JP6035654B2 - Auto body structure - Google Patents

Description

  The present invention is composed of a plate material in which a plurality of continuous fiber layers are laminated with a resin in which the vehicle width direction outer wall of a side sill made of FRP is laminated in a state where fiber orientation angles of continuous fibers with respect to the longitudinal direction of the side sill are matched or different. It relates to the body structure of an automobile.

  A car body with a floor panel, rocker (side sill), front pillar lower, dash panel lower, rear pillar, etc. is molded integrally with CFRP, and a wave-shaped energy absorbing member is placed inside the side sill, allowing input to the side sill. A device that absorbs a collision load of a side collision is known from Patent Document 1 below.

Japanese Patent No. 4840072

  By the way, when a columnar object such as a pole standing upright on the road surface collides with the side sill made of CFRP, a concentrated heavy load is input to the outer wall in the vehicle width direction of the side sill, so the CFRP on the outer wall in the vehicle width direction has high strength. Even if it is set, the concentrated heavy load cannot be withstood, and the portion where the columnar object collides may be locally broken. As described above, when the outer wall in the vehicle width direction of the side sill is locally broken, the collision energy cannot be efficiently transmitted to a wide range of the energy absorbing member inside the side sill, and the inner wall in the vehicle width direction of the energy absorbing member or the side sill. There is also a possibility that the columnar object may fit into the floor panel due to local breakage.

  This invention is made | formed in view of the above-mentioned situation, and it aims at improving energy absorption performance when a columnar object collides with the side sill of a motor vehicle.

  In order to achieve the above object, according to the invention described in claim 1, the outer wall in the vehicle width direction of the side sill made of FRP is in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill match or differ. A vehicle body structure composed of a plate material obtained by solidifying a plurality of continuous fiber layers laminated with a resin, wherein the side sill extends in a substantially straight line from the upper end of the outer wall in the vehicle width direction, A lower vehicle width direction inner wall extending substantially linearly from the lower end of the vehicle width direction outer wall, and the vehicle width direction outer wall is sandwiched between the fiber orientation angles of a pair of surface layers of the plurality of continuous fiber layers 60 ° which is equal to or more than the fiber orientation angle of the inner layer, and the inner wall in the upper vehicle width direction and the inner wall in the lower vehicle width direction are stacked in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill are equal or different. Becomes a plurality of continuous fiber layer and a plate member made by solidifying a resin, body structure of a motor vehicle, characterized in that the fiber orientation of the pair of the surface layer is 0 ° of the plurality of continuous fibers layers is proposed.

  According to the invention described in claim 2, in addition to the configuration of claim 1, the inner wall in the upper vehicle width direction and the inner wall in the lower vehicle width direction are connected to the outer end in the vehicle width direction of the floor panel. A car body structure is proposed.

  According to the invention described in claim 3, in addition to the configuration of claim 1 or claim 2, the vehicle width direction outer wall includes a 0 ° continuous fiber layer having a fiber orientation angle of 0 °, and a fiber orientation angle. Is provided with an inclined continuous fiber layer other than 0 °, and the number of the inclined continuous fiber layers laminated on the outside of the 0 ° continuous fiber layer is larger than the number of the inclined continuous fiber layers laminated on the inside. A vehicle body structure characterized by this is proposed.

  According to the invention described in claim 4, in addition to the structure of any one of claims 1 to 3, the fiber orientation angle of the pair of surface layers and the fiber orientation angle of a pair of inner layers adjacent thereto A vehicle body structure is proposed which is symmetrical with respect to the longitudinal direction.

According to the invention described in claim 5, in addition to the structure of claim 2 , the floor panel is configured by sandwiching a core material between an outer skin and an inner skin, and the outer skin and the inner skin are A pair of the plurality of continuous fiber layers of the outer skin, comprising a plate material obtained by solidifying a plurality of continuous fiber layers laminated in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill are matched or different. The fiber orientation angle of the surface layer is not less than the fiber orientation angle of the inner layer sandwiched between them, and the fiber orientation angle of a pair of surface layers of the plurality of continuous fiber layers of the inner skin is 0 °. A car body structure is proposed.

