JP6016235B2 - Auto body structure - Google Patents

Description

  The present invention relates to a vehicle body structure of an automobile constituted by a fiber reinforced resin member including a carbon fiber UD in which a bathtub-like cabin of an automobile is laminated in a plurality of layers.

  When an automobile body floor is RTM-molded with fiber reinforced resin, two prepregs corresponding to the left and right floor panel parts are arranged in the vehicle width direction outside edge of one prepreg corresponding to the floor tunnel part. The one that overlaps and integrates the edges is known from Patent Document 1 below.

  Further, when the end portions of the first and second prepregs containing reinforcing fibers oriented in the 0 ° direction and the 90 ° direction are overlapped and joined together, the reinforcing fibers in the 0 ° direction of the first prepreg and the second prepreg Patent Document 2 listed below discloses that the prepreg is superposed and integrated so as to be in contact with the reinforcing fiber in the 0 ° direction.

  Also, cover the part of the fiber reinforced resin panel where the edges of the panel are overlapped, and the connection fiber material is covered with a film-like vacuum pack, and the reactive resin material is sucked and cured inside the vacuum pack. It is known from Patent Document 3 below to obtain a smooth and high-strength panel.

JP 2010-155403 A JP 2009-062483 A JP 2006-218821 A

  By the way, when a fiber reinforced resin member is formed by arranging a plurality of prepregs in a mold, it is necessary to shape the prepreg so as to conform to the shape of the cavity of the mold. An edge, that is, a discontinuous portion of UD is disposed in the vicinity of the corner portion of the fiber reinforced resin member.

  However, stress concentration is likely to occur at the corner of the fiber reinforced resin member due to external force. Therefore, if a discontinuous portion of the UD is located at the corner portion, the fiber reinforced resin member is delaminated based on the discontinuous portion. There is a problem that causes cracks. If the position of the discontinuous portion of the UD is shifted from the corner portion in order to prevent the occurrence of this crack, there is a problem that the moldability deteriorates due to wrinkling of the prepreg at the corner portion.

  The present invention has been made in view of the above circumstances, and an object thereof is to prevent the occurrence of cracks due to stress concentration while maintaining the formability of the corner portion of the fiber-reinforced resin member.

In order to achieve the above object, according to the first aspect of the present invention, there is provided a vehicle body structure of an automobile comprising a fiber reinforced resin member including a carbon fiber UD in which a bathtub-like cabin of an automobile is laminated in a plurality of layers. The fiber reinforced resin member includes a fiber reinforced resin member in which the corner portion of the fiber reinforced resin member is continuous without cutting at least the UD of the central layer in the laminating direction, and the inner and outer surfaces of the corner portion include a carbon fiber fabric. The UD of the layer adjacent to the patch has a discontinuous portion, and the UD stacked in the plurality of layers has a carbon fiber orientation direction of 0 °, + 60 °, and The body of an automobile includes the one having −60 °, and the fabric of the patch includes one having + 45 ° and −45 ° orientation directions of carbon fibers. Structure Ru been proposed.

According to the invention described in or claim 2, in addition to the first aspect, wherein the patch body structure of a vehicle characterized in that it is laminated to the strip along the edge of the corner is proposed Is done.

According to the invention described in claim 3 , in addition to the configuration of claim 1 or claim 2 , a metal attached member is fixed to the fiber reinforced resin member, and the corner portion is the attached member. A vehicle body structure characterized by being located in the vicinity of is proposed.

According to the invention described in claim 4 , in addition to the structure of claim 1 or 2 , the metal insert member to which the attached member is fastened is sandwiched between the two fiber reinforced resin members. An automobile body structure is proposed in which the corner portion is located in the vicinity of the insert member.

  The suspension support module 12 and the seat 74 of the embodiment correspond to the mounted member of the present invention, and the inner skin 19 and the outer skin 20 of the embodiment correspond to the fiber-reinforced resin member of the present invention. The rear insert member 83 corresponds to the insert member of the present invention.

