレーム部材に結合したので、前記傾斜面の変形を抑制することができるだけでなく、前記曲げモーメントをフレーム部材を介してアウタースキンに伝達することで、サイドシルの倒れを一層確実に防止することができる。 According to the first aspect, at least the floor panel and the left and right Ruki Yabin comprises a side sill combines an outer skin made of FRP which is located inner skin and the passenger compartment outer side made of FRP which is located inside the vehicle compartment Configured. Since an inclined surface extending in the front-rear direction is formed at the boundary between the floor panel and the side sill in the inner skin, when the bending moment that causes the side sill to fall inward in the vehicle width direction due to the collision load of the side collision acts, By transmitting the bending moment to the floor panel and supporting it, it is possible to prevent the side sill from falling without increasing the number of cross members or increasing the height of the cross members. Further, since the inclined surface of the inner skin and the outer skin are coupled to the frame member extending in the front-rear direction, not only can the deformation of the inclined surface be suppressed, but also the bending moment is transmitted to the outer skin via the frame member. Thus, the side sill can be prevented from falling down more reliably.

また請求項２の構成によれば、フレーム部材は筒状の中空部材であるので、フレーム部材を押し出し成形や引き抜き成形により容易に製造することができる。 According to the second aspect of the present invention, since the frame member is a cylindrical hollow member, the frame member can be easily manufactured by extrusion molding or pultrusion molding.

また請求項３の構成によれば、サイドシルを仕切り部材で上部空間および下部空間に仕切り、仕切り部材の前端および後端をそれぞれキャビンのＦＲＰ製の前壁およびＦＲＰ製の後壁に接続したので、仕切り部材でサイドシルを補強するとともに、サイドシルに入力した側面衝突の衝突荷重をキャビンの前壁および後壁に分散して吸収することができる。しかも上部空間内に上側エネルギー吸収部材を配置し、下部空間内に下側エネルギー吸収部材を配置したことで、前記衝突荷重により上側エネルギー吸収部材および下側エネルギー吸収部材を圧壊して衝突エネルギーを効果的に吸収することができる。 According to the third aspect, the partition in the upper space and the lower space side sill by a partition member, since the connection to the front end and the front wall of the rear end of each manufactured FRP cabin and the FRP of the rear wall of the partition member, The side sill is reinforced by the partition member, and the collision load of the side collision input to the side sill can be dispersed and absorbed by the front wall and the rear wall of the cabin. Moreover, the upper energy absorbing member is disposed in the upper space, and the lower energy absorbing member is disposed in the lower space, so that the upper energy absorbing member and the lower energy absorbing member are crushed by the collision load, and the collision energy is effective. Can be absorbed.

また請求項４の構成によれば、フロアパネルは下部空間に接続されるので、側面衝突の衝突荷重によってサイドシルは車幅方向内向きに倒れ易くなるが、上側エネルギー吸収部材の強度を下側エネルギー吸収部材の強度よりも低く設定したことにより、通常は圧壊し難い上側エネルギー吸収部材と通常は圧壊し易い下側エネルギー吸収部材とを均等に圧壊し、サイドシルの車幅方向内側への倒れを最小限に抑えながらエネルギー吸収効果を最大限に発揮させることができる。 According to the fourth aspect of the present invention, since the floor panel is connected to the lower space, the side sill easily falls inward in the vehicle width direction due to the collision load of the side collision, but the strength of the upper energy absorbing member is reduced to the lower energy. By setting it lower than the strength of the absorbing member, the upper energy absorbing member, which is normally hard to be crushed, and the lower energy absorbing member, which is usually easy to be crushed, are evenly crushed, and the side sill collapses inward in the vehicle width direction to the minimum The energy absorption effect can be exhibited to the maximum while suppressing it to the limit.

また請求項５の構成によれば、車体側面視で、上側エネルギー吸収部材および下側エネルギー吸収部材は山部および谷部が連続するジグザグ形状であり、上側エネルギー吸収部材の谷部と下側エネルギー吸収部材の山部とは仕切り部材を挟んで対峙するので、前記谷部と前記山部とが仕切り部材を介して一体化されることで、上側エネルギー吸収部材、下側エネルギー吸収部材および仕切り部材によって多数の強固な三角形が構成される。これにより、ポール等との衝突によりサイドシルに集中的な衝突荷重が入力したときに、上側エネルギー吸収部材、下側エネルギー吸収部材および仕切り部材を確実に圧壊してエネルギー吸収効果を高めることができる。 According to the configuration of claim 5, the upper energy absorbing member and the lower energy absorbing member have a zigzag shape in which a peak portion and a valley portion are continuous in a side view of the vehicle body, and the valley portion and the lower energy of the upper energy absorbing member. Since the peak portion of the absorption member faces the partition member, the valley portion and the peak portion are integrated via the partition member, so that the upper energy absorption member, the lower energy absorption member, and the partition member are integrated. A large number of strong triangles are formed. Thereby, when a concentrated collision load is input to the side sill due to a collision with a pole or the like, the upper energy absorbing member, the lower energy absorbing member, and the partition member can be reliably crushed to enhance the energy absorbing effect.

また請求項６の構成によれば、フロアパネルはインナースキンおよびアウタースキン間に挟持されたコア材を備えるので、コア材によってフロアパネルの強度を高めることができるだけでなく、車体中心線を挟む左右のコア材の前半部は、それに連なるサイドシルの前部側を中心として波紋状に形成した凹凸部を備えるとともに、車体中心線を挟む左右のコア材の後半部は、それに連なるサイドシルの後部側を中心として波紋状に形成した凹凸部を備えるので、サイドシルの前後方向中間部に入力した側面衝突の荷重を、コア材の前半部および後半部の凹凸部を介してそれぞれキャビンの前部および後部に分散し、効率的に吸収することができる。 According to the configuration of claim 6, since the floor panel includes the core material sandwiched between the inner skin and the outer skin, not only can the strength of the floor panel be increased by the core material, but also the left and right sides sandwiching the vehicle body center line. The first half of the core material has an uneven portion formed in a ripple shape centering on the front side of the side sill continuous therewith, and the second half of the left and right core materials sandwiching the center line of the vehicle body has the rear side of the side sill continuous therewith. Since it has an uneven part formed in a ripple shape as the center, the load of side collision input to the middle part in the front-rear direction of the side sill is applied to the front part and the rear part of the cabin through the uneven part of the front half and the latter half part of the core material, respectively. Can be dispersed and absorbed efficiently.

また請求項７の構成によれば、サイドシルの前方に連なるフロントピラーロア前部の車幅方向内壁は、サイドシルの車幅方向内壁に対して車幅方向内側に拡開するので、サイドシルに入力した側面衝突の荷重がフロントピラーロア前部に伝達されたときに、強度を増したフロントピラーロア前部によってサイドシルの倒れを一層効果的に防止することができる。 Further, according to the configuration of claim 7, the vehicle width direction inner wall of the front pillar lower front portion connected to the front of the side sill expands inward in the vehicle width direction with respect to the vehicle width direction inner wall of the side sill. When the side collision load is transmitted to the front pillar lower front part, the front pillar lower front part with increased strength can more effectively prevent the side sill from falling.

自動車のＣＦＲＰ製のキャビンの斜視図。The perspective view of the cabin made from CFRP of a car. インナースキンを取り外したキャビンの斜視図。The perspective view of the cabin which removed the inner skin. 図２の３方向矢視図。FIG. 3 is a three-direction arrow view of FIG. 2. 図３の４−４線断面図。FIG. 4 is a sectional view taken along line 4-4 of FIG. 図４の５−５線断面図。FIG. 5 is a sectional view taken along line 5-5 of FIG. 図４の６−６線断面図。FIG. 6 is a sectional view taken along line 6-6 in FIG. 図３の７方向矢視図。FIG. 7 is a view in the direction of arrow 7 in FIG. 3. 図３の８方向矢視図。FIG. 8 is a view taken in the direction of arrow 8 in FIG. 3.

以下、図１〜図８に基づいて本発明の実施の形態を説明する。尚、本明細書における前後方向、左右方向（車幅方向）および上下方向は、運転席に着座した運転者を基準としている。 Hereinafter, embodiments of the present invention will be described with reference to FIGS. Note that the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction in this specification are based on the driver seated in the driver's seat.