  According to the configuration of the first aspect, the outer wall in the vehicle width direction of the side sill made of FRP is formed by solidifying a plurality of continuous fiber layers laminated in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill match or differ. It is composed of a sheet material. Since the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers is greater than or equal to the fiber orientation angle of the inner layer sandwiched between them, the columnar object on the road collides with the side sill on the road width direction outer wall. When a local collision load is input to the outer wall in the width direction, the outer wall in the vehicle width direction that has a relatively low strength but high ductility due to the large fiber orientation angle of the surface layer is easily deformed inward in the vehicle width direction. The collision load can be distributed and transmitted to other members, and the local collision load can be efficiently absorbed to prevent the side sill from being broken.

  Further, the side sill includes an upper vehicle width direction inner wall extending substantially linearly from the upper end of the vehicle width direction outer wall and a lower vehicle width direction inner wall extending substantially linearly from the lower end of the vehicle width direction outer wall. By efficiently transmitting the collision load input to the direction outer wall to the floor panel via the inner wall in the upper vehicle width direction and the inner wall in the lower vehicle width direction, the deformation of the outer wall in the vehicle width direction is promoted and the amount of energy absorption is increased. Can do.

  Further, the inner wall in the upper vehicle width direction and the inner wall in the lower vehicle width direction are made of a plate material in which a plurality of continuous fiber layers laminated in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill are matched or different are solidified with a resin, Since the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers is 0 °, the inner wall in the upper vehicle width direction and the inner wall in the lower vehicle width direction have a large bending strength against the tensile force, and are transmitted from the outer wall in the vehicle width direction. Can be prevented by supporting the impact load.

  Further, according to the configuration of the second aspect, the side sill has the inner wall in the upper vehicle width direction and the inner wall in the lower vehicle width direction connected to the outer end in the vehicle width direction of the floor panel. By efficiently transmitting to the floor panel via the inner wall in the vehicle width direction and the inner wall in the lower vehicle width direction, the amount of energy absorption can be increased by promoting the deformation of the outer wall in the vehicle width direction.

  According to the configuration of claim 3, the outer wall in the vehicle width direction includes a 0 ° continuous fiber layer having a fiber orientation angle of 0 °, and an inclined continuous fiber layer having a fiber orientation angle other than 0 °, and includes a 0 ° continuous fiber. Since the number of inclined continuous fiber layers laminated outside the layer is greater than the number of inclined continuous fiber layers laminated inside, it is possible to increase the bending strength of the side sill while ensuring the ductility of the outer wall in the vehicle width direction. it can.

  According to the fourth aspect of the present invention, the fiber orientation angle of the pair of surface layers and the fiber orientation angle of the pair of inner layers adjacent thereto are symmetric with respect to the longitudinal direction, so that a collision load is input to the outer wall in the vehicle width direction. When this is done, loads in two different directions are applied to the resin of the pair of surface layers and the pair of inner layers to generate a large number of microcracks, and the ductility of the outer walls in the vehicle width direction is efficiently increased.

  According to the configuration of claim 5, the floor panel is configured by sandwiching the core material between the outer skin and the inner skin, and the outer skin and the inner skin have the same or different fiber orientation angles with respect to the longitudinal direction of the side sill. It consists of the board | plate material which hardened the several continuous fiber layer laminated | stacked in the state made by resin. The fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers of the outer skin is equal to or greater than the fiber orientation angle of the inner layer sandwiched between them, and the fiber orientation of the pair of surface layers of the plurality of continuous fiber layers of the inner skin Since the angle is 0 °, when a bending moment is applied to the floor panel due to a collision load transmitted from the side sill, the ductility of the outer skin on the tension side increases and it easily stretches and deforms. It is possible to prevent breakage by preventing application of the above compressive load.

The perspective view of the left front part of the automobile cabin made from CFRP. (First embodiment) The 2A direction arrow directional view and 2B-2B sectional view taken on the line of FIG. (First embodiment) FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. (First embodiment) The figure which shows the fiber orientation angle | corner of each continuous fiber layer of a vehicle width direction outer wall and a vehicle width direction inner wall. (First embodiment) Action explanatory drawing at the time of load input of a vehicle width direction outer wall and a vehicle width direction inner wall. (First embodiment) The figure which shows the relationship between the deformation of a vehicle width direction outer wall and a vehicle width direction inner wall, and bending strength. (First embodiment) Action | operation explanatory drawing when a pole collides with a side sill. (First embodiment) The figure which shows the fiber orientation angle | corner of each continuous fiber layer of a vehicle width direction outer wall. (Second Embodiment)

First embodiment

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined with reference to an occupant seated in the driver's seat.