  According to the configuration of the first aspect, the bathtub-like cabin of the automobile is formed of a fiber reinforced resin member including a UD of carbon fibers laminated in a plurality of layers. The corner portion of the fiber reinforced resin member is continuous without cutting at least the UD of the central layer in the laminating direction, and a fiber reinforced resin patch containing a carbon fiber fabric is laminated on the inner surface and the outer surface of the corner portion. Therefore, the corner portion where stress concentration is likely to occur can be reinforced with a patch to suppress delamination and prevent the corner portion from cracking. In particular, the patch is easily stretched on the outer side of the corner in the bending direction and the formability is improved, and the strength against the compressive load of the patch is increased on the inner side in the bending direction of the corner, thereby effectively preventing the occurrence of cracks. be able to. The maximum shearing load at the corner is generated at the center in the stacking direction, but the maximum shearing load can be reduced by increasing the wall thickness by stacking the patches, and the maximum shearing load is generated at the center in the stacking direction. Since the UD is continuous without being cut, the delamination is suppressed.

Also, those UD laminated to several layers double the alignment direction of the carbon fibers of 0 °, + 60 because including those ones and -60 ° of °, high strength fiber-reinforced resin to offset the direction of the UD A member can be obtained.

Also, since the fabric patches include the ones and -45 ° in the orientation direction + 45 ° of the carbon fiber, the bend outward corners only improves moldability patch becomes more liable elongation In addition, the strength of the patch against the compressive load is further increased inside the corner in the bending direction.

Also, among the UD laminated to several layers double, because it has a UD discontinuous portion of the layer adjacent to at least a patch, be easily molded corners and adapt the UD to the shape of the mold cavity Not only is it easy, but the UD of the layer adjacent to the patch is located outside the fiber reinforced resin member in the thickness direction and has a lower shear load than the center in the thickness direction, and the discontinuity of the UD is reinforced by the patch. Therefore, the discontinuous portion of the UD does not become a crack base point.

According to the configuration of the second aspect , since the patches are stacked in a band shape along the ridgeline of the corner portion, the area of the patch can be minimized and an increase in weight can be suppressed.

According to the configuration of the third aspect , since the metal attached member is fixed to the fiber reinforced resin member and the corner portion is located in the vicinity of the attached member, a load is transmitted from the attached member to the corner portion. Moreover, it is prevented that a crack is generated in the reinforced corner portion. In addition, since it is not necessary to add a structure for preventing cracks at the corners on the attached member side, it is possible to minimize the cost increase.

Moreover, according to the structure of Claim 4 , since the metal insert member to which a to-be-attached member is fastened is clamped between two fiber reinforced resin members, and a corner part is located in the vicinity of an insert member, Even if a load is transmitted to the corner portion through the insert member, the reinforced corner portion is prevented from being damaged. In addition, since it is not necessary to add a structure for preventing cracks at the corners on the attached member side, it is possible to minimize the cost increase.

The perspective view of the cabin made from CFRP of a car. FIG. FIG. 3 is a three-direction arrow view of FIG. 1. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. The schematic diagram which shows the cross-section of a corner part. The graph which shows the relationship of the shear load with respect to distortion of UD and a textile fabric. The figure which shows distribution of the lamination direction of the shear load in a corner part.

  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.

  First, the structure of a vehicle body frame to which the present invention is applied will be described with reference to FIGS.

