WO2015025573A1

WO2015025573A1 - Wall body structure of automobile vehicle body

Info

Publication number: WO2015025573A1
Application number: PCT/JP2014/063461
Authority: WO
Inventors: 正太郎鮎澤
Original assignee: 本田技研工業株式会社
Priority date: 2013-08-23
Filing date: 2014-05-21
Publication date: 2015-02-26
Also published as: JP6032630B2; JPWO2015025573A1

Abstract

In a wall body structure of an automobile vehicle body, an outer skin (24) and an inner skin (25) of a wall body (16) of an FRP automobile cabin (11) are provided with a plurality of continuous fiber layers that are layered with different fiber oriented angles of continuous fibers with respect to the longitudinal direction of the outer and inner skins. In the outer skin (24), the fiber oriented angle of a pair of surface layers is greater than the fiber oriented angle of an inner layer. Thus, the outer skin (24) has lower strength but higher ductility than the inner skin (25), and the inner skin (25) has higher strength but lower ductility. As a result, when localized collision load is applied to the outer skin (24), the outer skin (24) is readily deformed, transmitting the collision load to the inner skin (25) in a distributed manner. Accordingly, the localized collision load can be efficiently absorbed by the outer skin (24) and the inner skin (25) cooperating together, whereby destruction of the wall body (16) can be suppressed.

Description

Car body wall structure

The present invention relates to a wall structure of an automobile body, in which a wall of an automobile body is formed by sandwiching a core between an FRP outer skin located outside the vehicle body and an FRP inner skin located inside the vehicle body.

At both ends in the vehicle width direction at the rear of the FRP floor section, inclined walls are formed to expand in a V-shape toward the rear of the vehicle body, and both ends in the vehicle width direction of rear suspension members disposed behind the vertical wall An inclined portion is formed on the opposite side of the inclined wall, and the rear suspension member advances toward the upright wall by the collision load of the rear surface collision, and the inclined portion of the rear suspension member contacts the inclined wall of the upright wall to make a collision load. It is known from the following patent document 1 that, when transmitting, efficiently receive a tensile load in the vehicle width direction by continuous fibers oriented in the vehicle width direction inside a standing wall made of FRP.

Japan JP 2012-224281

By the way, when the projection is formed on the front surface of the rear suspension member, the one described in Patent Document 1 is an FRP upright wall due to a local load inputted from the projection at the time of a rear collision of the vehicle. There is a possibility that the destruction of the standing wall may progress at once as the starting point.

The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to provide a wall structure of an automobile body which can effectively disperse a concentrated collision load to avoid breakage.

According to the present invention, in order to achieve the above object, according to the present invention, a wall of an automobile body is constituted by sandwiching a core between an FRP outer skin located on the outer side of the vehicle and an FRP inner skin located on the inner side of the vehicle. Wall structure of an automobile body, wherein the outer skin and the inner skin are formed by resin bonding a plurality of continuous fiber layers laminated in a state in which the fiber orientation angles of the continuous fibers with respect to their longitudinal direction are matched or different. The outer skin has a fiber orientation angle of a pair of surface layers of the plurality of continuous fiber layers is larger than a fiber orientation angle of an inner layer of a central portion in the stacking direction sandwiched between the pair of surface layers. A wall structure of an automobile body having the first feature is proposed.

Further, according to the present invention, in addition to the first feature, in the outer skin, a fiber orientation angle of the pair of surface layers and a fiber orientation angle of a pair of inner layers adjacent to the pair of surface layers are the longitudinal According to a second aspect of the invention, there is proposed a wall structure of a motor vehicle body that is symmetrical with respect to a direction.

Further, according to the present invention, in addition to the first or second feature, in the inner skin, a fiber orientation angle of a pair of surface layers of the plurality of continuous fiber layers is sandwiched between the pair of surface layers. According to a third aspect of the present invention, there is proposed a wall structure of an automobile body characterized in that the fiber orientation angle of the inner layer is smaller.

Further, according to the present invention, in addition to any one of the first to third features, the core is made of an FRP corrugated plate having a constant cross section in a direction orthogonal to the longitudinal direction. The wall structure of the car body is proposed.

Further, according to the present invention, in addition to the fourth feature, the wall of a car body as a fifth feature is that the core includes continuous fibers oriented along a direction orthogonal to the longitudinal direction. A structure is proposed.

Further, according to the present invention, in addition to any one of the first to fifth features, at least a part of the peripheral portion of the wall is connected to another wall extending in a direction intersecting with it. A sixth feature of the present invention is a wall structure of a car body.

The front floor panel portion 12 and the front pillar lower portion 15 of the embodiment correspond to the other wall of the present invention, and the dash panel 16 of the embodiment corresponds to the wall of the present invention.

