JP2014000917A - Frp cabin for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively absorb a collision load of a head-on collision input to a vertical wall installed at a front end of an FRP cabin.SOLUTION: An FRP cabin 11 for an automobile is constituted by coupling a vertical wall 38 located at a front end of the cabin to front pillar lower portions 33 continuing to both ends in the vehicle width direction of the vertical wall 38 and coupling an inner skin 19 located on the cabin inner side to an outer skin 20 located on the cabin outer side. A first insert member 54 inserted to the front pillar lower portion 33 includes a first fastening portion 54a located near a boundary with the vertical wall 38. Since a damper housing 32 disposed on the front side of the vertical wall 38 and the front pillar lower portion 33 is fastened to the first fastening portion 54a of the first insert member 54 by using a bolt 56A, a collision load of a head-on collision input to the damper housing 32 is securely transmitted to the front pillar lower portion 33 via the first insert member 54 and can be efficiently absorbed.

Description

  The present invention relates to a vertical wall located at the front end of an FRP cabin and a front pillar lower continuous with the vertical wall on the outside in the vehicle width direction, an inner skin located on the vehicle interior side, and an outer skin located on the vehicle interior side. It is related with the FRP cabin for motor vehicles comprised combining these.

  A frame member extending in the vehicle width direction is arranged in the dash panel at the front end of the FRP cabin, and the front tunnel collision load input from the front side frame fixed to the front surface of the dash panel is passed through the frame member to the floor tunnel and side sill. It is known from Patent Document 1 below that it is dispersed and absorbed.

Japanese Patent No. 4777880

  By the way, when the damper housing is fixed to the front surface of the vertical wall provided at the front end of the FRP cabin, the collision load of the frontal collision input to the damper housing is transmitted to the front pillar lower and dispersed at a high rate. However, it is necessary to prevent a reduction in the volume of the passenger compartment due to the collapse of the front wall.

  The present invention has been made in view of the above circumstances, and when the damper housing is fixed to the front surface of the vertical wall provided at the front end of the FRP cabin, the collision load of the frontal collision input to the damper housing is applied to the front pillar lower. It is necessary to efficiently absorb by transmitting and dispersing, and to prevent a reduction in the cabin volume due to the collapse of the front wall.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to efficiently absorb a collision load of a frontal collision input to a vertical wall provided at a front end of an FRP cabin.

  In order to achieve the above object, according to the first aspect of the present invention, a vertical wall located at the front end of an FRP cabin and a front pillar lower continuous with the outer side in the vehicle width direction of the vertical wall are provided. An FRP cabin for an automobile configured by combining an inner skin located on the indoor side and an outer skin located on the outer side of the passenger compartment, wherein the first insert member inserted into the front pillar lower is connected to the vertical wall. An FRP cabin for an automobile is provided, which includes a first fastening portion positioned in the vicinity of a boundary, and a damper housing disposed in front of the vertical wall and the front pillar lower is fastened to the first fastening portion. The

  According to the invention described in claim 2, in addition to the structure of claim 1, the damper housing, the outer skin, the first fastening portion and the inner skin are overlapped and fastened with bolts. FRP cabins for automobiles are proposed.

  According to the invention described in claim 3, in addition to the configuration of claim 2, the first insert member includes a second fastening portion on the outer side in the vehicle width direction of the first fastening portion, and the damper housing is provided. An automobile FRP cabin characterized in that it is fastened to the second fastening portion with a bolt is proposed.

  According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the inner skin of the front pillar lower is continuous with the inner wall of the front pillar and below the inner wall of the front pillar via the bent portion. A vehicle housing, wherein the first insert member includes a third fastening portion at a position adjacent to the bent portion, and the damper housing is fastened to the third fastening portion with a bolt. An FRP cabin is proposed.

  According to the invention described in claim 5, in addition to the configuration of claim 4, the first fastening part, the second fastening part, and the third fastening part are arranged in a triangular shape. A car FRP cabin is proposed.

  According to the invention described in claim 6, in addition to the structure of any one of claims 1 to 5, the vertical wall is a corrugated plate sandwiched between the inner skin and the outer skin. The second insert member is inserted into the vertical wall below the first insert member and in the vicinity of the rear wall of the wheel house of the front pillar lower, and the core material is inserted into the second insert member. An automobile FRP cabin is proposed in which the concave and convex portions are brought into contact with each other and the front side frame is fastened to the second insert member.

  According to the seventh aspect of the present invention, in addition to the configuration of the sixth aspect, an FRP cabin for an automobile is proposed in which the front side frame is formed integrally with the damper housing.