  As shown in FIG. 1 and FIG. 2, 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 cast parts of an aluminum alloy connected to the front end of the cabin 11. Suspension support modules 12, 12, a pair of left and right front side frame front portions 13, 13 made of an aluminum alloy extruded material extending forward from the front ends of suspension support modules 12, 12, and front ends of front side frame front portions 13, 13 A front end module 14 made of CFRP supported on the front end, 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 side extending from the rear ends of the lower members 15, 15. CFRP left connected to the front edge of cabin 11 A pair of upper members 16, 16, a CFRP roll bar 17 erected on the rear upper surface of the cabin 11, and a pair of left and right stays 18, 18 made of CFRP that support and reinforce 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 vertically, and includes a dash panel 21 at the front end, a pair of left and right side sills 22, 22 extending rearward from both ends in the vehicle width direction of the dash panel 21, and a side sill 22. 22, a pair of left and right rear side frames 23 extending from the rear end to the rear upper side, 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 inner skin 19 and the outer skin 20 include joining flanges 19a and 20a extending so as to surround the outer peripheries of the dash panel 21, the left and right side sills 22 and 22, the left and right rear side frames 23 and 23, and the rear end cross member 24. The 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 (see FIG. 4). The inclined wall 37 and the vertical wall 38 of the dash panel 21 include a corrugated core material 43 sandwiched between the inner skin 19 and the outer skin 20 (see FIG. 3).

  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.

  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.

  Seats 74 are respectively disposed on the left and right front floor panels 25 of the floor tunnel 39. Each of the seats 74 is supported on a pair of left and right seat rails 75 and 75 that are installed to connect the front cross member 40 and the rear cross member 41 so as to be movable back and forth.

  As is apparent from FIG. 3, the suspension support module 12 is fastened to the front surface of the dash panel 21 at four locations on the front side frame rear portion 31 and three locations on the damper housing 32. That is, first and second reinforcing members 57 and 58 made of extruded aluminum are inserted in the dash panel 21 in advance. The first reinforcing member 57 is a rectangular flat member, and two bolt holes 57a and 57a and two female screw holes 57b and 57b are formed at the corners thereof. The second reinforcing member 58 is a triangular flat member, and three bolt holes 58a are formed at the corners thereof. On the other hand, two female screw holes 31 a and 31 a and two bolt holes 31 b and 31 b are formed in the rear end of the front side frame rear portion 31 of the suspension support module 12, and the rear of the damper housing 32 of the suspension support module 12. Three female screw holes 32a are formed at the end.

  Then, the two bolts 59, 59 that pass through the two bolt holes 57a, 57a of the first reinforcing member 57 from the rear to the front are screwed into the two female screw holes 31a, 31a of the front side frame rear portion 31, so that the front Two bolts 60, 60 penetrating through the two bolt holes 31 b, 31 b of the side frame rear portion 31 from the front to the rear are screwed into the two female screw holes 57 b, 57 b of the first reinforcing member 57, and the second reinforcing member The suspension support module 12 is attached to the dash panel 21 by screwing the three bolts 61 passing through the three bolt holes 58a... 58 into the three female screw holes 32a of the damper housing 32. Fastened to the front.

  When the suspension support module 12 is fixed to the vertical wall 38 of the dash panel 21 in this manner, the corner portion a between the wheel house 20b and the inclined wall of the dash panel 21 is located in the vicinity of the fixed portion of the vertical wall 38. The corner part a between 37 is located. Since the outer skin 20 of the cabin 11 is strongly bent at the corner portion a, stress concentration occurs when a large load is input from the suspension support module 12, and the fiber reinforced resin is easily delaminated and easily cracked. There is.

  As shown in FIG. 4, the seat 74 includes a seat cushion 76, and a seat back 78 supported so as to be reclining on the rear end of the seat cushion 76 via a pivot 77, and supports the lower surface of the seat cushion 76. A pair of front and rear sliders 80, 80 provided on the lower surface of the seat frame 79 is supported by each seat rail 75 so as to be slidable forward and backward. A front mounting portion 75a in which the front end of the seat rail 75 is bent forward and downward is fastened with a bolt 82 to a front insert member 81 provided on the front cross member 40, and a rear mounting portion provided on the lower surface of the rear end of the seat rail 75. 75b is fastened to the rear insert member 83 provided on the rear cross member 41 with a bolt 84.