図１に示すように、自動車の車体フレームはカーボン繊維強化樹脂（ＣＦＲＰ）でバスタブ状に形成したキャビン１１と、キャビン１１の前端に接続されたアルミニウム合金の鋳造部品である左右一対のサスペンション支持モジュール１２，１２と、サスペンション支持モジュール１２，１２の前端から前方に延びるアルミニウム合金の押出し材よりなる左右一対のフロントサイドフレーム前部１３，１３と、フロントサイドフレーム前部１３，１３の前端に支持されたＣＦＲＰ製のフロントエンドモジュール１４と、フロントエンドモジュール１４の左右両端から後上方に延びるＣＦＲＰ製の左右一対のロアメンバ１５，１５と、ロアメンバ１５，１５の後端から後上方に延びてキャビン１１の前端に接続されたＣＦＲＰ製の左右一対のアッパーメンバ１６，１６と、キャビン１１の後部上面に立設されたＣＦＲＰ製のロールバー１７と、ロールバー１７を後方から支えて補強するＣＦＲＰ製の左右一対のステー１８，１８とを備える。 As shown in FIG. 1, the body frame of an automobile is a cabin 11 formed in a bathtub shape with carbon fiber reinforced resin (CFRP), and a pair of left and right suspension support modules that are cast parts of an aluminum alloy connected to the front end of the cabin 11. 12, 12, a pair of left and right front side frame front parts 13, 13 made of an aluminum alloy extruded material that extends forward from the front ends of the suspension support modules 12, 12, and the front ends of the front side frame front parts 13, 13. A front end module 14 made of CFRP, a pair of left and right CFRP lower members 15, 15 extending from the left and right ends of the front end module 14, and a rear upper portion of the lower members 15, 15 extending rearward and upward. A pair of CFRP left and right connected to the front end Comprises a Pamenba 16, 16, the roll bar 17 made of CFRP erected on the upper rear surface of the cabin 11, a CFRP-made left and right pair of stays 18 and 18 for reinforcing supporting the roll bar 17 from the rear.

キャビン１１はインナースキン１９およびアウタースキン２０を上下に接合した中空構造であり、前端のダッシュパネル２１と、ダッシュパネル２１の車幅方向両端から後方に延びる左右一対のサイドシル２２，２２と、サイドシル２２，２２の後端から後上方に延びる左右一対のリヤサイドフレーム２３，２３と、リヤサイドフレーム２３，２３の後端間を車幅方向に接続するリヤエンドクロスメンバ２４と、ダッシュパネル２１および左右のサイドシル２２，２２を接続するフロントフロアパネル２５と、フロントフロアパネル２５の後端から立ち上がるキックアップ部２６と、キックアップ部２６の上端から後方に延びてリヤサイドフレーム２３，２３およびリヤエンドクロスメンバ２４に接続するリヤフロアパネル２７とを備える。 The cabin 11 has a hollow structure in which an inner skin 19 and an outer skin 20 are joined up and down, a dash panel 21 at the front end, a pair of left and right side sills 22, 22 extending rearward from both ends of the dash panel 21 in the vehicle width direction, and a side sill 22. 22, a pair of left and right rear side frames 23, 23 extending rearward and upward from the rear end, a rear end cross member 24 connecting the rear ends of the rear side frames 23, 23 in the vehicle width direction, a dash panel 21 and left and right side sills 22 , 22, a kick-up portion 26 rising from the rear end of the front floor panel 25, and extending rearward from the upper end of the kick-up portion 26 to connect to the rear side frames 23, 23 and the rear end cross member 24. And a rear floor panel 27.

フロントエンドモジュール１４は、車幅方向に延びるバンパービーム２８と、バンパービーム２８の車幅方向両端部から後方に延びてフロントサイドフレーム前部１３，１３の前端に接続される左右一対のバンパービームエクステンション２９，２９と、バンパービームエクステンション２９，２９間に支持された枠状のフロントバルクヘッド３０とを備える。各々のサスペンション支持モジュール１２は、フロントサイドフレーム前部１３の後端とダッシュパネル２１の前面とに接続されたフロントサイドフレーム後部３１と、フロントサイドフレーム後部３１から車幅方向外側かつ上方に延びてダッシュパネル２１の前面に接続されたダンパーハウジング３２とを一体に備える。ダッシュパネル２１の左右両端部は、サイドシル２２，２２の前端から上方に立ち上がる左右一対のフロントピラーロア前部３３，３３を構成する。フロントピラーロア前部３３，３３の後面に左右一対の金属製のフロントピラーロア後部３４，３４および左右一対の金属製のフロントピラーアッパー３５，３５が接続され、左右のフロントピラーアッパー３５，３５の上端間が車幅方向に延びる金属製のフロントルーフアーチ３６で接続される。 The front end module 14 includes a bumper beam 28 extending in the vehicle width direction, and a pair of left and right bumper beam extensions that extend rearward from both ends of the bumper beam 28 in the vehicle width direction and are connected to the front ends of the front side frame front portions 13 and 13. 29 and 29 and a frame-shaped front bulkhead 30 supported between the bumper beam extensions 29 and 29. Each suspension support module 12 includes a front side frame rear portion 31 connected to the rear end of the front side frame front portion 13 and the front surface of the dash panel 21, and extends outward and upward in the vehicle width direction from the front side frame rear portion 31. A damper housing 32 connected to the front surface of the dash panel 21 is integrally provided. The left and right end portions of the dash panel 21 constitute a pair of left and right front pillar lower front portions 33 and 33 that rise upward from the front ends of the side sills 22 and 22. A pair of left and right metal front pillar lower rear portions 34 and 34 and a pair of left and right metal front pillar uppers 35 and 35 are connected to the rear surfaces of the front pillar lower front portions 33 and 33, and the left and right front pillar uppers 35 and 35 are connected to each other. The upper ends are connected by a metal front roof arch 36 extending in the vehicle width direction.

ダッシュパネル２１はフロントフロアパネル２５の前端から斜め上方に延びる傾斜壁３７と、傾斜壁３７の前端から上方に延びる鉛直壁３８とを備える。ダッシュパネル２１の傾斜壁３７およびフロントフロアパネル２５の上下面を構成するインナースキン１９およびアウタースキン２０の車幅方向中央部から、前後方向に延びるフロアトンネル３９が上方に隆起する。またフロントフロアパネル２５の上面を構成するインナースキン１９から、フロアトンネル３９に交差して車幅方向に延びるフロントクロスメンバ４０およびリヤクロスメンバ４１が上方に隆起する。一方、リヤフロアパネル２７は、インナースキン１９およびアウタースキン２０が共に平坦に形成される。 The dash panel 21 includes an inclined wall 37 that extends obliquely upward from the front end of the front floor panel 25, and a vertical wall 38 that extends upward from the front end of the inclined wall 37. A floor tunnel 39 extending in the front-rear direction protrudes upward from the center in the vehicle width direction of the inner skin 19 and the outer skin 20 constituting the inclined wall 37 of the dash panel 21 and the upper and lower surfaces of the front floor panel 25. Further, a front cross member 40 and a rear cross member 41 that extend in the vehicle width direction intersecting the floor tunnel 39 bulge upward from the inner skin 19 constituting the upper surface of the front floor panel 25. On the other hand, in the rear floor panel 27, the inner skin 19 and the outer skin 20 are both formed flat.

次に、図２〜図８に基づいてキャビン１１の構造を詳細に説明する。 Next, the structure of the cabin 11 will be described in detail with reference to FIGS.

キャビン１１を構成するインナースキン１９およびアウタースキン２０は、ダッシュパネル２１、左右のサイドシル２２，２２、左右のリヤサイドフレーム２３，２３およびリヤエンドクロスメンバ２４の外周を取り囲むように延びる接合フランジ１９ａ，２０ａを備えており、両接合フランジ１９ａ，２０ａは接着、溶着、リベット等で接合される。 Inner skin 19 and outer skin 20 constituting cabin 11 have joining flanges 19a and 20a extending so as to surround the outer peripheries of dash panel 21, left and right side sills 22 and 22, left and right rear side frames 23 and 23, and rear end cross member 24. The both joining flanges 19a and 20a are joined by adhesion, welding, rivets or the like.

フロントフロアパネル２５は、インナースキン１９およびアウタースキン２０間に挟持された波板よりなる左右のコア材４２，４２を備える。サイドシル２２およびフロアトンネル３９間に挟まれたコア材４２一体成形された部材であるが、フロントクロスメンバ４０の前方の第１部分Ａと、第１部分Ａの前方の第２部分Ｂと、フロントクロスメンバ４０の後方の第３部分Ｃと、第３部分Ｃの後方の第４部分Ｄとに区画される（図３および図６参照）。 The front floor panel 25 includes left and right core members 42 and 42 made of corrugated plates sandwiched between the inner skin 19 and the outer skin 20. The core member 42 is an integrally molded member sandwiched between the side sill 22 and the floor tunnel 39, and includes a first part A in front of the front cross member 40, a second part B in front of the first part A, It is divided into a third part C behind the cross member 40 and a fourth part D behind the third part C (see FIGS. 3 and 6).

