JP5896290B2 - Car FRP cabin - Google Patents

Description

  According to the present invention, a cabin including at least a floor panel, left and right side sills rising from both left and right side portions of the floor panel, and a dash panel rising from the front portion of the floor panel and the front portion of the side sill is integrated with FRP. The present invention relates to an FRP cabin of a formed automobile.

  A frame member extending in the vehicle width direction is arranged inside the dash panel of the cabin of the automobile made of CFRP (carbon fiber reinforced resin), and the center portion of the frame member in the vehicle width direction faces the front end of the floor tunnel. Japanese Patent Application Laid-Open No. 2004-151867 discloses a technique in which both ends in the vehicle width direction face the front ends of the left and right side sills to disperse and absorb the collision load of the frontal collision in the floor tunnel and the left and right side sills.

Japanese Patent No. 4777880

  By the way, what is described in Patent Document 1 described above is that, for example, when a large collision load is input to the skeleton member in the dash panel from the left and right front side frames due to a narrow offset frontal collision, the vehicle width direction end of the skeleton member and the side sill When the hollow front pillar lower disposed between the front end of the vehicle and the front end of the vehicle is crushed, the dash panel may move rearward and narrow the passenger compartment space.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to reliably transmit a collision load input to a dash panel of an FRP cabin during a frontal collision of an automobile to a side sill and absorb it.

In order to achieve the above object, according to the first aspect of the present invention, at least a floor panel, left and right side sills rising from both left and right side portions of the floor panel, a front portion of the floor panel and the side sills A FRP cabin of an automobile in which a cabin including a dash panel rising from a front portion is integrally formed with FRP, wherein the dash panel extends from a front side frame fastening portion that fastens a front side frame to a front end of the side sill. A rear wall of the wheel house that is curved while being bent rearward, and the upper wall of the side sill and the rear wall of the wheel house are connected by a connecting plate extending in a substantially horizontal direction, and the lateral width of the connecting plate is the front side frame From the side sill side toward the rear wall side of the wheel house so as to approach the fastening portion A width, a partition substantially upper space and lower space by a partition member extending in the horizontal direction inside the side sill, FRP made cabin of a motor vehicle, wherein a front end of the partition member coupled to the wheel house rear wall is proposed Is done.

According to the second aspect of the present invention, in addition to the configuration of the first aspect , the front side frame fastening portion includes an upper fastening portion and a lower fastening portion, and the connecting plate is substantially the same as the upper fastening portion. An automobile FRP cabin is proposed, characterized in that it is connected to the rear wall of the wheel house at a height and the partition member is connected to the rear wall of the wheel house at a height substantially the same as the lower fastening portion.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, an energy absorbing member is disposed in each of the upper space and the lower space of the side sill. The FRP cabin is proposed.

  The front side frame front portion 13 and the front side frame rear portion 31 of the embodiment correspond to the front side frame of the present invention, and the front floor panel 25 of the embodiment corresponds to the floor panel of the present invention. The front partition member 47 corresponds to the partition member of the present invention, the front connection plate 48 of the embodiment corresponds to the connection plate of the present invention, and the upper energy absorption member 52 and the lower energy absorption member 53 of the embodiment. Corresponds to the energy absorbing member of the present invention, the first reinforcing member 54 of the embodiment corresponds to the front side frame fastening portion of the invention, and the bolt hole 54a and the female screw hole 54b of the embodiment are the upper fastening of the invention. The bolt hole 54c and the female screw hole 54d of the embodiment correspond to the lower fastening portion of the present invention.

According to the configuration of claim 1, the FRP cabin of an automobile includes at least a floor panel, left and right side sills that stand up from the left and right sides of the floor panel, and a dash panel that stands up from the front part of the floor panel and the front part of the side sill. The dash panel includes a rear wall of the wheel house that is continuously bent from the front side frame fastening portion that fastens the front side frame to the front end of the side sill. Since the upper wall of the side sill and the rear wall of the wheel house are connected by a connecting plate that extends in a substantially horizontal direction, the upper wall of the side sill is connected to the collision load that is input from the tire to the rear wall of the wheel house during a narrow offset frontal collision. By efficiently transmitting and supporting the vehicle, it is possible to prevent the dash panel from falling backward and to secure a vehicle compartment space. In addition, the width of the connecting plate in the left-right direction is increased from the side sill side toward the wheel house rear wall so as to approach the front side frame fastening part. Since the interior of the side sill can be efficiently transmitted to the side sill and is partitioned into an upper space and a lower space by a partition member extending in a substantially horizontal direction, and the front end of the partition member is connected to the wheel house rear wall, the wheel house rear wall It is possible to efficiently transmit the collision load of the frontal collision input to the side sill from the rear wall of the wheel house through the partition member.

According to the second aspect of the present invention, the front side frame fastening portion is composed of an upper fastening portion and a lower fastening portion, the connecting plate is connected to the rear wall of the wheel house at substantially the same height as the upper fastening portion, and the partition member is Since it is connected to the rear wall of the wheel house at almost the same height as the fastening part, the collision load of the frontal collision input from the front side frame to the front side frame fastening part is transmitted from the rear side wall of the wheel house through the connecting plate and partition member. Can be transmitted more efficiently.

Further, according to the configuration of the third aspect, since the energy absorbing members are arranged in the upper space and the lower space of the side sill, respectively, the inner surface of the side sill and the partition member are integrally coupled by the energy absorbing member to increase the bending rigidity. It is possible to more reliably support the collision load of the frontal collision.

The perspective view of the cabin made from CFRP of a car. The perspective view of the cabin which removed the inner skin. FIG. 3 is a three-direction arrow view of FIG. 2. FIG. 4 is a sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. FIG. 6 is a sectional view taken along line 6-6 in FIG. FIG. 7 is a view in the direction of arrow 7 in FIG. 3. FIG. 8 is a view taken in the direction of arrow 8 in FIG. 3.

  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.

  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.

  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.

  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.

  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.

  Next, the structure of the cabin 11 will be described in detail with reference to FIGS.

  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.

  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).

  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).

  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.

  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).

  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).

  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).

  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).

  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).

  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.

  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 °.

  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.

  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.

  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.

  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.

  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.

  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).

  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.

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

  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, a bending moment M (which causes the side sill 22 to fall 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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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. .

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, 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 Cabin 13 Front side frame front (front side frame)
21 Dash panel 22 Side sill 22a Upper space 22b Lower space 22e Upper wall 25 Front floor panel (floor panel)
31 Front side frame rear (front side frame)
33a Wheelhouse rear wall 47 Front partition member (partition member)
48 Front connection plate (connection plate)
52 Upper energy absorbing member (energy absorbing member)
53 Lower energy absorbing member (energy absorbing member)
54 1st reinforcement member (front side frame fastening part)
54a Bolt hole (upper fastening part)
54b Female screw hole (upper fastening part)
54c Bolt hole (lower fastening part)
54d Female screw hole (lower fastening part)

Claims (3)

Stands up from at least the floor panel (25), the left and right side sills (22) rising from the left and right side portions of the floor panel (25), the front portion of the floor panel (25) and the front portion of the side sill (22). A FRP cabin of an automobile in which a cabin (11) having a dash panel (21) is integrally formed with FRP,
The dash panel (21) is connected to the rear wall (33a) of the wheel house that is curved while being bent backward from the front side frame fastening portion (54) for fastening the front side frame (13, 31) to the front end of the side sill (22). And connecting the upper wall (22e) of the side sill (22) and the rear wall (33a) of the wheel house with a connecting plate (48) extending in a substantially horizontal direction, and the lateral width of the connecting plate (48) is The side sill (22) is widened from the side sill (22) side toward the front side frame fastening portion (54) toward the rear side of the wheel house (33a), and the inside of the side sill (22) extends in a substantially horizontal direction. A partition member (47) partitions the upper space (22a) and the lower space (22b), and the front end of the partition member (47) is located behind the wheel house. The FRP cabin of a motor vehicle, characterized in that linked to (33a). The front side frame fastening part (54) includes an upper fastening part (54a, 54b) and a lower fastening part (54c, 54d), and the connecting plate (47) is substantially the same height as the upper fastening part (54a, 54b). The wheel house rear wall (33a) is connected, and the partition member (47) is connected to the wheel house rear wall (33a) at substantially the same height as the lower fastening portion (54c, 54d). The FRP cabin of an automobile according to claim 1 . The vehicle according to claim 1 or 2 , wherein energy absorbing members (52, 53) are arranged in the upper space (22a) and the lower space (22b) of the side sill (22), respectively. FRP cabin.

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