That is, the front cross member 40 in which a part of the inner skin 19 is bulged upward has a front wall 40a, an upper wall 40b, and a rear wall 40c, and extends in the vehicle width direction. The front cross member 40 is fixed to the front wall 40a. The front insert member 81 includes a main body portion 85 that fits on the back surface of the front wall 40a of the front cross member 40, and a washer 86 that is press-fitted into the main body portion 85 across the front wall 40a of the front cross member 40. Composed. The front mounting portion 75a of the seat rail 75, a bolt 82 passing through the front wall 40a of the washer 86 and the front cross member 40 by screwing the body portion 85, front portion front cross member 4 0 seat rails 75 Fixed to.

  A rear cross member 41 having a part of the inner skin 19 bulging upward has a front wall 41a, an upper wall 41b and a rear wall 41c, and extends in the vehicle width direction. The rear insert member 83 is a rear cross member. The member 41 is fixed to the upper wall 41b of the member 41 and the outer skin 20 facing below. The rear insert member 83 is fitted to the rear surfaces of the front wall 41a, the upper wall 41b, and the rear wall 41c of the rear cross member 41, and contacts the upper surface (back surface) of the outer skin 20, and the rear cross member 41. The washer 88 is press-fitted into the main body 87 with the upper wall 41b interposed therebetween. Then, a bolt 84 that passes through the rear mounting portion 75b of the seat rail 75, the washer 88, and the upper wall 41b of the rear cross member 41 is screwed into the main body portion 87, and bolts 89 that pass through the outer skin 20 are attached to the main body portion 87. The rear portion of the seat rail 75 is fixed to the rear cross member 41 by screwing.

  When the seat 74 is fixed to the front floor panel 25 in this way, a corner portion b is formed in the outer skin 20 that becomes the boundary between the front floor panel 25 and the kick-up portion 26 at a position close to the rear of the rear insert member 83. Is done. In the corner portion b, the outer skin 20 is bent so as to wrap around the lower surface and the rear surface of the cross member 90, stress concentration occurs when a large load is input from the rear insert member 83, and the fiber reinforced resin is delaminated. There is a problem that cracks are likely to occur.

The inner skin 19 and the outer skin 20 of the cabin 11 of the present embodiment are preliminarily prepared with a plurality of prepregs in which a reinforcing material made of continuous CFRP fibers is impregnated with a thermoplastic resin (nylon 6, nylon 66, polypropylene, etc.). It inserts in a metal mold | die in the heated state, and it shape | molds by cooling after pressurizing. The reinforcement of prepreg, and UD stocked pull the continuous fibers of carbon fiber in one direction, and a fabric woven continuous fibers of carbon fiber present.

  FIG. 5 schematically shows the cross-sectional structure of the corner portions a and b of the outer skin 20 made of CFRP. In this embodiment, the corner portions a and b of the outer skin 20 are assigned fiber layer numbers 1 to 16. 16 fiber layers.

  The fiber layers of the fiber layer numbers 1 and 2 located outside the bending direction of the corner portions a and b are formed from the first prepreg P1, and the continuous fibers of the fiber layer number 1 oriented in the -45 ° direction , A fiber reinforced resin patch 93 using a woven fabric 92 woven in a plain weave with continuous fibers of the fiber layer number 2 oriented in the + 45 ° direction. Similarly, the fiber layers of the fiber layer numbers 15 and 16 located on the inner side in the bending direction of the corner portions a and b are formed from the sixth prepreg P6, and the fiber layers of the fiber layer number 15 oriented in the −45 ° direction. A continuous fiber and a patch 93 made of a fiber reinforced resin using a woven fabric 92 in which a continuous fiber of a fiber layer number 16 oriented in a + 45 ° direction is woven into a plain weave is used as a reinforcing material.