第１部分Ａはサイドシル２２の前側部分を中心Ｏ１として同心円の波紋状に延びる複数の凹凸部４２ａ…を備えており、凹凸部４２ａ…の車幅方向外端はサイドシル２２に接続され、凹凸部４２ａ…の後端はフロントクロスメンバ４０に接続される。第１部分Ａおよび第２部分Ｂの境界線は中心Ｏ１を通り、第２部分Ｂのコア材４２は第１部分Ａのコア材４２の凹凸部４２ａ…に接線状に接続して前後方向に延びる凹凸部４２ｂ…を備える（図１および図５参照）。 The first portion A has a plurality of concavity and convexity portions 42a extending in a concentric ripple shape with the front side portion of the side sill 22 as the center O1, and the outer end in the vehicle width direction of the concavo-convex portion 42a is connected to the side sill 22, The rear end of 42a ... is connected to the front cross member 40. The boundary line between the first part A and the second part B passes through the center O1, and the core material 42 of the second part B is connected tangentially to the concavo-convex portions 42a of the core material 42 of the first part A in the front-rear direction. Extending uneven portions 42b are provided (see FIGS. 1 and 5).

また第３部分Ｃはサイドシル２２の後側部分を中心Ｏ２として同心円の波紋状に延びる複数の凹凸部４２ｃ…を備えており、凹凸部４２ｃ…の車幅方向外端はサイドシル２２に接続され、凹凸部４２ｃ…の前端はフロントクロスメンバ４０に接続される。第３部分Ｃおよび第４部分Ｄの境界線は中心Ｏ２を通り、第４部分Ｂのコア材４２は第３部分Ｃのコア材４２の凹凸部４２ｃ…に接線状に接続して前後方向に延びる凹凸部４２ｄ…を備える。 The third portion C includes a plurality of concavity and convexity portions 42c extending in a concentric ripple shape with the rear portion of the side sill 22 as the center O2, and the outer end in the vehicle width direction of the concavity and convexity portions 42c is connected to the side sill 22. The front ends of the concavo-convex portions 42 c are connected to the front cross member 40. The boundary line between the third part C and the fourth part D passes through the center O2, and the core material 42 of the fourth part B is connected tangentially to the concavo-convex parts 42c of the core material 42 of the third part C in the front-rear direction. It has an uneven portion 42d extending.

ダッシュパネル２１の傾斜壁３７は、インナースキン１９およびアウタースキン２０間に挟持された波板状のコア材４３を備えるとともに、ダッシュパネル２１の鉛直壁３８は、インナースキン１９およびアウタースキン２０間に挟持された波板状のコア材４４を備える。傾斜壁３７のコア材４３は前後方向に延びる凹凸部４３ａ…を備えており、その凹凸部４３ａ…はフロントフロアパネル２５のコア材４２の第２部分Ｂの凹凸部４２ｂ…に連続している（図３参照）。一方、鉛直壁３８のコア材４４は車幅方向に延びる凹凸部４４ａ…を備えており、従って、傾斜壁３７のコア材４３の凹凸部４３ａ…と、鉛直壁３８のコア材４４の凹凸部４４ａ…とは直交する（図２参照）。 The inclined wall 37 of the dash panel 21 includes a corrugated core material 43 sandwiched between the inner skin 19 and the outer skin 20, and the vertical wall 38 of the dash panel 21 is between the inner skin 19 and the outer skin 20. A corrugated core material 44 sandwiched is provided. The core material 43 of the inclined wall 37 is provided with uneven portions 43a extending in the front-rear direction, and the uneven portions 43a are continuous with the uneven portions 42b of the second portion B of the core material 42 of the front floor panel 25. (See FIG. 3). On the other hand, the core material 44 of the vertical wall 38 includes uneven portions 44a extending in the vehicle width direction. Therefore, the uneven portion 43a of the core material 43 of the inclined wall 37 and the uneven portion of the core material 44 of the vertical wall 38 are provided. 44a... (See FIG. 2).

キックアップ部２６およびリヤフロアパネル２７は、それぞれインナースキン１９およびアウタースキン２０間に挟持された波板状のコア材４５，４６を備えており、それらのコア材４５，４６の凹凸部４５ａ…，４６ａ…は何れも車幅方向に延びている。従って、フロントフロアパネル２５のコア材４２の第４部分Ｄの凹凸部４２ｄ…とキックアップ部２６のコア材４５の凹凸部４５ａ…とは直交する（図２および図３参照）。 The kick-up portion 26 and the rear floor panel 27 include corrugated core members 45 and 46 sandwiched between the inner skin 19 and the outer skin 20, respectively, and uneven portions 45a... 46a... Extends in the vehicle width direction. Therefore, the uneven portions 42d of the fourth portion D of the core material 42 of the front floor panel 25 and the uneven portions 45a of the core material 45 of the kick-up portion 26 are orthogonal to each other (see FIGS. 2 and 3).

サイドシル２２は内壁２２ｃ、外壁２２ｄ，上壁２２ｅおよび下壁２２ｆを有して閉断面に構成されており、その下壁２２ｆにフロントフロアパネル２５が接続される（図５参照）。サイドシル２２の内部は水平方向に配置されて前後方向に延びる前部仕切り部材４７によって上部空間２２ａおよび下部空間２２ｂに仕切られる（図５参照）。前部仕切り部材４７の車幅方向外端はインナースキン１９およびアウタースキン２０のフランジ部１９ａ，２０ａ間に挟持され、車幅方向内端はサイドシル２２の内壁２２ｃを構成するインナースキン１９に接続され、前端はフロントピラーロア前部３３の前壁を構成するホイールハウス後壁３３ａの後面に接続される（図２参照）。 The side sill 22 has an inner wall 22c, an outer wall 22d, an upper wall 22e, and a lower wall 22f and has a closed cross section, and a front floor panel 25 is connected to the lower wall 22f (see FIG. 5). The interior of the side sill 22 is partitioned into an upper space 22a and a lower space 22b by a front partition member 47 that is disposed in the horizontal direction and extends in the front-rear direction (see FIG. 5). An outer end in the vehicle width direction of the front partition member 47 is sandwiched between the flange portions 19 a and 20 a of the inner skin 19 and the outer skin 20, and an inner end in the vehicle width direction is connected to the inner skin 19 constituting the inner wall 22 c of the side sill 22. The front end is connected to the rear surface of the wheel house rear wall 33a constituting the front wall of the front pillar lower front portion 33 (see FIG. 2).

またキックアップ部２６のコア材４５の車幅方向両端から突出する隔壁部４５ｂ，４５ｂは、それぞれサイドシル２２の内部に嵌合した状態で、サイドシル２２の外壁２２ｄ，上壁２２ｅおよび下壁２２ｆに接続されており、前部仕切り部材４７の後端に設けた車幅方向に延びるフランジ４７ａが、サイドシル２２の内部でコア材４５の隔壁部４５ｂの前面に接続される（図７参照）。 In addition, the partition walls 45b and 45b projecting from both ends in the vehicle width direction of the core material 45 of the kick-up portion 26 are fitted to the inside of the side sill 22, respectively, on the outer wall 22d, the upper wall 22e, and the lower wall 22f of the side sill 22. A flange 47a that is connected and extends in the vehicle width direction provided at the rear end of the front partition member 47 is connected to the front surface of the partition wall 45b of the core member 45 inside the side sill 22 (see FIG. 7).

サイドシル２２の前部における上部空間２２ａに水平方向に延びる前部連結板４８が配置される（図２、図４および図６参照）。前部連結板４８の左右両側縁はサイドシル２２の内壁２２ｃおよび外壁２２ｄに接続され、後端はサイドシル２２の上壁２２ｅの下面に接続され、前端はフロントピラーロア前部３３の前壁を構成するホイールハウス後壁３３ａの後面に接続される。前部連結板４８の車幅方向の幅は、その後端から前端に向かって車幅方向内側に広がっており、それに伴いフロントピラーロア前部３３の車幅方向内壁３３ｂも前方に向かって車幅方向内側に広がっている（図６参照）。 A front connection plate 48 extending in the horizontal direction is disposed in the upper space 22a in the front portion of the side sill 22 (see FIGS. 2, 4 and 6). The left and right side edges of the front connecting plate 48 are connected to the inner wall 22c and the outer wall 22d of the side sill 22, the rear end is connected to the lower surface of the upper wall 22e of the side sill 22, and the front end constitutes the front wall of the front pillar lower front portion 33. Connected to the rear surface of the rear wheel wall 33a. The width in the vehicle width direction of the front connecting plate 48 is widened inward in the vehicle width direction from the rear end toward the front end, and accordingly, the inner wall 33b in the vehicle width direction of the front pillar lower front portion 33 is also frontward. It spreads inward (see FIG. 6).