  According to the invention described in claim 8, in addition to the configuration of claim 6 or claim 7, the cabin includes a side sill that continues to the rear of the front pillar lower, and the front of the side sill from the lower surface of the upper wall. An automobile FRP cabin is proposed, characterized in that the front end of a connecting plate extending in the direction is connected to the rear wall of the wheel house of the front pillar lower.

  According to the ninth aspect of the present invention, in addition to the configuration of the eighth aspect, the connecting plate is widened inward in the vehicle width direction toward the second insert member at the front side. An FRP cabin is proposed.

  According to the invention described in claim 10, in addition to the configuration of claim 8 or claim 9, a partition member that partitions the inside of the side sill into an upper space and a lower space is provided, and the front end of the partition member is An FRP cabin of an automobile characterized by being connected to the rear wall of the wheel house is proposed.

  The front side frame rear portion 31 of the embodiment corresponds to the front side frame of the present invention, and the front pillar lower front portion 33 of the embodiment corresponds to the front pillar lower of the present invention. The third bolt holes 54a to 54c correspond to first to third fastening portions of the present invention, respectively.

  According to the configuration of claim 1, the FRP cabin for an automobile includes a vertical wall located at the front end thereof, and a front pillar lower continuous to the vehicle width direction outside of the vertical wall, and an inner skin located on the vehicle interior side. The outer skin located outside the passenger compartment is combined. Since the first insert member inserted into the front pillar lower includes the first fastening portion located near the boundary with the vertical wall, and the damper housing disposed in front of the vertical wall and the front pillar lower is fastened to the first fastening portion. The collision load of the frontal collision input to the damper housing can be reliably transmitted to the center pillar lower via the first insert member and efficiently absorbed.

  According to the second aspect of the present invention, since the damper housing, the outer skin, the first fastening portion, and the inner skin are overlapped and fastened with bolts, the outer skin, the first fastening portion, and the inner skin are firmly integrated, and the damper The collision load of the frontal collision input to the housing can be reliably transmitted to the front pillar lower via the front wall.

  According to the third aspect of the present invention, the first insert member includes the second fastening portion on the outer side in the vehicle width direction of the first fastening portion, and the damper housing is fastened to the second fastening portion with the bolt. The collision load of the frontal collision input to one insert member can be reliably transmitted to the front pillar lower.

  According to a fourth aspect of the present invention, the inner skin of the front pillar lower includes a front pillar inner wall and a wheel house rear wall continuous via a bent portion below the front pillar inner wall, and the first insert member is a bent portion. Since the damper housing is fastened to the third fastening portion with bolts at a position adjacent to the third fastening portion, the third fastening portion is a strong bent portion formed at the boundary between the front pillar inner wall and the wheel house rear wall. Thus, the collision load of the frontal collision input from the damper housing to the first insert member can be reliably transmitted to the front pillar lower.

  According to the fifth aspect of the present invention, since the first fastening portion, the second fastening portion, and the third fastening portion are arranged in a triangular shape, the collision load of the frontal collision input to the damper housing is distributed to the first insert member. Can be efficiently transmitted to the lower part of the front pillar.

  According to the configuration of claim 6, the vertical wall includes a corrugated core material sandwiched between the inner skin and the outer skin, and is located below the first insert member and on the rear wall of the wheel house of the front pillar lower. Since the second insert member is inserted into the adjacent vertical wall, the uneven portion of the core material is brought into contact with the second insert member, and the front side frame is fastened to the second insert member, the front side frame is changed to the second insert member. The input collision load of the frontal collision can be reliably transmitted to the front wall through the core material, and further transmitted to the rear wall of the wheel house of the front pillar lower for efficient absorption.

  According to the seventh aspect of the present invention, since the front side frame is formed integrally with the damper housing, the collision load of the frontal collision is distributed to the first insert member and the second insert member and transmitted to the entire front wall. Thus, it is possible to reduce the weight by eliminating the need to extremely increase the strength of the front wall.

  According to the configuration of claim 8, the cabin includes a side sill continuous to the rear of the front pillar lower, and the front end of the connecting plate extending forward from the lower surface of the upper wall of the side sill is connected to the rear wall of the wheel house of the front pillar lower. The collision load of the front collision input from the front side frame to the second insert member is efficiently transmitted from the rear wall of the wheel house to the side sill via the connecting plate, and the front wall is prevented from moving backward to the vehicle compartment side. be able to.