  These patches 93 and 93 are formed in a strip shape, and are laminated so that the longitudinal direction thereof is along the direction of the ridgelines of the corner portions a and b (direction perpendicular to the paper surface of FIG. 5). In the present specification, the direction of ± 0 ° is defined as a direction along the plane of FIG. 5 (a direction orthogonal to the direction of the ridgelines of the corner portions a and b).

  The second prepreg P2 located inside the bending direction of the first prepreg P1 includes fiber layers with fiber layer numbers 3, 4, and 5. The fiber layer with fiber layer number 3 is made of UD91 oriented in the + 60 ° direction. The fiber layer number 4 is composed of UD91 oriented in the −60 ° direction, and the fiber layer number 5 is composed of UD91 oriented in the 0 ° direction. Similarly, the third prepreg P3, the fourth prepreg P4, and the fifth prepreg P5 each include three layers of UDs 91 that are oriented in the 0 ° direction, the + 60 ° direction, and the −60 ° direction.

  The second to fifth prepregs P2 to P5 each have a discontinuous portion 91a, and the UDs 91 are cut at the discontinuous portion 91a. These discontinuous portions 91a... Are arranged such that when the second to fifth prepregs P2 to P5 are arranged in the mold, the second to fifth prepregs P2 to P5 are arranged so that the shape roughly matches the shape of the cavity. This occurs because of cutting and shaping.

  Among the second to fifth prepregs P2 to P5, the discontinuous portions 91a and 91a of the third and fourth prepregs P3 and P4 located in the middle in the stacking direction are arranged at positions deviated from the corner portions a and b, and stacked. The discontinuous portion 91a of the fifth prepreg P5 located at the end in the direction is also arranged at a position away from the corner portions a and b. In the present embodiment, only the discontinuous portion 91a of the second prepreg P2 is disposed at the corner portions a and b. However, the second prepreg P2 is not located in the middle in the stacking direction, and the first structuring the patch 93 is included. It is located at the end in the stacking direction so as to contact the prepreg P1.

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

  When the vehicle collides with the front and a collision load is input to the suspension support module 12 including the front side frame rear portion 31 and the damper housing 32, the collision load is transmitted to the vertical wall 38 of the cabin 11 and the corner portion a ( The stress concentrates on (see FIG. 3). Further, when a large inertial force acts on the seat 74 due to the deceleration due to the frontal collision, the inertial force is transmitted to the rear insert member 83 and the corner portion b of the outer skin 20 located in the vicinity of the rear insert member 83 (see FIG. 4). ) Stress concentrates.

  In corner portions a and b, patches 93 and 93 including fabrics 92 and 92 as reinforcements are laminated on the outer surface and the inner surface of outer skin 20 including UDs 91 of carbon fibers laminated in a plurality of layers as reinforcements. (Refer to FIG. 5), the corners a and b where stress concentration is likely to occur are reinforced with patches 93 and 93 to suppress delamination and prevent the corners a and b from cracking. be able to.

  FIG. 6 is a graph showing the relationship of the shear load to the strain of the UD 91 and the fabric 92. In the UD 91, the shear load increases linearly as the strain increases, whereas in the fabric 92, the shear load increases as the strain increases. It can be seen that the increase in the output gradually becomes milder and can be easily deformed as compared with UD91. Further, the fabric 92 woven so that the carbon fibers intersect with each other at an angle of 90 ° has higher strength against the compressive load than the UD 91 that is not woven. Accordingly, the patches 93 and 93 are easily stretched on the outside in the bending direction of the corner portions a and b, thereby improving the formability, and the strength against the compressive load of the patches 93 and 93 is increased on the inside in the bending direction of the corner portions a and b. Thus, the generation of cracks can be effectively prevented.