サイドシル２２の後部における上部空間２２ａに水平方向に延びる後部第１連結板４９が配置される（図２、図４および図７参照）。後部第１連結板４９の左右両側縁はサイドシル２２の内壁２２ｃおよび外壁２２ｄに接続され、前端はサイドシル２２の上壁２２ｅの下面に接続され、後端はキックアップ部２６のコア材４５の隔壁部４５ｂがサイドシル２２内に嵌合する部分の前面に接続される。また後部第１連結板４９の上方に水平方向に延びる後部第２連結板５０が配置される。後部第２連結板５０は後部第１連結板４９よりも前後方向長さが短く形成され、左右両側縁はサイドシル２２の内壁２２ｃおよび外壁２２ｄに接続され、前端はサイドシル２２の上壁２２ｅの下面に接続され、後端はキックアップ部２６のコア材４５の隔壁部４５ｂの上端から上方に突出する平坦部４５ｃの前面に接続される。 A rear first connecting plate 49 extending in the horizontal direction is disposed in the upper space 22a in the rear portion of the side sill 22 (see FIGS. 2, 4 and 7). The left and right side edges of the rear first connecting plate 49 are connected to the inner wall 22c and the outer wall 22d of the side sill 22, the front end is connected to the lower surface of the upper wall 22e of the side sill 22, and the rear end is a partition wall of the core material 45 of the kick-up portion 26. The portion 45 b is connected to the front surface of the portion that fits into the side sill 22. A rear second connection plate 50 extending in the horizontal direction is disposed above the rear first connection plate 49. The rear second connecting plate 50 is formed to be shorter in the front-rear direction than the rear first connecting plate 49, the left and right side edges are connected to the inner wall 22c and the outer wall 22d of the side sill 22, and the front end is the lower surface of the upper wall 22e of the side sill 22. The rear end is connected to the front surface of a flat portion 45 c that protrudes upward from the upper end of the partition wall portion 45 b of the core material 45 of the kick-up portion 26.

後部第２連結板５０の後端が接続されるコア材４５の平坦部４５ｃは、波板状ではなく平坦な板状に形成されており、平坦部４５ｃを構成するカーボンシートの配向方向は、図７の円内に拡大して示すように、カーボン繊維が車幅方向外側から内側に向かって下向きに４５°傾斜するカーボンシートａ…と、カーボン繊維が車幅方向外側から内側に向かって上向きに４５°傾斜するカーボンシートｂ…とが交互に積層されている。 The flat portion 45c of the core material 45 to which the rear end of the rear second connecting plate 50 is connected is formed in a flat plate shape instead of a corrugated plate shape, and the orientation direction of the carbon sheet constituting the flat portion 45c is: As shown in an enlarged view in the circle of FIG. 7, the carbon fiber a is inclined 45 ° downward from the outside in the vehicle width direction to the inside, and the carbon fiber is upward from the outside in the vehicle width direction to the inside. Are alternately laminated with carbon sheets b inclined by 45 °.

サイドシル２２の後端から後上方に延びるリヤサイドフレーム２３の内部は、前後方向に延びる後部仕切り部材５１によって上部空間２３ａおよび下部空間２３ｂに仕切られる（図３、図４および図７参照）。後部仕切り部材５１の前端は、キックアップ部２６のコア材４５を挟んでサイドシル２２の後部第１連結板４９の後端に接続される。 The interior of the rear side frame 23 extending rearward and upward from the rear end of the side sill 22 is partitioned into an upper space 23a and a lower space 23b by a rear partition member 51 extending in the front-rear direction (see FIGS. 3, 4, and 7). The front end of the rear partition member 51 is connected to the rear end of the rear first connecting plate 49 of the side sill 22 with the core material 45 of the kick-up portion 26 interposed therebetween.

サイドシル２２の上部空間２２ａに上部エネルギー吸収部材５２が配置され、サイドシル２２の下部空間２２ｂに下部エネルギー吸収部材５３が配置される（図２、図４および図７参照）。上部エネルギー吸収部材５２はジクザグに屈曲する板材からなり、上端の山部５２ａ…および下端の谷部５２ｂ…が交互に連続する。同様に、下部エネルギー吸収部材５３はジクザグに屈曲する板材からなり、上端の山部５３ａ…および下端の谷部５３ｂ…が交互に連続する。 An upper energy absorbing member 52 is disposed in the upper space 22a of the side sill 22, and a lower energy absorbing member 53 is disposed in the lower space 22b of the side sill 22 (see FIGS. 2, 4, and 7). The upper energy absorbing member 52 is made of a plate material that bends in a zigzag manner, and the upper end crests 52a and the lower end troughs 52b are alternately continuous. Similarly, the lower energy absorbing member 53 is made of a plate material that bends in a zigzag manner, and the upper end crests 53a and the lower end troughs 53b are alternately continuous.

上部エネルギー吸収部材５２および下部エネルギー吸収部材５３の左右両側縁はサイドシル２２の内壁２２ｃおよび外壁２２ｄに接続され、上部エネルギー吸収部材５２の山部５２ａ…はサイドシル２２の上壁２２ｄの下面および後部第１連結板４９の下面に接続され、下部エネルギー吸収部材５３の谷部５３ｂ…はサイドシル２２の下壁２２ｆに接続される。上部エネルギー吸収部材５２の板厚は下部エネルギー吸収部材５３の板厚よりも薄く設定される。そして上部エネルギー吸収部材５２の谷部５２ｂ…および下部エネルギー吸収部材５３の山部５３ａ…は前部仕切り部材４７の上面および下面にそれぞれ接続されるが、その際に前記谷部５３ｂ…および前記山部５３ａ…は前部仕切り部材４７を挟んで対峙するように接続される。 The left and right side edges of the upper energy absorbing member 52 and the lower energy absorbing member 53 are connected to the inner wall 22c and the outer wall 22d of the side sill 22, and the crests 52a of the upper energy absorbing member 52 are the lower surface and the rear part of the upper wall 22d of the side sill 22. 1 is connected to the lower surface of the connecting plate 49, and the troughs 53 b of the lower energy absorbing member 53 are connected to the lower wall 22 f of the side sill 22. The plate thickness of the upper energy absorbing member 52 is set to be thinner than the plate thickness of the lower energy absorbing member 53. The troughs 52b of the upper energy absorbing member 52 and the crests 53a of the lower energy absorbing member 53 are connected to the upper and lower surfaces of the front partition member 47, respectively. The parts 53a are connected so as to face each other with the front partition member 47 interposed therebetween.

ダッシュパネル２１の鉛直壁３８の車幅方向端部には何れもアルミニウムの押出し材よりなる第１、第２補強部材５４，５５が予めインサートされる（図８参照）。第１補強部材５４は矩形状の平坦な部材であり、その角部に２個のボルト孔５４ａ，５４ｃと２個の雌ねじ孔５４ｂ，５４ｄとが形成される。第２補強部材５５は三角形状の平坦な部材であり、その角部に３個のボルト孔５５ａ〜５５ｃが形成される。一方、サスペンション支持モジュール１２のフロントサイドフレーム後部３１の後端には、２個の雌ねじ孔３１ａ，３１ｃと２個のボルト孔３１ｂ，３１ｄとが形成され、サスペンション支持モジュール１２のダンパーハウジング３２の後端には３個の雌ねじ孔３２ａ〜３２ｃが形成される。 First and second reinforcing members 54 and 55 made of an extruded aluminum material are inserted in advance in the vehicle width direction end of the vertical wall 38 of the dash panel 21 (see FIG. 8). The first reinforcing member 54 is a rectangular flat member, and two bolt holes 54a and 54c and two female screw holes 54b and 54d are formed at corners thereof. The second reinforcing member 55 is a triangular flat member, and three bolt holes 55a to 55c are formed at the corners thereof. On the other hand, at the rear end of the front side frame rear portion 31 of the suspension support module 12, two female screw holes 31a and 31c and two bolt holes 31b and 31d are formed, and the rear of the damper housing 32 of the suspension support module 12 is formed. Three female screw holes 32a to 32c are formed at the ends.