  As shown in FIGS. 1 to 3, a bathtub-shaped cabin 11 integrally formed of CFRP (carbon fiber reinforced resin) includes a floor panel 12 and left and right sides extending in the front-rear direction along the left and right sides of the floor panel 12. A pair of side sills 13, 13, a pair of left and right front pillar lowers 14, 14 rising from the front ends of the left and right side sills 13, 13, and a dash connecting the front end of the floor panel 12 and the front ends of the left and right front pillar lowers 14, 14. A panel lower 15.

  The cabin 11 has a hollow structure in which an outer skin 16 located outside the vehicle body and an inner skin 17 located inside the vehicle body are joined by joining flanges 16a and 17a formed on the outer periphery thereof, and the floor panel 12 and the dash panel lower 15 includes a corrugated core material 18 sandwiched between an outer skin 16 and an inner skin 17.

  The inside of the side sill 13 is partitioned vertically by a CFRP partition plate 19 having an outer edge in the vehicle width direction sandwiched between the outer flange 16 a and the joint flange 16 a of the inner skin 17. The front portion of the partition plate 19 extends into the front pillar lower 14, and the front end thereof is joined to the front wall of the front pillar lower 14. A CFRP reinforcing member 20 is disposed inside the front pillar lower 14. The reinforcing member 20 formed in an L shape in a side view has a lower surface connected to the upper surface of the partition plate 19 and a rear portion fitted to the front end of the side sill 13.

  The side sill 13 includes a lower wall 13a and a side wall 13b constituted by an outer skin 16, and an upper wall 13c, a side wall 13b and a side wall 13d constituted by an inner skin 17, and the upper wall 13c and the side wall of the inner skin 17 are provided. 13b bends stepwise. In a space above the partition plate 19 of the side sill 13, an upper energy absorbing member 21 made of CFRP that is bent in a zigzag manner in a side view is disposed. The upper end of the upper energy absorbing member 21 is connected to the lower surface of the stepped upper wall 13c of the side sill 13, and the lower end is connected to the upper surface of the partition plate 19, but the upper energy absorbing member is aligned with the stepped upper wall 13c. Cutouts 21a... Are formed at the outer end in the vehicle width direction at the top of 21. Further, in the space below the partition plate 19 of the side sill 13, a lower energy absorbing member 22 made of CFRP that is bent zigzag in a side view is disposed. The upper end of the lower energy absorbing member 22 is connected to the lower surface of the partition plate 19, and the lower end is connected to the flat lower wall 13 a of the side sill 13.

  A load transmitting member 23 formed in a pipe shape having a trapezoidal cross section with CFRP is sandwiched between the outer skin 16 and the inner skin 17 below the partition plate 19 of the side sill 13 and connected to the floor panel 12. Placed in.

  As apparent from FIG. 3, the outer side of the side sill 13 having a hollow closed cross section includes a vehicle width direction outer wall 24 positioned on the outer side in the vehicle width direction, an upper vehicle width direction inner wall 25 positioned on the inner side in the vehicle width direction, and a lower vehicle width direction. And an inner wall 26. The vehicle width direction outer wall 24 is composed of the upper wall 13c and the side wall 13b, the upper vehicle width direction inner wall 25 is composed of the side wall 13d, and the lower vehicle width direction inner wall 26 is composed of the lower wall 13a. The upper end portion of the vehicle width direction outer wall 24 is connected to the vehicle width direction outer end portion of the floor panel 12 via a substantially straight upper vehicle width direction inner wall 25, and the lower end portion of the vehicle width direction outer wall 24 is a substantially straight lower portion. The floor panel 12 is connected to the outer end portion in the vehicle width direction via the inner wall 26 in the vehicle width direction.

  The outer skin 16 and the inner skin 17 made of CFRP are obtained by laminating a plurality of continuous fiber layers in which carbon continuous fibers are aligned in one direction and solidifying them with a resin. The outer skin 16 and the inner skin 17 are composed of an outer skin 16 and an inner skin 17. As for the outer shell of the side sill 13, the laminated structure of the continuous fiber layers is different between the outer wall 24 in the vehicle width direction and the upper and lower inner walls 25, 26 in the lower vehicle width direction.