According to the first feature of the present invention, the wall of the car body is constituted by sandwiching the core between the outer skin made of FRP located on the outer side of the body and the inner skin made of FRP located on the inner side of the body The inner skin is made of a plate material in which a plurality of continuous fiber layers stacked in a state in which the fiber orientation angles of the continuous fibers with respect to the longitudinal direction thereof are matched or different are resin-solidified. The outer skin has a relatively low strength because the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers is larger than the fiber orientation angle of the inner layer in the central portion in the stacking direction sandwiched between the pair of surface layers. Ductility is high. As a result, when a local collision load is input to the outer skin, the outer skin is easily deformed toward the core side to disperse and transmit the collision load to the inner skin, and the local collision load is transmitted to the outer skin and It can be absorbed efficiently by the cooperation of the inner skin to suppress the destruction of the wall.

Further, according to the second feature of the present invention, in the outer skin, the fiber orientation angles of the pair of surface layers and the fiber orientation angles of the pair of inner layers adjacent to the pair of surface layers are symmetrical with respect to the longitudinal direction. When the fiber orientation angle of the surface layer and the inner layer adjacent thereto is increased, microcracks are easily generated in the resin of the surface layer and the inner layer when a collision load is input, and the ductility of the outer skin is secured.

Further, according to the third feature of the present invention, in the inner skin, the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers is smaller than the fiber orientation angle of the inner layer sandwiched between the pair of surface layers. It is possible to have a large strength against the tensile force in the longitudinal direction, and it is possible to efficiently disperse the collision load transmitted from the core and to prevent the breakage.

Further, according to the fourth feature of the present invention, since the core is made of an FRP corrugated plate having a constant cross section in the direction orthogonal to the longitudinal direction, the collision load inputted to the outer skin is applied to the inner skin via the core. It can be dispersed and absorbed efficiently.

Also according to the fifth aspect of the present invention, the core includes continuous fibers oriented along the direction orthogonal to the longitudinal direction, so that the ductility of the outer skin in the longitudinal direction is prevented from being blocked by the core be able to.

Further, according to the sixth aspect of the present invention, at least a part of the peripheral portion of the wall is continuous with the other wall extending in the direction intersecting with it, so that the collision load input to the wall is transmitted to the other wall It is possible to reduce the weight by eliminating the need to absorb the collision energy only by the wall body by dispersing and absorbing.

FIG. 1 is a perspective view of a CFRP automobile cabin. First Embodiment FIG. 2 is an explanatory view of a cross-sectional structure of an outer skin and an inner skin. First Embodiment FIG. 3 is an explanatory view of the destruction process of the outer skin and the inner skin. First Embodiment FIG. 4 is a graph showing the relationship between the amount of deformation of the outer skin and the inner skin and the bending strength. First Embodiment FIG. 5 is an operation explanatory view when a collision load is input to the dash panel. First Embodiment FIG. 6 is a view showing a comparative example corresponding to FIG. First Embodiment

12 Front floor panel (other wall)
15 front pillar lower (other wall)
16 dash panel (wall)
24 Outer skin 25 Inner skin 26 core

Hereinafter, an embodiment of the present invention will be described based on FIGS. 1 to 6. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined based on the occupant seated in the driver's seat.

First embodiment

As shown in FIG. 1, the bathtub-like cabin 11 integrally formed of CFRP (carbon fiber reinforced resin) includes a front floor panel 12, a rear floor panel 13, a front floor panel 12 and a rear floor panel 13. Of the left and

right side sills

14 and 14 extending in the front and rear direction along the left and right sides of the left and right front pillar lowers 15 and 15 rising from the front ends of the left and

right side sills

14 and 14; A dash panel 16 connecting the front ends of the left and right front pillar lowers 15, 15 and a rear cross member 17 connecting the rear ends of the rear floor panel portion 13 and the rear ends of the left and

right side sills

14, 14 are provided.

A pair of left and right

aluminum damper housings

18, 18 is fixed to the front of the dash panel 16, and a pair of left and right

front side frames

19, 19 extending forward are integrally formed on the

damper housings

18, 18. A pair of left and right CFRP

bumper beam extensions

20, 20 extend forward from the front end of the

front side frames

19, 19, and the front width of the left and right

bumper beam extensions

20, 20 is the width of the CFRP bumper beam 21 Connected to both ends of the direction. Also, a pair of left and right CFRP

lower members

22, 22 extend from the front end of the left and right

bumper beam extensions

20, 20 in the rear upper direction, and a pair of left and right CFRPs extend from the rear end of the left and right

lower members

22, 22 in the rear upper direction. The

upper members

23, 23 are connected to the outer surface in the vehicle width direction of the

damper housings

18, 18 and the front surface of the dash panel 16.