そして第１補強部材５４の２個のボルト孔５４ａ，５４ｃを後から前に貫通する２本のボルト５６，５６をフロントサイドフレーム後部３１の２個の雌ねじ孔３１ａ，３１ｃに螺合し、フロントサイドフレーム後部３１の２個のボルト孔３１ｂ，３１ｄを前から後に貫通する２本のボルト５７，５７を第１補強部材５４の２個の雌ねじ孔５４ｂ，５４ｄに螺合し、第２補強部材５５の３個のボルト孔５５ａ〜５５ｃを後から前に貫通する３本のボルト５８…をダンパーハウジング３２の３個の雌ねじ孔３２ａ〜３２ｃに螺合することで、サスペンション支持モジュール１２がダッシュパネル２１の前面に締結される。 Then, two bolts 56, 56 that pass through the two bolt holes 54a, 54c of the first reinforcing member 54 from the rear to the front are screwed into the two female screw holes 31a, 31c of the front side frame rear portion 31, and the front side frame 31 Two bolts 57, 57 that pass through the two bolt holes 31b, 31d in the rear portion 31 of the side frame from the front to the rear are screwed into the two female screw holes 54b, 54d of the first reinforcement member 54, and the second reinforcement member 55. The three bolts 58... Passing through the three bolt holes 55a to 55c from the rear to the front are screwed into the three female screw holes 32a to 32c of the damper housing 32, whereby the suspension support module 12 is moved to the dash panel. 21 is fastened to the front surface.

このとき、第１補強部材５４の２個のボルト孔５４ａ，５４ｃおよび２個の雌ねじ孔５４ｂ，５４ｄのうち、上側のボルト孔５４ａおよび雌ねじ孔５４ｂの高さはサイドシル２２の前部連結板４８の高さに略一致し、下側のボルト孔５４ｃおよび雌ねじ孔５４ｄの高さはサイドシル２２の前部仕切り部材４７の高さに略一致する（図４参照）。 At this time, of the two bolt holes 54 a and 54 c and the two female screw holes 54 b and 54 d of the first reinforcing member 54, the height of the upper bolt hole 54 a and the female screw hole 54 b is set to the front connecting plate 48 of the side sill 22. The heights of the lower bolt hole 54c and the female screw hole 54d substantially match the height of the front partition member 47 of the side sill 22 (see FIG. 4).

フロントフロアパネル２５の上面を構成するインナースキン１９が上方に立ち上がってサイドシル２２の内壁２２ｃに連なる部分に傾斜面１９ｂが形成される（図１および図５参照）。傾斜面１９ｂは車幅方向内側から外側に向かって次第に高くなるように傾斜しており、その下面とアウタースキン２０の上面との間に、ＣＦＲＰの引き抜き材あるいはアルミニウム合金の押し出し材よりなる一定断面のフレーム部材５９が配置される（図５〜図７参照）。フレーム部材５９は上側の三角形断面部分５９ａと下側の矩形断面部分５９ｂとを一体に備えており、三角形断面部分５９ａの斜辺がインナースキン１９の傾斜面１９ｂの下面に接着され、矩形断面部分５９ｂの底辺がアウタースキン２０の上面に接着される。この傾斜面１９ｂおよびフレーム部材５９により、フロントフロアパネル２５およびサイドシル２２の接続部分が補強される。 The inner skin 19 that constitutes the upper surface of the front floor panel 25 rises upward, and an inclined surface 19b is formed at a portion connected to the inner wall 22c of the side sill 22 (see FIGS. 1 and 5). The inclined surface 19b is inclined so as to gradually increase from the inner side to the outer side in the vehicle width direction, and a constant cross section made of a CFRP drawn material or an aluminum alloy extruded material between the lower surface and the upper surface of the outer skin 20. The frame member 59 is disposed (see FIGS. 5 to 7). The frame member 59 is integrally provided with an upper triangular cross-sectional portion 59a and a lower rectangular cross-sectional portion 59b, and the hypotenuse of the triangular cross-sectional portion 59a is bonded to the lower surface of the inclined surface 19b of the inner skin 19 to form the rectangular cross-sectional portion 59b. Is adhered to the upper surface of the outer skin 20. By the inclined surface 19b and the frame member 59, the connecting portion of the front floor panel 25 and the side sill 22 is reinforced.

次に、上記構成を備えた本発明の実施の形態の作用を説明する。 Next, the operation of the embodiment of the present invention having the above configuration will be described.

キャビン１１のサイドシル２２はフロントフロアパネル２５から上方に起立しているた、他車両がサイドシル２２に側面衝突したとき、衝突荷重によってサイドシル２２を車幅方向内向きに倒そうとする曲げモーメントＭ（図５参照）が発生する。特に、ＳＵＶのようなバンパー位置が高い車両が側面衝突した場合には、衝突荷重がサイドシル２２の高い位置に入力するために前記曲げモーメントＭも大きなものとなる。しかしながら、本実施の形態によれば、サイドシル２２の内壁２２ｃとフロントフロアパネル２５の上壁との境界に位置するインナースキン１９が、車幅方向外側が高くなるように傾斜した傾斜面１９ｂを備えるため、サイドシル２２を車幅方向内向きに倒そうとする曲げモーメントＭを傾斜面１９ｂを介してフロントフロアパネル２５に伝達して支持することで、フロントフロアパネル２５のクロスメンバの数を増加させたりクロスメンバの高さを増加させたりせずとも、サイドシル２２の倒れを防止することができる。 Since the side sill 22 of the cabin 11 stands upward from the front floor panel 25, when another vehicle collides with the side sill 22 in a side surface, the bending moment M () that tries to incline the side sill 22 inward in the vehicle width direction due to the collision load. Occurs). In particular, when a vehicle with a high bumper position such as an SUV collides with the side, the bending moment M is large because the collision load is input to a high position of the side sill 22. However, according to the present embodiment, the inner skin 19 located at the boundary between the inner wall 22c of the side sill 22 and the upper wall of the front floor panel 25 includes the inclined surface 19b that is inclined so that the outer side in the vehicle width direction becomes higher. Therefore, by transmitting and supporting the bending moment M that attempts to incline the side sill 22 in the vehicle width direction to the front floor panel 25 via the inclined surface 19b, the number of cross members of the front floor panel 25 is increased. Even without increasing the height of the cross member, the side sill 22 can be prevented from falling.

このとき、インナースキン１９の傾斜面１９ｂとアウタースキン２０とを前後方向に延びるフレーム部材５９を介して接続したので、前記傾斜面１９ｂの変形を抑制するとともに、前記曲げモーメントＭをフレーム部材５９を介してアウタースキン２０に伝達することで、サイドシル２２の倒れを一層確実に防止することができる。しかもフレーム部材５９は筒状の中空部材であるので、そのフレーム部材５９を押し出し成形や引き抜き成形により容易に製造することができる。 At this time, since the inclined surface 19b of the inner skin 19 and the outer skin 20 are connected via the frame member 59 extending in the front-rear direction, deformation of the inclined surface 19b is suppressed, and the bending moment M is applied to the frame member 59. By transmitting to the outer skin 20 via the side sill 22, the side sill 22 can be prevented from falling down more reliably. Moreover, since the frame member 59 is a cylindrical hollow member, the frame member 59 can be easily manufactured by extrusion molding or pultrusion molding.

またサイドシル２２に側面衝突の衝突荷重が入力したときに、その衝突荷重が前後方向に分散されずにフロントフロアパネル２５を介してフロアトンネル３９に伝達されてしまうと、比較的に脆弱なフロアトンネル３９が圧壊してサイドシル２２が車室内に入り込み、車室空間を狭めてしまう可能性がある。しかしながら、本実施の形態によれば、フロントフロアパネル２５のインナースキン１９およびアウタースキン２０間に挟持されたコア材４２が、フロントクロスメンバ４０よりも前方の第１部分Ａに車幅方向内方かつ前方に波紋状に延びる凹凸部４２ａ…を備えるとともに、フロントクロスメンバ４０よりも後方の第３部分Ｃに車幅方向内方かつ後方に波紋状に延びる凹凸部４２ｃ…を備えるので（図３参照）、サイドシル２２の前後方向中間部に入力した側面衝突の衝突荷重は、サイドシル２２およびフロントクロスメンバ４０から第１部分Ａのコア材４２の滑らかに湾曲する凹凸部４２ａ…を介して前方に分散され、かつサイドシル２２およびフロントクロスメンバ４０から第３部分Ｃのコア材４２の滑らかに湾曲する凹凸部４２ｃ…を介して後方に分散されて効率的に吸収され、これによりフロアトンネル３９の圧壊を防止してサイドシル２２の車幅方向内側への移動を防止することができる。 Further, when a collision load of a side collision is input to the side sill 22, if the collision load is transmitted to the floor tunnel 39 through the front floor panel 25 without being dispersed in the front-rear direction, the floor tunnel is relatively fragile. There is a possibility that the side sill 22 enters the passenger compartment and the passenger compartment space is narrowed. However, according to the present embodiment, the core material 42 sandwiched between the inner skin 19 and the outer skin 20 of the front floor panel 25 is inward in the vehicle width direction in the first portion A ahead of the front cross member 40. In addition, it has uneven portions 42a extending forwardly in a ripple shape, and also includes uneven portions 42c extending in a ripple shape inward in the vehicle width direction and rearward in the third portion C behind the front cross member 40 (FIG. 3). The collision load of the side collision input to the intermediate portion in the front-rear direction of the side sill 22 is forward from the side sill 22 and the front cross member 40 through the uneven portion 42a... Smoothly curved of the core material 42 of the first portion A. An uneven portion 42c that is dispersed and smoothly curved from the side sill 22 and the front cross member 40 of the core material 42 of the third portion C. Via distributed to the rear are effectively absorbed, thereby preventing the movement of preventing the collapse of the floor tunnel 39 in the vehicle width direction inner side of the side sill 22.