  FIG. 7 schematically shows a cross-sectional structure of the corner portions a and b. The distribution of the shear load when a bending moment is applied to the corner portions a and b is parabolic, and the maximum shear load is generated at the center in the stacking direction. The distribution of the shear load of the comparative example that is thin because it does not have the patches 93 and 93 is as A, and the distribution of the shear load of the embodiment that is thick because of having the patches 93 and 93 is as B. Therefore, the maximum shear load generated at the center in the stacking direction is significantly reduced in the embodiment. In addition, since the layers in the central portion in the stacking direction where the maximum shear load is generated are continuous without being cut, UD91 is suppressed, and the occurrence of delamination is suppressed and the cracks in the corner portions a and b are more effectively prevented. .

  Moreover, since UD91 ... includes carbon fiber orientation directions of 0 °, + 60 °, and -60 °, a high-strength fiber-reinforced resin member can be obtained by offsetting the directionality of UD91. . On the other hand, since the fabrics 92 and 92 of the patches 93 and 93 include carbon fibers having orientation directions of + 45 ° and −45 °, the patches 93 and 93 are more easily extended outside the corner portions a and b in the curved direction. Thus, not only the formability is improved, but also the strength of the patch against the compressive load is further increased inside the curved direction of the corner portions a and b.

  Further, among the UDs 91 stacked in four layers, at least one layer of the UD 91 (prepreg P2 in FIG. 5) adjacent to the patch 93 on the outer side in the bending direction has the discontinuous portions 91a at the corner portions a and b. The corner portions a and b can be easily formed by adapting to the mold cavity. Moreover, since the UD 91 adjacent to the patch 93 is located at the end in the stacking direction, the shear load is lower than that at the center in the stacking direction, and the discontinuous portion 91a of the UD 91 is reinforced by the patch 93. The discontinuous portion 91a does not become a crack base point.

  Further, since the patches 93 and 93 are laminated in a band shape along the ridgelines of the corner portions a and b, the area of the patches 93 and 93 can be minimized and an increase in weight can be suppressed.

  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 UDs 91 of the corner portions a and b are stacked in four layers, but the number of stacked layers is not limited to four, and may be three or more.

  In the embodiment, of the second and fifth prepregs P2 and P5 positioned at the end in the stacking direction, only the second prepreg P2 has the discontinuous portions 91a at the corner portions a and b. Only P5 or both the second and fifth prepregs P2 and P5 may have discontinuous portions 91a at the corner portions a and b.

11 Cabin 12 Suspension support module (attached member)
19 Inner skin (fiber reinforced resin member)
20 Outer skin (fiber reinforced resin member)
74 Sheet (attached member)
83 Rear insert member (insert member)
91 UD
91a Discontinuous portion 92 Woven fabric 93 Patch a Corner portion b Corner portion

Claims (4)

A vehicle body structure of an automobile constituted by fiber reinforced resin members (19, 20) including a carbon fiber UD (91) in which a bathtub-like cabin (11) of an automobile is laminated in a plurality of layers,
The corner portions (a, b) of the fiber reinforced resin members (19, 20) are continuous without cutting the UD (91) of the layer at the center in the stacking direction, and the corner portions (a, b) A fiber reinforced resin patch (93) including a carbon fiber fabric (92) is laminated and reinforced on the inner surface and the outer surface, and at least the UD (91) of the layer adjacent to the patch (93) is discontinuous ( 91a)
The UD (91) laminated in the plurality of layers includes carbon fiber orientation directions of 0 °, + 60 ° and −60 °,
The vehicle body structure of an automobile, wherein the fabric (92) of the patch (93) includes carbon fiber orientation directions of + 45 ° and -45 ° . The vehicle body structure according to claim 1, wherein the patch (93) is laminated in a band shape along a ridgeline of the corner portion (a, b). The metal attached member (12) is fixed to the fiber reinforced resin member (20), and the corner portion ( a) is located in the vicinity of the attached member (12). The vehicle body structure according to claim 2 . A metal insert member (83) to which the attached member (74) is fastened is sandwiched between the two fiber reinforced resin members (19, 20), and the corner portion (b) is formed by the insert member (83). The vehicle body structure according to claim 1 or 2 , wherein the vehicle body structure is located in the vicinity.

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