  FIG. 4A shows the fiber orientation angles of the continuous fibers with respect to the longitudinal direction (front-rear direction) of the side sill 13 of the six continuous fiber layers constituting the vehicle width direction outer wall 24 of the side sill 13. That is, among the six continuous fiber layers of the outer wall 24 in the vehicle width direction, the two surface layers have a fiber orientation angle of 60 °, and the inner two inner layers have a fiber orientation angle of −60 °, The two inner layers have a fiber orientation angle of 0 °. That is, the fiber orientation angle of the surface layer is inclined at an angle of 60 ° with respect to the longitudinal direction, whereas the fiber orientation angle of the innermost layer is parallel to the longitudinal direction.

  FIG. 4B shows the fiber orientation angles of the continuous fibers with respect to the longitudinal direction (front-rear direction) of the side sill 13 of the eight continuous fiber layers constituting the inner walls 25 and 26 in the upper and lower vehicle width directions. That is, among the eight continuous fiber layers of the inner walls 25 and 26 in the upper and lower vehicle width directions, the two surface layers have a fiber orientation angle of 0 °, and the inner two inner layers have a fiber orientation angle of 45 °. The inner two inner layers have a fiber orientation angle of 90 °, and the inner two inner layers have a fiber orientation angle of −45 °. That is, while the continuous orientation angle of the surface layer is parallel to the longitudinal direction, the fiber orientation angles of all inner layers are inclined with respect to the longitudinal direction.

  When the vehicle width direction outer wall 24 or the upper and lower vehicle width direction inner walls 25 and 26 are bent and deformed, the deformation amount of the surface layer is larger than the deformation amount of the inner layer, so that the fiber orientation angle of the surface layer is the outer skin 16 or the inner skin. 17 has a great influence on the strength.

  Further, the outer skin 16 and the inner skin 17 constituting the outer shell of the floor panel 12 also have different laminated structures of continuous fiber layers. That is, the outer skin 16 of the floor panel 12 includes the same six continuous fiber layers (see FIG. 4A) as the outer wall 24 in the vehicle width direction of the side sill 13. On the other hand, the inner skin 17 of the floor panel 12 includes the same eight continuous fiber layers (see FIG. 4B) as the upper and lower vehicle width direction inner walls 25 and 26 of the side sill 13.

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

  FIG. 5 (A) corresponds to the outer wall 24 in the vehicle width direction of the side sill 13, the fiber orientation angle of the surface layer is other than 0 °, and the fiber orientation angle of the inner layer at the center in the stacking direction is 0 ° (parallel to the longitudinal direction). Therefore, when the surface layer is greatly compressed or tensile deformed, fine cracks (micro cracks) are generated in the resin due to sliding of continuous fibers having a fiber orientation angle other than 0 ° with respect to the surrounding resin. As a result, the surface layer is relatively easily deformed, so that sudden breakage is avoided. Therefore, as shown in FIG. 6, the vehicle width direction outer wall 24 has a low strength as a whole, but has a high ductility and a relatively flexible characteristic with respect to the load.

  On the other hand, FIG. 5B corresponds to the upper and lower inner walls 25 and 26 of the side sill 13, the fiber orientation angle of the surface layer is 0 ° (parallel to the longitudinal direction), and the fiber orientation angle of the inner layer is Since the angle is other than 0 °, when the surface layer is greatly compressed or tensile deformed, the continuous fiber having a fiber orientation angle of 0 ° on the surface layer strongly resists to increase the strength. However, if the stress of the continuous fibers in the surface layer increases locally and breaks at once, it may induce breakage of the continuous fibers in the inner layer. Therefore, as shown in FIG. 6, the upper and lower inner walls 25 and 26 in the vehicle width direction have high strength as a whole, but have low ductility, and are relatively fragile with respect to the load.

  As shown in FIG. 7A, when a side collision is applied to a columnar object 27 such as a pole, a utility pole, or a standing tree and a local collision load is input to the side sill 13, the side sill 13 is curved inward in the vehicle width direction. The outer wall 24 in the vehicle width direction is deformed, and a compressive load acts on the outer wall 24 in the vehicle width direction, and a tensile load acts on the inner wall 25 in the upper vehicle width direction and the inner wall 26 in the lower vehicle width direction as a whole. At this time, since the fiber orientation angle of the pair of surface layers of the outer wall 24 in the vehicle width direction where the columnar object 27 collides first is inclined with respect to the longitudinal direction, the ductility as described with reference to FIG. It becomes high and it becomes difficult to break, and it is pushed by the columnar object 27 and deformed inward in the vehicle width direction. As a result, the load that deforms the vehicle width direction outer wall 24 inward in the vehicle width direction is distributed to the upper energy absorption member 21 and the lower energy absorption member 22 and transmitted to the upper and lower vehicle width direction inner walls 25 and 26.