またコア材４２はＦＲＰ製であるために、それを金属板のプレス成形により製造する場合に比べて、凹凸部４２ａ…，４２ｃ…を深く形成することができ、しかもコア材４２はインナースキン１９およびアウタースキン２０間に挟持されてフロントフロアパネル２５の強度を高めるので、衝突荷重の伝達を効率良く行うことができる。特に、凹凸部４２ａ…，４２ｃ…はサイドシル２２から延びるだけでなく、フロントクロスメンバ４０からも延びるので、サイドシル２２からフロントクロスメンバ４０に伝達された衝突荷重を凹凸部４２ａ…，４２ｃ…に確実に伝達することができる。 Further, since the core material 42 is made of FRP, the concave and convex portions 42a,..., 42c... Can be formed deeper than when the core material 42 is manufactured by press molding of a metal plate. Since the strength of the front floor panel 25 is increased by being sandwiched between the outer skins 20, the collision load can be transmitted efficiently. In particular, the concave and convex portions 42a... 42c extend not only from the side sill 22, but also from the front cross member 40. Therefore, the collision load transmitted from the side sill 22 to the front cross member 40 is reliably transmitted to the concave and convex portions 42a. Can be communicated to.

また第１部分Ａの前方の第２部分Ｂのコア材４２は、第１部分Ａの波紋状の凹凸部４２ａ…の端部から前方に延びる直線状の凹凸部４２ｂ…を備えるので、フロントクロスメンバ４０の前方のコア材４２の前後方向寸法が大きくても、前方に分散された衝突荷重を第２部分Ｂの凹凸部４２ｂ…を介してダッシュパネル２１へと伝達することができ、同様に第３部分Ｃの後方の第４部分Ｄのコア材４２は、第３部分Ｃの波紋状の凹凸部４２ｃ…の端部から後方に延びる直線状の凹凸部４２ｄ…を備えるので、フロントクロスメンバ４０の後方のコア材４２の前後方向寸法が大きくても、後方に分散された衝突荷重を第４部分Ｄの凹凸部４２ｄ…を介してキックアップ部２６へと伝達することができる。 Further, since the core material 42 of the second part B in front of the first part A includes the linear uneven parts 42b extending forward from the end of the rippled uneven parts 42a of the first part A, the front cross Even if the front-back dimension of the core material 42 in front of the member 40 is large, the collision load dispersed in the front can be transmitted to the dash panel 21 through the uneven portions 42b of the second part B, and similarly. Since the core material 42 of the fourth portion D behind the third portion C includes linear uneven portions 42d extending rearward from the end portions of the ripple-shaped uneven portions 42c of the third portion C, the front cross member Even if the longitudinal dimension of the core material 42 at the rear of 40 is large, the collision load dispersed rearward can be transmitted to the kick-up portion 26 through the uneven portions 42d of the fourth portion D.

しかもダッシュパネル２１はフロントフロアパネル２５の前端から斜め上方に傾斜して延びる傾斜壁３７と、傾斜壁３７の前端から上方に延びる鉛直壁３８とを備えており、傾斜壁３７のインナースキン１９とアウタースキン２０との間に挟持されたコア材４３の前後方向に直線状に延びる凹凸部４３ａ…は、フロントフロアパネル２５の第２部分Ｂのコア材４２の前後方向に直線状に延びる凹凸部４２ｂ…に接続するので（図３参照）、前方に分散された側面衝突の衝突荷重を第２部分Ｂのコア材４２からダッシュパネル２１の傾斜壁３７のコア材４３に確実に伝達して分散し、ダッシュパネル２１の鉛直壁３８を薄く形成しても、前方に分散された衝突荷重をダッシュパネル２１の傾斜壁３７で確実に支持することができる。 Moreover, the dash panel 21 includes an inclined wall 37 that extends obliquely upward from the front end of the front floor panel 25, and a vertical wall 38 that extends upward from the front end of the inclined wall 37. The concavo-convex portion 43a extending linearly in the front-rear direction of the core material 43 sandwiched between the outer skin 20 and the concavo-convex portion extending linearly in the front-rear direction of the core material 42 of the second portion B of the front floor panel 25 is provided. 42b... (See FIG. 3), the collision load of the side collision dispersed forward is reliably transmitted from the core material 42 of the second part B to the core material 43 of the inclined wall 37 of the dash panel 21 and dispersed. Even if the vertical wall 38 of the dash panel 21 is formed thin, the collision load distributed forward can be reliably supported by the inclined wall 37 of the dash panel 21.

またサイドシル２２を前部仕切り部材４７で上部空間２２ａおよび下部空間２２ｂに仕切り、前部仕切り部材４７の前端および後端をそれぞれダッシュパネル２１およびキックアップ部２６に接続したので、前部仕切り部材４７でサイドシル２２を補強するとともに、サイドシル２２に入力した側面衝突の衝突荷重をダッシュパネル２１およびキックアップ部２６に分散して吸収することができる。特に、通常の車両が側面衝突した場合には、サイドシル２２の前部仕切り部材４７の高さに衝突荷重が入力するため、前部仕切り部材４７による補強効果でサイドシル２２の断面の崩壊を阻止することができる。 Further, since the side sill 22 is divided into the upper space 22a and the lower space 22b by the front partition member 47, and the front end and the rear end of the front partition member 47 are connected to the dash panel 21 and the kick-up portion 26, respectively, the front partition member 47 Thus, the side sill 22 can be reinforced and the collision load of the side collision input to the side sill 22 can be dispersed and absorbed in the dash panel 21 and the kick-up portion 26. In particular, when a normal vehicle has a side collision, a collision load is input to the height of the front partition member 47 of the side sill 22, so that the cross-section of the side sill 22 is prevented from collapsing due to the reinforcing effect of the front partition member 47. be able to.

またサイドシル２２の前方に連なるフロントピラーロア前部３３の車幅方向内壁３３ｂは、サイドシル２２の車幅方向内壁２２ｃに対して車幅方向内側に拡開するので（図６参照）、サイドシル２２に入力した側面衝突の荷重がフロントピラーロア前部３３に伝達されたときに、強度を増したフロントピラーロア前部３３によってサイドシル２２の倒れを一層効果的に防止することができる。 Further, the inner wall 33b in the vehicle width direction of the front pillar lower front portion 33 connected to the front of the side sill 22 expands inward in the vehicle width direction with respect to the inner wall 22c in the vehicle width direction of the side sill 22 (see FIG. 6). When the input side collision load is transmitted to the front pillar lower front portion 33, the front pillar lower front portion 33 with increased strength can more effectively prevent the side sill 22 from falling.

車両がポール等に側面衝突した場合には、他車のバンパービームが側面衝突した場合に比べて、サイドシル２２に局所的な大荷重が入力する可能性がある。このような場合、サイドシル２２の上部空間２２ａ内に上側エネルギー吸収部材５２を配置し、サイドシル２２の下部空間２２ｂ内に下側エネルギー吸収部材５３を配置したので、前部仕切り部材４７に加えて上部エネルギー吸収部材５２および下部エネルギー吸収部材５３が圧壊して衝突エネルギーを吸収することで、車室の保護を図ることができる。 When a vehicle collides with a pole or the like in a side collision, a local heavy load may be input to the side sill 22 as compared with a case where a bumper beam of another vehicle collides with the side. In such a case, since the upper energy absorbing member 52 is disposed in the upper space 22a of the side sill 22 and the lower energy absorbing member 53 is disposed in the lower space 22b of the side sill 22, the upper energy absorbing member 53 is disposed in addition to the front partition member 47. Since the energy absorbing member 52 and the lower energy absorbing member 53 are crushed and absorb the collision energy, the vehicle compartment can be protected.