FIG. 2A schematically shows a cross section of the dash panel 16 cut in the vertical direction, and the CFRP dash panel 16 has an outer skin 24 located on the front side (engine room side) and a rear side (car And an outer skin 24 and a corrugated plate-like core 26 sandwiched between the inner skin 25 and the inner skin 25. The outer skin 24 and the inner skin 25 made of CFRP are obtained by laminating a continuous fiber layer in which continuous carbon fibers are aligned in one direction in a plurality of layers, and curing with a resin. FIG. 2B schematically shows a state in which a load is input to a plate material obtained by modeling the outer skin 24 or the inner skin 25. The plate material is curved by the input of the load. The longitudinal direction of the outer skin 24 and the inner skin 25 is defined as the direction of bending when a load is input thereto. When the engine or transmission retreated in the engine room due to a frontal collision of the vehicle pushes the dash panel 16 backward, the dash panel 16 curves backward toward the passenger compartment side, but the bending direction (longitudinal direction) at that time is It is shown by arrow A in FIG.

In FIG. 2 (C), the fiber orientation angle with respect to the longitudinal direction of the continuous fiber of the continuous fiber layer of six layers constituting the outer skin 24 is shown. That is, of the six continuous fiber layers of the outer skin 24, two surface layers have a fiber orientation angle of 60 °, and two inner layers on the inner side have a fiber orientation angle of -60 °, and two inner layers thereof. The inner layer has a fiber orientation angle of 0 °. That is, while the fiber orientation angle of the surface layer is inclined at an angle of 60 ° to the longitudinal direction, the fiber orientation angle of the innermost layer is parallel to the longitudinal direction.

In FIG. 2D, the fiber orientation angle with respect to the longitudinal direction of the continuous fibers of the eight continuous fiber layers constituting the inner skin 25 is shown. That is, of the eight continuous fiber layers of the inner skin 25, two surface layers have a fiber orientation angle of 0 °, and two inner layers on the inner side have a fiber orientation angle of 45 °, and two inner layers on the inner side. The fiber orientation angle is 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 the inner layers are inclined to the longitudinal direction.

When the outer skin 24 or the inner skin 25 is bent and deformed, the amount of deformation of the surface layer is larger than the amount of deformation of the inner layer, so the fiber orientation angle of the surface layer has a large effect on the strength of the outer skin 24 or the inner skin 25 become.

FIG. 3A corresponds to the outer skin 24, and 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). When a large compressive deformation or tensile deformation occurs, continuous fibers having a fiber orientation angle other than 0 ° slip against the surrounding resin, resulting in the formation of fine cracks (micro cracks) in the resin. As a result, rapid breakage is avoided by the surface layer deforming relatively easily. Therefore, as shown in FIG. 4, the overall strength of the outer skin 24 is low but the ductility is high, and it has relatively flexible characteristics with respect to the load.

On the other hand, FIG. 3B corresponds to the inner skin 25, and 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 other than 0 °. When compressive deformation or tensile deformation is performed, the strength is enhanced by the strong resistance of the continuous fiber having a fiber orientation angle of 0 ° in the surface layer. However, if the stress of the continuous fiber in the surface layer locally increases and breaks at a stretch, it may cause the break of the continuous fiber in the inner layer. Therefore, as shown in FIG. 4, the overall strength of the inner skin 25 is high but the ductility is low, and it has a relatively brittle property to the load.

Therefore, as shown in FIG. 5, in the case where the engine 27 disposed in the engine room is retracted due to a frontal collision of the vehicle, and the hard protrusion 27a protruding on the rear surface collides with the front of the dash panel 16, the dash The panel 16 is curved in a convex shape to the rear, so that a compressive load acts on the front outer skin 24 as a whole, and a tensile load acts on the rear inner skin 25 as a whole. At this time, since the fiber orientation angles of the pair of surface layers of the outer skin 24 with which the projections 27 a first collide are inclined with respect to the longitudinal direction, the ductility becomes high as described in FIG. As a result, it becomes difficult to break and is pushed backward by the projection 27a. As a result, the load that the outer skin 24 deforms rearward is transmitted to the inner skin 25 via the core 26.

In the inner skin 25 to which a tensile load is applied due to the curvature of the dash panel 16, the fiber orientation angles of the pair of surface layers are parallel to the longitudinal direction, and therefore the inner skin 25 is the one described in FIG. Although the ductility is lower than the outer skin 24 and there is a possibility of breaking at a stretch, the local load input to the inner skin 25 is distributed to the inner skin 25 in a widely dispersed state by the outer skin 24 and the core 26. Since the input and the breaking strength itself of the inner skin 25 is higher than that of the outer skin 24, the inner skin 25 can be held without breaking and the breakage of the dash panel 16 is avoided.

FIG. 6 shows a comparative example, in which the properties of the outer skin 24 and the inner skin 25 of the dash panel 16 of the comparative example are the reverse of those of the embodiment, and the outer skin 24 has low ductility and high strength. The inner skin 25 is made of high ductility and low strength.

Therefore, when the hard protrusion 27a collides with the front surface of the dash panel 16 due to a frontal collision of a car, the outer skin 24 first collides with the protrusion 27a has a low ductility, so the local load input from the protrusion 27a It breaks unbearably, and local breakage of the outer skin 24 propagates to the core 26 and the inner skin 25 at a stretch, leading to breakage of the dash panel 16.

As described above, according to the present embodiment, when a local collision load is input to the outer skin 24 of the dash panel 16, the outer skin 24 having high ductility is easily deformed to the core 26 side. The load can be dispersed and transmitted to the inner skin 25 having high strength, and the local collision load can be efficiently absorbed by the cooperation of the outer skin 24 and the inner skin 25 to suppress the breakage of the dash panel 16 . Moreover, since the outer skin 24 has the fiber orientation angle (60 °) of the surface layer and the fiber orientation angle (−60 °) of the inner layer adjacent to the surface layer symmetrical with respect to the longitudinal direction, the fibers of the surface layer and the inner layer are Both orientation angles become large, microcracks are easily generated in the resin, and the ductility of the outer skin 24 is further enhanced.

Further, since the core 26 is made of a CFRP corrugated plate having a constant cross section in the vehicle width direction orthogonal to the longitudinal direction (direction of arrow A in FIG. 1), the collision load input to the outer skin 24 is through the core 26 having high strength. Thus, the inner skin 25 can be dispersed efficiently. At that time, since the core 26 includes continuous fibers oriented along the vehicle width direction, it is possible to prevent the ductility of the outer skin 24 in the longitudinal direction from being hindered by the continuous fibers of the core 26.

Moreover, since the dash panel 16 is continuous with the front floor panel portion 12 and the front pillar lowers 15 and 15 extending in the direction intersecting with it, the collision load inputted to the dash panel 16 is the front floor panel portion 12 and the front pillar lowers 15 and 15 It is possible to reduce the weight by eliminating the need to absorb the collision energy with only the dash panel 16 by dispersing and absorbing it.

As mentioned above, although embodiment of this invention was described, this invention can perform various design changes in the range which does not deviate from the summary.

For example, the wall of the present invention is not limited to the dash panel 16 of the embodiment, and the other walls of the present invention are limited to the front floor panel portion 12 and the front pillar lower 15 of the embodiment. It is not a thing.

Further, the number of laminated continuous fiber layers of the outer skin 24 and the inner skin 25 and the fiber orientation angle thereof are not limited to those in the embodiment.

Further, the fiber orientation angles of the pair of surface layers of the outer skin 24 need not be larger than the fiber orientation angles of all the inner layers, and may be at least larger than the fiber orientation angles of the inner layers positioned at the center in the stacking direction.

In the embodiment, the fiber orientation angle of the pair of surface layers of the inner skin 25 is 0 °, but the fiber orientation angle does not necessarily have to be 0 °, and the fiber orientation angle of the pair of surface layers is the inner layer fiber It should be smaller than the orientation angle.

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

Claims

Automobile comprising a core (26) between an FRP outer skin (24) located on the outer side of the vehicle body and an FRP inner skin (25) located on the inner side of the vehicle body. The wall structure of the car body,
The outer skin (24) and the inner skin (25) are made of a plate material in which a plurality of continuous fiber layers stacked in a state where the fiber orientation angles of continuous fibers with respect to their longitudinal direction are matched or different. The outer skin (24) is characterized in that the fiber orientation angle of the pair of surface layers of the plurality of continuous fiber layers is larger than the fiber orientation angle of the inner layer in the central portion in the stacking direction sandwiched between the pair of surface layers. Wall structure of the car body to be taken.
The outer skin (24) is characterized in that a fiber orientation angle of the pair of surface layers and a fiber orientation angle of a pair of inner layers adjacent to the pair of surface layers are symmetrical with respect to the longitudinal direction. A wall structure of a car body according to claim 1.
The inner skin (25) is characterized in that a fiber orientation angle of a pair of surface layers of the plurality of continuous fiber layers is smaller than a fiber orientation angle of an inner layer sandwiched between the pair of surface layers. The wall structure of the vehicle body according to claim 1 or 2.
The automobile body according to any one of claims 1 to 3, wherein the core (26) is made of an FRP corrugated plate having a constant cross section in a direction orthogonal to the longitudinal direction. Wall structure.
5. A car body wall according to claim 4, wherein said core (26) comprises continuous fibers oriented along a direction perpendicular to said longitudinal direction.
The device according to any one of the preceding claims, characterized in that at least a part of the peripheral edge of the wall (16) is continuous with another wall (12, 15) extending in a direction intersecting it. The car body wall structure according to the above item.