  According to the ninth aspect of the present invention, since the front side of the connecting plate widens inward in the vehicle width direction toward the second insert member, the collision load of the frontal collision input to the second insert member is connected from the rear wall of the wheel house. It can transmit to a side sill more efficiently via a board.

  According to the structure of claim 10, the partition member for partitioning the inside of the side sill into the upper space and the lower space is provided, and the front end of the partition member is connected to the rear wall of the wheel house, so that the input from the front side frame to the second insert member The collision load of the frontal collision is efficiently transmitted from the rear wall of the wheel house to the side sill via the partition member in cooperation with the connecting plate, and the front wall can be prevented from moving backward to the vehicle interior side.

The perspective view of the cabin made from CFRP of a car. The perspective view of the front part of the cabin which removed the inner skin. FIG. 3 is a three-direction arrow view of FIG. 2. Action explanatory drawing corresponding to 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 of FIG.

  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.

  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 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.

  As shown in FIG. 2, 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, and each core member 42 has a concentric ripple shape. Are provided with a plurality of concave and convex portions 42a. 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 42a of the core material 42 of the front floor panel 25. 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...

  Next, based on FIGS. 2-6, the structure of the part which attaches the suspension support module 12 to the vertical wall 38 of the dash panel 21 is demonstrated.

  Between the inner skin 19 and the outer skin 20 of the front pillar lower front portion 33 having a hollow closed cross section connected to the vehicle width direction end portion of the vertical wall 38 of the dash panel 21, a first insert member 54 made of an extruded material of aluminum is disposed. The second insert member 55 made of an extruded aluminum material is sandwiched between the inner skin 19 and the outer skin 20 at the vehicle width direction end of the vertical wall 38 of the dash panel 21 (FIGS. 2 and 4 to 4). 6). The first insert member 54 is a triangular flat member, and first to third bolt holes 54a to 54c are formed at corners thereof. The second insert member 55 is a rectangular flat member, and first to fourth bolt holes 55a to 55d are formed at corners thereof. On the other hand, three bolt holes 32 a to 32 c are formed at the rear end of the damper housing 32 of the suspension support module 12, and four bolt holes 31 a to 31 d are formed at the rear end of the front side frame rear portion 31 of the suspension support module 12. Is formed.

  The vertical side connecting the first bolt hole 54a and the third bolt hole 54c of the first insert member 54 is disposed so as to contact the end portion in the vehicle width direction of the uneven portion 44a ... of the core material 44 of the vertical wall 38. The bolt hole 54b is located outside the first bolt hole 54a in the vehicle width direction (see FIG. 2). The front pillar lower front portion 33 is constituted by a wheel house rear wall 33a made of a curved wall constituted by the inner skin 19 and the outer skin 20 (see FIGS. 2 to 4 and 6), and is constituted by the inner skin 19 and the wheel house. A front pillar inner wall 33b connected to the rear wall 33a via a bent portion 33c (see FIGS. 1 and 5), and the third bolt hole 54c of the first insert member 54 is located in the vicinity of the bent portion 33c. ing. On the other hand, in the second insert member 55, the vertical side connecting the third bolt hole 55c and the fourth bolt hole 55d is on the inner side in the vehicle width direction of the bent portion 33c, and the uneven portion 44a of the core material 44 of the vertical wall 38. Therefore, the whole is embedded in the core material 44 (see FIGS. 2 and 4).

  The bolts 56A and 56C inserted into the bolt holes 32a and 32c of the damper housing 32 of the suspension support module 12 connect the outer skin 20, the first and third bolt holes 54a and 54c of the first insert member 54, and the inner skin 19. The bolt 56B inserted into the bolt hole 32b of the damper housing 32 of the suspension support module 12 passes through the outer skin 20 and the second bolt hole 54b of the first insert member 54 while being screwed into the nuts 57A and 57C. And screwed into the nut 57B.

  The four bolt bolts 58A, 58B, 58C, 58D inserted into the four bolt holes 31a to 31d of the front side frame rear portion 31 of the suspension support module 12 are the first of the outer skin 20 and the second insert member 55. The suspension support module 12 is fastened to the front surface of the vertical wall 38 of the dash panel 21 by passing through the fourth bolt holes 55a to 55d and the inner skin 19 and screwing into the four nuts 59A, 59B, 59C, 59D. (See FIG. 4).

  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. A front floor panel 25 is connected to the lower wall 22f (see FIG. 1). The interior of the side sill 22 is partitioned into an upper space 22a and a lower space 22b by a partition member 47 that is disposed in the horizontal direction and extends in the front-rear direction (see FIG. 6). The outer end in the vehicle width direction of the partition member 47 is sandwiched between the joining flanges 19a and 20a of the inner skin 19 and the outer skin 20, and the inner end in the vehicle width direction is connected to the inner skin 19 constituting the inner wall 22c of the side sill 22, and the front end Is connected to the rear surface of the wheel house rear wall 33a of the outer skin 20 constituting the front wall of the front pillar lower front portion 33 (see FIG. 6).

  A connecting 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 and 6). The left and right side edges of the 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 is an outer constituting the front wall of the front pillar lower front portion 33. The skin 20 is connected to the rear surface of the wheel house rear wall 33a. The width of the front connecting plate 48 in the vehicle width direction widens inward in the vehicle width direction from the rear end toward the front end (see FIG. 2), and accordingly, the front pillar inner wall 33b of the front pillar lower front portion 33 also moves forward. It spreads inward in the vehicle width direction (see FIG. 5).

  An upper energy absorbing member 52 made of a plate material bent in a zigzag is arranged in the upper space 22a of the side sill 22, and a lower energy absorption member 53 made of a plate material bent in a zigzag is arranged in the lower space 22b of the side sill 22 (FIG. 2 and FIG. 2). (See FIG. 6).

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

  When the vehicle collides front, the collision load is input from the bumper beam 28 to the front surface of the vertical wall 38 of the dash panel 21 via the bumper beam extension 29, the front side frame front portion 13 and the front side frame rear portion 31, and the front side. It is input to the front surface of the front pillar lower front portion 33 through a damper housing 32 integrated with the side frame rear portion 31.

  The damper housing 32 of the suspension support module 12 is fastened to the first insert member 54 embedded in the front pillar lower front portion 33 by three bolts 56A to 56C and three nuts 57A to 57C. The side frame rear portion 31 is fastened to the second insert member 55 embedded in the vertical wall 38 with four bolts 58A to 58D and four nuts 59A to 59D (see FIG. 4).

  At this time, since the bolt 56A and the bolt 56C penetrate the damper housing 32, the outer skin 20, the first insert member 54, and the inner skin 19, the outer skin 20, the first insert member 54, and the inner skin 19 are firmly integrated. Thus, the collision load of the frontal collision input to the damper housing 32 can be reliably transmitted to the dash panel 21.

  Further, the third bolt hole 54c of the first insert member 54 is positioned in the vicinity of the bent portion 33c (see FIG. 5) at the boundary between the wheel house rear wall 33a of the inner skin 19 of the front pillar lower front portion 33 and the front pillar inner wall 33b. Therefore, the collision load input to the first insert member 54 can be distributed to the front pillar lower front portion 33 through the bent portion 33c having high strength.

  Further, since the second bolt hole 54b of the first insert member 54 is located in the vehicle width direction central portion of the front pillar lower front portion 33 that is separated from the vertical wall 38 in the vehicle width direction outside, the first insert member 54 has a vehicle width direction. The collision load input to the outside can be reliably transmitted to the front pillar lower front portion 33 and absorbed.

  Since the first bolt hole 54a, the second bolt hole 54b, and the third bolt hole 54c of the first insert member 54 are arranged in a triangular shape, the first bolt hole 54a, the second bolt hole 54b, and the third bolt hole 54c are arranged. The first insert member 54 is firmly integrated to increase the rigidity of the first insert member 54, and the collision load of the frontal collision input to the damper housing 32 is efficiently distributed from the first insert member 54 to the front pillar lower front portion 33 and the vertical wall 38. Can be absorbed.

  The vertical wall 38 includes a corrugated core material 44 sandwiched between the inner skin 19 and the outer skin 20, and is located below the first insert member 54 and at the rear wall of the front pillar lower front portion 33. The second insert member 55 is inserted into the vertical wall 38 in the vicinity of 33a, and the concave and convex portions 44a of the core material 44 are brought into contact with the second insert member 55 (see FIG. 2). The collision load of the frontal collision input to the second insert member 55 of the wall 38 is reliably transmitted to the vertical wall 38 through the core member 44, and further transmitted to the wheel house rear wall 33a of the front pillar lower front portion 33 from there. And can be absorbed efficiently.

  The cabin 11 includes a side sill 22 connected to the rear of the front pillar lower front portion 33, and the front end of the connecting plate 48 extending forward from the lower surface of the upper wall 22e of the side sill 22 is connected to the wheel house rear wall 33a (see FIG. 6). ), The collision load of the frontal collision input from the rear portion 31 of the front side frame or the damper housing 32 to the second insert member 55 is efficiently transmitted from the wheel house rear wall 33a to the side sill 22 via the connecting plate 48, and the dash panel. It is possible to prevent 21 from moving backward toward the passenger compartment.