ポール等に側面衝突してサイドシル２２の下端から上端までの広い範囲に衝突荷重が入力した場合、フロントフロアパネル２５から上方に遠く離れたサイドシル２２の上端に大きな衝突荷重が加わるとサイドシル２２を倒そうとする曲げモーメントＭが大きくなるが、上部エネルギー吸収部材５２の強度を下部エネルギー吸収部材５３の強度よりも低く設定したことで、通常は圧壊し難い上側エネルギー吸収部材５２と通常は圧壊し易い下側エネルギー吸収部材５３とを均等に圧壊して前記モーメントＭを減少させることで、サイドシル２２の車幅方向内側への倒れを最小限に抑えながらエネルギー吸収効果を最大限に発揮させることができる。 If a collision load is input in a wide range from the lower end to the upper end of the side sill 22 due to a side collision with a pole or the like, the side sill 22 is brought down when a large collision load is applied to the upper end of the side sill 22 far from the front floor panel 25. Although the bending moment M to be increased becomes large, the upper energy absorbing member 52 is set to be lower in strength than the lower energy absorbing member 53, so that the upper energy absorbing member 52 which is normally hard to be crushed and is usually easily crushed. By uniformly crushing the lower energy absorbing member 53 and reducing the moment M, it is possible to maximize the energy absorbing effect while minimizing the side sill 22 from falling inward in the vehicle width direction. .

また車体側面視で、上側エネルギー吸収部材５２および下側エネルギー吸収部材５３は山部５２ａ…，５３ａ…および谷部５２ｂ…，５３ｂ…が連続するジグザグ形状であり、上側エネルギー吸収部材５２の谷部５２ｂ…と下側エネルギー吸収部材５３の山部５３ａ…とは前部仕切り部材４７を挟んで対峙するので（図４参照）、前記谷部５２ｂ…と前記山部５３ａ…とが前部仕切り部材４７を介して強固に一体化されることで、上側エネルギー吸収部材５２、下側エネルギー吸収部材５３および前部仕切り部材４７によって多数の強固な三角形が構成される。これにより、ポール等との衝突によりサイドシル２２に集中的な衝突荷重が入力したときに、上側エネルギー吸収部材５２、下側エネルギー吸収部材５３および前部仕切り部材４７を確実に圧壊してエネルギー吸収効果を高めることができる。 Further, when viewed from the side of the vehicle body, the upper energy absorbing member 52 and the lower energy absorbing member 53 have a zigzag shape in which peaks 52a... 53a... And valleys 52b. 52b and the peak portions 53a of the lower energy absorbing member 53 are opposed to each other with the front partition member 47 interposed therebetween (see FIG. 4), so that the valley portions 52b and the peak portions 53a are opposed to the front partition member. By being firmly integrated via 47, the upper energy absorbing member 52, the lower energy absorbing member 53, and the front partition member 47 constitute a large number of strong triangles. Thus, when a concentrated collision load is input to the side sill 22 due to a collision with a pole or the like, the upper energy absorbing member 52, the lower energy absorbing member 53, and the front partition member 47 are surely crushed and the energy absorbing effect is obtained. Can be increased.

またダッシュパネル２１は、サスペンション支持モジュール１２の下部を締結する第１補強部材５４の近傍からサイドシル２２の前端へと後方に湾曲しながら連なるホイールハウス後壁３３ａを備えており（図４参照）、サイドシル２２の上壁２２ｅとホイールハウス後壁３３ｅとを略水平方向に延びる前部連結板４８で接続したので、特にナローオフセット前面衝突時にタイヤからホイールハウス後壁３３ａに入力した衝突荷重を前部連結板４８を介してサイドシル２２の上壁２２ｅへと効率的に伝達して支持することで、ダッシュパネル２１が後方に倒れるのを防止して車室空間を確保することができる。しかもサイドシル２２の内部を略水平方向に延びる前部仕切り部材４７で上部空間２２ａおよび下部空間２２ｂに仕切り、前部仕切り部材４７の前端をホイールハウス後壁３３ａに接続したので、ホイールハウス後壁３３ａに入力した前面衝突の衝突荷重を、ホイールハウス後壁３３ａから前部仕切り部材４７を介してサイドシル２２に効率的に伝達して支持することができる。 In addition, the dash panel 21 includes a wheel house rear wall 33a that continuously curves from the vicinity of the first reinforcing member 54 that fastens the lower portion of the suspension support module 12 to the front end of the side sill 22 (see FIG. 4). Since the upper wall 22e of the side sill 22 and the wheel house rear wall 33e are connected by the front connecting plate 48 extending in a substantially horizontal direction, the collision load input from the tire to the wheel house rear wall 33a at the time of a narrow offset frontal collision is generated. By efficiently transmitting and supporting the upper side wall 22e of the side sill 22 via the connecting plate 48, the dash panel 21 can be prevented from falling backward and a vehicle compartment space can be secured. In addition, the interior of the side sill 22 is partitioned into an upper space 22a and a lower space 22b by a front partition member 47 extending in a substantially horizontal direction, and the front end of the front partition member 47 is connected to the wheel house rear wall 33a. It is possible to efficiently transmit and support the collision load of the frontal collision input to the side sill 22 through the front partition member 47 from the wheel house rear wall 33a.

また前部連結板４８の左右方向幅は、第１補強部材５４に接近するようにサイドシル２２側からホイールハウス後壁３３ａ側に向かって車幅方向内向きに拡幅するので（図６参照）、ダッシュパネル２１に入力した前面衝突の衝突荷重をホイールハウス後壁３３ａからサイドシル２２に一層効率的に伝達することができる。しかも上部エネルギー吸収部材５２および下部エネルギー吸収部材５３でサイドシル２２の内面および前部仕切り部材４７を一体に結合して曲げ剛性を高めることで．前面衝突の衝突荷重を一層確実に支持することができる。 Further, the width in the left-right direction of the front connecting plate 48 is increased inward in the vehicle width direction from the side sill 22 side toward the wheel house rear wall 33a side so as to approach the first reinforcing member 54 (see FIG. 6). The collision load of the frontal collision input to the dash panel 21 can be more efficiently transmitted from the wheel house rear wall 33a to the side sill 22. In addition, the upper energy absorbing member 52 and the lower energy absorbing member 53 are integrally connected to the inner surface of the side sill 22 and the front partition member 47 to increase the bending rigidity. It is possible to more reliably support the collision load of the frontal collision.

特に、前部連結板４８の高さを第１補強部材５４の上部締結部であるボルト孔５４ａおよび雌ねじ孔５４ｂの高さに略一致させ、前部仕切り部材４７の高さを第１補強部材５４の下部締結部であるボルト孔５４ｃおよび雌ねじ孔５４ｄの高さに略一致させたので（図４参照）、サスペンション支持モジュール１２のフロントサイドフレーム後部３１から第１補強部材５４に入力した前面衝突の衝突荷重を、ホイールハウス後壁３３ａから前部連結板４８および前部仕切り部材４７を介してサイドシル２２に一層効率的に伝達することができる。 In particular, the height of the front connecting plate 48 is made to substantially coincide with the heights of the bolt holes 54a and the female screw holes 54b that are upper fastening portions of the first reinforcing member 54, and the height of the front partitioning member 47 is set to the first reinforcing member. Since the bolt holes 54c and the female screw holes 54d, which are lower fastening portions 54, are substantially matched with each other (see FIG. 4), the front collision input to the first reinforcing member 54 from the rear side frame 31 of the suspension support module 12 Can be transmitted from the wheel house rear wall 33a to the side sill 22 through the front connection plate 48 and the front partition member 47 more efficiently.

またリヤフロアパネル２７の前端と、サイドシル２２の上壁２２ｅとを、サイドシル２２の後部内に配置されて略水平方向に延びる後部第１連結板４９で連結したので（図７参照）、後上方に立ち上がるサイドシル２２の後部の強度を後部第１連結板４９で高めることで、ＳＵＶ等の車高の高い車両がサイドシル２２の後部に側面衝突した場合であっても、衝突荷重によるサイドシル２２の後部の圧壊を防止することができるだけでなく、衝突荷重をリヤサイドフレーム２３およびリヤフロアパネル２７に効率的に伝達することで、サイドシル２２の車幅方向内方への倒れを防止することができる。 Further, the front end of the rear floor panel 27 and the upper wall 22e of the side sill 22 are connected by a rear first connecting plate 49 disposed in the rear part of the side sill 22 and extending in a substantially horizontal direction (see FIG. 7). By increasing the strength of the rear portion of the rising side sill 22 with the rear first connecting plate 49, even if a vehicle with a high vehicle height such as SUV collides sideways with the rear portion of the side sill 22, Not only can the crushing be prevented, but also the collision load can be efficiently transmitted to the rear side frame 23 and the rear floor panel 27, whereby the side sill 22 can be prevented from falling inward in the vehicle width direction.