  The upper and lower vehicle width direction inner walls 25 and 26 where the tensile load is applied due to the curvature of the side sill 13 are described with reference to FIG. 5B because the fiber orientation angles of the pair of surface layers are parallel to the longitudinal direction. Thus, the ductility becomes lower than the outer wall 24 in the vehicle width direction and may break at a stretch. However, local loads input to the outer wall 24 in the vehicle width direction are the outer wall 24 in the vehicle width direction, the upper energy absorbing member 21, and the like. It is transmitted to the upper and lower vehicle width direction inner walls 25, 26 in a state of being widely dispersed by the lower energy absorbing member 22, and the breaking strength itself of the upper and lower vehicle width direction inner walls 25, 26 is compared with the vehicle width direction outer wall 24. Therefore, the upper and lower vehicle width direction inner walls 25 and 26 are held without breaking and the side sill 13 is prevented from being broken.

  FIG. 7B shows a comparative example. The side sill 13 of the comparative example has the same laminated structure (the fiber orientation angle of the surface layer is 0 °) as the outer wall 24 in the vehicle width direction and the inner walls 25 and 26 in the lower vehicle width direction. The outer wall 24 in the vehicle width direction and the upper and lower inner walls 25 and 26 in the vehicle width direction are both made of low ductility and high strength.

  Accordingly, when the columnar object 27 collides with the side sill 13, the outer wall 24 in the vehicle width direction in which the collision load is first input has low ductility, so that it cannot withstand the local load input from the columnar object 27 and breaks. Therefore, the load is transmitted to the upper and lower energy absorbing members 21 and 22 and the upper and lower vehicle width direction inner walls 25 and 26 without being effectively dispersed, and they are destroyed at once.

  As described above, according to the present embodiment, when a local collision load is input to the vehicle width direction outer wall 24 of the side sill 13, the vehicle width direction outer wall 24 having high ductility is easily deformed, thereby causing the collision load. Are dispersed and transmitted to the upper and lower inner walls 25 and 26 having high strength, and the local collision load is efficiently absorbed by the collision load and the cooperation of the upper and lower inner walls 25 and 26. Thus, the side sill 13 can be prevented from being broken. Moreover, since the fiber orientation angle (60 °) of the surface layer and the fiber orientation angle (−60 °) of the inner layer adjacent to the surface layer are symmetrical with respect to the longitudinal direction, the outer wall 24 in the vehicle width direction is symmetrical to the surface layer and the inner layer. Both of the fiber orientation angles become larger and micro cracks are likely to occur in the resin, and the ductility of the outer wall 24 in the vehicle width direction is further enhanced.

  Moreover, the side sill 13 includes an upper vehicle width direction inner wall 25 extending substantially linearly from the upper end of the vehicle width direction outer wall 24, and a lower vehicle width direction inner wall 26 extending substantially linearly from the lower end of the vehicle width direction outer wall 24, Since the upper vehicle width direction inner wall 25 and the lower vehicle width direction inner wall 26 are connected to the outer end in the vehicle width direction of the floor panel 12, the collision load input to the vehicle width direction outer wall 24 is linearly connected to the upper and lower vehicle width direction inner walls 25, By efficiently transmitting to the floor panel 12 via 26, the deformation of the outer wall 24 in the vehicle width direction can be promoted to increase the amount of energy absorption.

  In addition, since the fiber orientation angle (60 °) of the pair of surface layers and the fiber orientation angle (−60 °) of the pair of inner layers adjacent to the pair of surface layers are symmetrical, the collision load is input to the outer wall 24 in the vehicle width direction. Sometimes, a load in two different directions is applied to the resin of the pair of surface layers and the pair of inner layers to generate a large number of microcracks (see FIG. 5A), and the ductility of the outer wall 24 in the vehicle width direction is efficient. Enhanced.

  Further, in FIG. 3, when a collision load of a side collision is input to the side sill 13 that is higher than the floor panel 12, the floor sill 13 is curved downward and convex because the side sill 13 tends to fall inward in the vehicle width direction. Then, a tensile load acts on the outer skin 16 on the lower surface side, and a compressive load acts on the inner skin 17 on the upper surface side. At that time, the outer skin 16 on the tension side has a fiber orientation angle of 60 ° on the surface layer, so that the ductility is increased and the outer skin 16 can be easily stretched and deformed. On the other hand, the inner skin 17 on the compression side has a relatively low buckling strength against a compression load because the fiber orientation angle of the surface layer is 0 °. However, the compression acting on the inner skin 17 is caused by the outer skin 16 being stretched and deformed. The load is reduced, and it is possible to prevent the inner skin 17 from being damaged at a stretch due to a compressive load greater than the limit load.

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the vehicle width direction outer wall 24 of the side sill 13 of the first embodiment, the three layers on the vehicle body outer side and the three layers on the vehicle body inner side are arranged symmetrically with respect to the center plane in the stacking direction (FIG. 4A). The outer wall 24 in the vehicle width direction of the side sill 13 of the second embodiment is asymmetric with respect to the center plane in the stacking direction by adding a layer having a fiber orientation angle of 60 ° and a layer having a −60 ° to the outside of the vehicle body. This is an eight-layer structure.

  The outer wall 24 in the vehicle width direction has a possibility that the bending strength is lowered because the fiber orientation angle of the surface layer is not 0 °, but two inclined continuous fiber layers having a fiber orientation angle of 60 ° and −60 ° on the outside of the vehicle body. The bending strength can be increased while ensuring the required ductility.

  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, the number of laminated continuous fiber layers of the vehicle width direction outer wall 24 or the upper and lower vehicle width direction inner walls 25 and 26 and the fiber orientation angle are not limited to those of the embodiment.

  Further, the number of laminated continuous fiber layers of the outer skin 16 or the inner skin 17 of the floor panel 12 and the fiber orientation angle are not limited to those in the embodiment.

  The FRP of the present invention is not limited to the CFRP of the embodiment, and may be another type of FRP such as a glass fiber reinforced resin.

12 floor panel 13 side sill 16 outer skin 17 inner skin 18 core material 24 vehicle width direction outer wall 25 upper vehicle width direction inner wall 26 lower vehicle width direction inner wall

Claims (5)

A plurality of continuous fiber layers obtained by laminating the outer wall (24) in the vehicle width direction of the side sill (13) made of FRP in a state where the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill (13) are matched or different are made of resin. A vehicle body structure composed of hardened plate materials,
The side sill (13) includes an upper vehicle width direction inner wall (25) extending substantially linearly from the upper end of the vehicle width direction outer wall (24), and a lower portion extending substantially linearly from the lower end of the vehicle width direction outer wall (24). An inner wall (26) in the vehicle width direction,
In the vehicle width direction outer wall (24), the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers is 60 ° that is equal to or greater than the fiber orientation angle of the inner layer sandwiched between them.
The upper vehicle width direction inner wall (25) and the lower vehicle width direction inner wall (26) are a plurality of continuous fibers laminated in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction of the side sill (13) coincide or differ. A body structure of an automobile, comprising a plate material obtained by solidifying a layer with a resin, wherein a fiber orientation angle of a pair of surface layers of the plurality of continuous fiber layers is 0 °.   The vehicle body structure according to claim 1, wherein the inner wall (25) in the upper vehicle width direction and the inner wall (26) in the lower vehicle width direction are connected to an outer end in the vehicle width direction of the floor panel (12).   The vehicle width direction outer wall (24) includes a 0 ° continuous fiber layer having a fiber orientation angle of 0 ° and an inclined continuous fiber layer having a fiber orientation angle other than 0 °, and is laminated on the outside of the 0 ° continuous fiber layer. 3. The vehicle body structure according to claim 1, wherein the number of the laminated layers of the inclined continuous fiber layers is greater than the number of the laminated layers of the inclined continuous fiber layers laminated on the inside.   4. The fiber orientation angle of the pair of surface layers and the fiber orientation angle of the pair of inner layers adjacent to the pair of surface layers are symmetric with respect to the longitudinal direction. 5. Car body structure. The floor panel (12) is configured by sandwiching a core material (18) between an outer skin (16) and an inner skin (17). The outer skin (16) and the inner skin (17) Of the continuous fibers of the outer skin (16) of the outer skin (16). The fiber orientation angle of the pair of surface layers is equal to or greater than the fiber orientation angle of the inner layer sandwiched between them, and the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers of the inner skin (17) is 0 °. The vehicle body structure according to claim 2 , wherein the vehicle body structure is provided.

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