  Moreover, since the front side of the connecting plate 48 widens inward in the vehicle width direction toward the second insert member 55 (see FIG. 2), the collision load of the frontal collision input to the second insert member 55 is connected from the wheel house rear wall 33a. Transmission to the side sill 22 through the plate 48 is more efficient. Furthermore, since the partition member 47 which partitions the inside of the side sill 22 into the upper space 22a and the lower space 22b is connected and the front end of the partition member 47 is connected to the wheel house rear wall 33a, the front side frame rear portion 31 is connected to the second insert member 55. The input collision load of the frontal collision is efficiently transmitted from the wheel house rear wall 33a to the side sill 22 through the partition member 47 in cooperation with the connecting plate 48, and the dash panel 21 is retracted toward the passenger compartment. Can be prevented.

  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 19 inner skin 20 outer skin 22 side sill 22a upper space 22b lower space 22e upper wall 31 front side frame rear (front side frame)
32 Damper housing 33 Front pillar lower front (front pillar lower)
33a Wheel house rear wall 33b Front pillar inner wall 33c Bending portion 38 Vertical wall 44 Core material 44a Uneven portion 47 Partition member 48 Connection plate 54 First insert member 54a First bolt hole (first fastening portion)
54b Second bolt hole (second fastening part)
54c 2nd bolt hole (3rd fastening part)
55 Second insert member 56A Bolt 56B Bolt 56C Bolt

Claims (10)

A vertical wall (38) positioned at the front end of the FRP cabin (11) and a front pillar lower (33) connected to the vehicle width direction outside of the vertical wall (38) are connected to an inner skin ( 19) an FRP cabin for an automobile configured by combining an outer skin (20) located outside the passenger compartment,
The first insert member (54) inserted into the front pillar lower (33) includes a first fastening portion (54a) located in the vicinity of the boundary with the vertical wall (38), and the vertical wall (38) and the An FRP cabin of an automobile, wherein a damper housing (32) disposed in front of the front pillar lower (33) is fastened to the first fastening portion (54a).   The damper housing (32), the outer skin (19), the first fastening portion (54a), and the inner skin (19) are overlapped and fastened with bolts (56A). The FRP cabin of the described automobile.   The first insert member (54) includes a second fastening portion (54b) on the outer side in the vehicle width direction of the first fastening portion (54a), and the damper housing (32) is bolted to the second fastening portion (54b). The FRP cabin of an automobile according to claim 2, wherein the cabin is fastened at (56B).   The inner skin (19) of the front pillar lower (33) includes a front pillar inner wall (33b) and a wheel house rear wall (33a) continuous below the front pillar inner wall (33b) via a bent portion (33c). The first insert member (54) includes a third fastening portion (54c) at a position adjacent to the bent portion (33c), and the damper housing (32) is attached to the third fastening portion (54c). The FRP cabin of an automobile according to claim 3, wherein the cabin is fastened with a bolt (56C).   The FRP cabin of an automobile according to claim 4, wherein the first fastening part (54a), the second fastening part (54b), and the third fastening part (54c) are arranged in a triangular shape.   The vertical wall (38) includes a corrugated core material (44) sandwiched between the inner skin (19) and the outer skin (20), and is below the first insert member (54). A second insert member (55) is inserted into the vertical wall (38) in the vicinity of the wheel house rear wall (33a) of the front pillar lower (33), and the core material (44) is inserted into the second insert member (55). The concave and convex portion (44a) is brought into contact, and the front side frame (31) is fastened to the second insert member (55), according to any one of claims 1 to 5. FRP cabin of an automobile.   The FRP cabin of an automobile according to claim 6, wherein the front side frame (31) is formed integrally with the damper housing (32).   The cabin (11) includes a side sill (22) connected to the rear of the front pillar lower (33), and a front end of a connecting plate (48) extending forward from the lower surface of the upper wall (22e) of the side sill (22) The FRP cabin of an automobile according to claim 6 or 7, wherein the cabin is connected to a rear wall (33a) of the wheel house of the front pillar lower (33).   The FRP cabin of an automobile according to claim 8, wherein the connecting plate (48) has a front side widened inward in the vehicle width direction toward the second insert member (55).   A partition member (47) for partitioning the inside of the side sill (22) into an upper space (22a) and a lower space (22b), and the front end of the partition member (47) connected to the wheel house rear wall (33a) 10. The FRP cabin of an automobile according to claim 8 or 9, characterized by

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