またリヤサイドフレーム２３の内部を後部仕切り部材５１で上部空間２３ａおよび下部空間２３ｂに仕切り、後部仕切り部材５１の前端を後部第１連結板４９の後端に連結したので、側面衝突の衝突荷重によるリヤサイドフレーム２３の圧壊を後部仕切り部材５１で防止することができるだけでなく、サイドシル２２に入力した側面衝突の衝突荷重をリヤサイドフレーム２３からリヤフロアパネル２７に一層効率的に分散することができる。 Further, since the interior of the rear side frame 23 is partitioned into the upper space 23a and the lower space 23b by the rear partition member 51, and the front end of the rear partition member 51 is connected to the rear end of the rear first connecting plate 49, the rear side due to the collision load of the side collision. Not only can the frame 23 be crushed by the rear partition member 51, but also the collision load of the side collision input to the side sill 22 can be more efficiently distributed from the rear side frame 23 to the rear floor panel 27.

またサイドシル２２の後部内に、後部第１連結板４９の上方において略水平方向に延びる後部第２連結板５０を配置したので、サイドシル２２の後部に衝突荷重が入力したときに、後部第１連結板４９および後部第２連結板５０が協働してサイドシル２２の後部の圧壊を一層確実に防止することができる。 Further, since the rear second connecting plate 50 extending in the substantially horizontal direction is disposed above the rear first connecting plate 49 in the rear portion of the side sill 22, when a collision load is input to the rear portion of the side sill 22, the rear first connecting portion is connected. The plate 49 and the rear second connecting plate 50 cooperate to more reliably prevent the rear portion of the side sill 22 from being crushed.

またフロントフロアパネル２５の後端からリヤフロアパネル２７の前端に向かって起立するキックアップ部２６の内部に車幅方向に延びる凹凸部４５ａ…を有するコア材４５を配置し、キックアップ部２６のコア材４５の車幅方向両端を延長した隔壁部４５ｂの平坦部４５ｃをサイドシル２２の内部に挿入し、後部第１連結板４９の後端を平坦部４５ｃに接続したので（図７参照）、サイドシル２２の後部に側面衝突の衝突荷重が入力したときに、コア材４５を延長した隔壁部４５ｂでサイドシル２２およびリヤサイドフレーム２３の圧壊を防止するとともに、側面衝突の衝突荷重をキックアップ部２６に効率的に伝達して支持することができる。 Further, a core material 45 having uneven portions 45a extending in the vehicle width direction is disposed inside the kick-up portion 26 standing up from the rear end of the front floor panel 25 toward the front end of the rear floor panel 27, and the core of the kick-up portion 26 is disposed. Since the flat part 45c of the partition part 45b which extended the vehicle width direction both ends of the material 45 was inserted in the inside of the side sill 22, the rear end of the rear 1st connection board 49 was connected to the flat part 45c (refer FIG. 7). When the collision load of the side collision is input to the rear part of the side wall 22, the partition part 45 b extending the core material 45 prevents the side sill 22 and the rear side frame 23 from being crushed, and the side collision collision load is efficiently applied to the kick-up part 26. Can be transmitted and supported.

またキックアップ部２６のコア材４５の隔壁部４５ｂから上方に延出するＦＲＰ製の平坦部４５ｃをサイドシル２２の上壁２２ｅに接続し、平坦部４５ｃは少なくとも車幅方向外側から内側に向かって下向きに傾斜する繊維配向方向を有するので（図７参照）、側面衝突の衝突荷重がサイドシル２２の上部に入力したとき、衝突荷重を平坦部４５ｃに傾斜して配向された繊維を介してキックアップ部２６のコア材４５に効率的に伝達することができる。 Further, a flat portion 45c made of FRP extending upward from the partition wall portion 45b of the core material 45 of the kick-up portion 26 is connected to the upper wall 22e of the side sill 22, and the flat portion 45c is at least from the outside in the vehicle width direction toward the inside. Since it has a fiber orientation direction that inclines downward (see FIG. 7), when a collision load of a side collision is input to the upper part of the side sill 22, the collision load is kicked up via a fiber that is inclined and oriented to the flat portion 45c. It can be efficiently transmitted to the core material 45 of the portion 26.

以上、本発明の実施の形態を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。 The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

例えば、実施の形態ではキャビン１１等をＣＦＲＰで構成しているが、カーボン繊維以外の繊維を用いたＦＲＰ（繊維強化樹脂）で構成しても良い。 For example, in the embodiment, the cabin 11 and the like are made of CFRP, but may be made of FRP (fiber reinforced resin) using fibers other than carbon fibers.

１１キャビン
１９インナースキン
１９ｂ傾斜面
２０アウタースキン
２１ダッシュパネル（前壁）
２２サイドシル
２２ａ上部空間
２２ｂ下部空間
２２ｃ内壁
２５フロントフロアパネル（フロアパネル）
２６キックアップ部（後壁）
３３フロントピラーロア前部
３３ｂ内壁
４２コア材
４２ａ凹凸部
４２ｃ凹凸部
４７前部仕切り部材（仕切り部材）
５２上側エネルギー吸収部材
５２ａ山部
５２ｂ谷部
５３下側エネルギー吸収部材
５３ａ山部
５３ｂ谷部
５９フレーム部材
Ｏ１サイドシルの前部側の中心
Ｏ２サイドシルの後部側の中心
11 Cabin 19 Inner skin 19b Inclined surface 20 Outer skin 21 Dash panel (front wall)
22 Side sill 22a Upper space 22b Lower space 22c Inner wall 25 Front floor panel (floor panel)
26 Kick-up club (rear wall)
33 Front pillar lower front portion 33b Inner wall 42 Core material 42a Uneven portion 42c Uneven portion 47 Front partition member (partition member)
52 Upper energy absorbing member 52a Mountain portion 52b Valley portion 53 Lower energy absorbing member 53a Mountain portion 53b Valley portion 59 Frame member O1 Center on the front side of the side sill O2 Center on the rear side of the side sill

Claims

By coupling the outer skins made of FRP (20) located on the compartment outer side and an inner skin made of FRP (19) located on the vehicle interior side, at least the floor panel (25), said floor panel (25) Vehicle cabin structure comprising a cabin (11) having side sills (22) connected to both sides in the vehicle width direction,
An inclined surface (19b) extending in the front-rear direction is formed at the boundary between the floor panel (25) and the side sill (22) in the inner skin (19), and the inclined surface (19b) and the outer skin (20) are formed. A cabin structure for an automobile, which is connected by a frame member (59) extending in the front-rear direction.

The cabin structure according to claim 1, wherein the frame member (59) is a cylindrical hollow member.

The side sill (22) is partitioned into an upper space (22a) and a lower space (22b) by a partition member (47), and the front end and the rear end of the partition member (47) are front walls made of FRP of the cabin (11), respectively. (21) and the FRP rear wall (26), the upper energy absorbing member (52) is disposed in the upper space (22a), and the lower energy absorbing member (53) is disposed in the lower space (22b). The vehicle cabin structure according to claim 1 or 2, wherein:

The floor panel (25) is connected to the lower space (22b), and the strength of the upper energy absorbing member (52) is set lower than the strength of the lower energy absorbing member (53). The automobile cabin structure according to claim 3.

The upper energy absorbing member (52) and the lower energy absorbing member (53) have a zigzag shape in which peaks (52a, 53a) and valleys (52b, 53b) are continuous when viewed from the side of the vehicle body. The trough (52b) of the absorbing member (52) and the peak (53a) of the lower energy absorbing member (53) face each other with the partition member (47) in between. The cabin structure of the automobile according to claim 4.

The floor panel (25) includes a core member (42) sandwiched between the inner skin (19) and the outer skin (20), and the front half of the left and right core members (42) sandwiching the vehicle center line is In addition, the second half of the left and right core members (42) having a corrugated portion (42a) formed in a ripple shape with the front side of the side sill (22) connected to the center as a center (O1), The automobile according to any one of claims 1 to 5, further comprising a concavo-convex portion (42c) formed in a ripple shape with the rear side of the side sill (22) connected to the center as a center (O2). Cabin structure .

The vehicle width direction inner wall (33b) of the front pillar lower front portion (33) connected to the front side of the side sill (22) is expanded inward in the vehicle width direction with respect to the vehicle width direction inner wall (22c) of the side sill (22). The automobile cabin structure according to any one of claims 1 to 6, wherein: