JP2006290069A - Instrument panel of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an instrument panel capable of surely and sufficiently exerting a shock absorbing function of a cowl top part as a pedestrian protection countermeasure. <P>SOLUTION: A shock absorbing groove is cut and formed at a front part of an instrument panel, and rigidity against shocks from above is deteriorated by concentrating a stress on the shock absorbing groove. Thickness of the front part ensures thickness for enduring thermal deformation due to direct sunlight and the like. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an instrument panel that is installed in a front part of a vehicle interior.

As a so-called pedestrian protection measure, various proposals have hitherto been made regarding shock absorbing structures around the lower part of the front window of a vehicle. For example, in Japanese Patent Laid-Open No. 2004-155351, the front window is made easy by deforming the cowl top by providing a buckling promoting part such as a bead part in the closed cross-sectional structure of the cowl top part that supports the lower part of the front window. A technique for protecting a pedestrian by absorbing an impact applied to the lower part of the pedestrian is disclosed. Japanese Patent Application Laid-Open No. 2000-38160 discloses a technique for increasing the impact absorbing ability of the lower part of the front window by making the cowl top part a closed cross-sectional structure that is easily deformed against an impact from above.
JP 2004-155351 A JP 2000-38160 A

Thus, conventionally, measures for protecting a pedestrian of a vehicle have been taken by increasing the impact absorbing ability of the cowl top portion that supports the lower portion of the front window.
However, these conventional pedestrian protection measures have been further improved. That is, generally, an instrument panel is provided between the lower portion of the front window and the cowl top portion so as to cover the cowl top portion at the front portion thereof. For this reason, if the rigidity of the front part of the instrument panel is high, most of the impact force is received by the front part and is not transmitted to the cowl top part. As a result, the impact absorbing function of the cowl top part is effective and sufficient. There is a risk that it will not be demonstrated.
This problem can be solved by reducing the rigidity of the front part of the instrument panel.
The present invention is easily deformed or partially damaged with respect to the impact from above applied to the lower part of the front window, thereby ensuring the impact absorbing function of the cowl top portion that has been proposed as a pedestrian protection measure, for example. And it aims at providing the instrument panel which can be fully demonstrated.

For this reason, the present invention provides an instrument panel having the structure described in each claim.
According to the instrument panel of the first aspect, since the rigidity in the thickness direction of the front part is lowered, the front part is easy only when a large impact force from above is applied to the lower part of the front window. As a result, a part of the impact force is absorbed by being deformed or broken, and as a result, the impact absorbing function provided in the conventional cowl top portion can be reliably and effectively exhibited.
Various forms can be used as the shock absorbing portion. For example, by cutting and forming a V-shaped stress concentration groove from the front end portion of the instrument panel and concentrating stress generated by an impact in the stress concentration groove, the rigidity in the plate thickness direction can be reduced.
In addition, by thinning a certain range along the front portion of the instrument panel and making this range as an impact absorbing portion, when configured to reduce the rigidity against impact from above the front portion, By providing reinforcing ribs in the front thin portion along the front-rear direction, rigidity against thermal deformation can be secured mainly, and rigidity of the instrument panel alone can be secured. The ribs can be omitted by thinning the certain range along the front part to such an extent that the necessary rigidity against thermal deformation can be ensured.
Furthermore, by setting the material of the front part of the instrument panel to an appropriate material different from that of the rear part, it is possible to reduce the rigidity against the impact force from above while mainly ensuring the rigidity against thermal deformation.
The invention according to claim 1 can be applied to the case where the cowl top portion has a shock absorbing function as a pedestrian protection measure or not, and the shock absorbing portion of the instrument panel can be applied. It is possible to take measures to protect pedestrians only by themselves.

According to the instrument panel of claim 2, when a large impact force from above is applied to the lower portion of the front window, this is transmitted to the front portion of the instrument panel to the V-shaped stress concentration groove, As a result of concentration of the stress generated by the impact force, the front portion of the instrument panel is easily deformed or broken, and a part of the impact force is absorbed. Since the front part of the instrument panel is easily deformed or the like, when the cowl top part has an impact absorbing function as a pedestrian protection measure, the function can be reliably and sufficiently exhibited.
According to the instrument panel of the third aspect, since the thin portion is provided at the front portion thereof, the rigidity against the impact force from above is reduced, and the deformation is more easily caused, thereby absorbing the shock of the cowl top portion. Function is fully and reliably demonstrated.
Further, since the reinforcing rib is provided on the back surface of the thin portion, the rigidity against thermal deformation or the like is mainly ensured, and the rigidity of the instrument panel alone is ensured. Since the reinforcing ribs are provided along the front-rear direction, a state where the ribs do not exist or between the ribs is easily deformed (impact absorbing part) due to the above-mentioned thinning due to the above-mentioned thinning. Has been.
Further, by adopting a configuration in which a V-shaped stress concentration groove is added to the thin portion between the ribs, the front portion of the instrument panel can be more reliably deformed or damaged when an impact is applied.

Next, an embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows the periphery of a cowl top portion 2 of a vehicle 1 provided with an instrument panel according to the present embodiment. Reference numeral 3 in the figure indicates a front window. The lower part of the front window 3 is supported by a cowl top panel 4. The indoor side end of the cowl top panel 4 is joined to the upper end of the dash upper panel 7. The lower end portion of the dash upper panel 7 is joined to the upper end of the dash lower panel 8. One end side of the cowl panel 9 is joined to the upper end of the dash lower panel 8.
Further, the upper part of the cowl louver 5 covers the lower part of the front window 3. The lower part of the cowl louver 5 covers the upper part of the hood panel 6 that opens and closes the engine room. The lower part of the cowl louver 5 is joined to the other end side of the cowl panel 9. A seal member 5 a for sealing between the cowl louver 5 and the hood panel 6 is attached to the upper surface of the lower end of the cowl louver 5.
The cowl top portion 2 configured as described above has an impact load from above applied to the lower portion of the front window 3 when the cowl top panel 4 and the dash upper panel 7 have an open sectional structure with respect to the cowl panel 9. It has a structure that is easily deformed with respect to P, thereby taking a so-called pedestrian countermeasure. The above point is a conventionally known technique, and no particular change is required in the present embodiment.

Now, an instrument panel 10 according to the present embodiment is disposed in the front part of the vehicle interior and below the front window 3. The instrument panel 10 is attached so as to cover the upper part of the dash upper panel 7 and the dash lower panel 8, and its front end part enters between the lower part of the front window 3 and the cowl top panel 4 as shown in the figure. It is out.
FIG. 2 shows the instrument panel 10 alone. The instrument panel 10 is manufactured using a board material having a thickness appropriate for preventing direct deformation from direct sunlight or the like (measures against thermal deformation). This is the same as the conventional instrument panel. The instrument panel 10 of the present embodiment is characterized in that it includes an impact absorbing portion 11 in which a plurality of stress concentration grooves 11a to 11a are cut from the front end portion. The shock absorbing portion 11 corresponds to an example of the shock absorbing portion described in the claims.
As shown in FIG. 3, each stress concentration groove 11 a is cut into a generally V shape from a front end of the instrument panel 10 in plan view (as viewed in plan). Each stress concentration groove 11a is cut and formed so as to be inclined in a direction deeper toward the front end side (a state in which the depth changes in the plate thickness direction).
When an impact load P from above is applied mainly to the front end portion of the instrument panel 10 through the front window 3, the stress generated thereby concentrates in each stress concentration groove 11a (stress concentration). For this reason, as shown in FIG. 3, the cracks 12 to 12 are likely to occur from the cut end portions of the stress concentration grooves 11a, and as a result, the front end portion of the instrument panel 10 is deformed or broken and the impact load P is absorbed. It has become easier.
Mounting edge portions 10 a to 10 a are provided on the lower surface of the front end of the instrument panel 10. Each mounting edge portion 10a is formed with a mounting groove portion 10b cut from the front end thereof. By engaging the respective attachment edge portions 10a along the joint portions 4a in a state where the joint portions 4a between the cowl top panel 4 and the dash upper panel 7 are fitted into the respective attachment groove portions 10b, the instrument panel 10 The displacement of the front end mainly in the lifting direction is restricted. The left and right side portions and the rear portion of the instrument panel 10 are attached by a conventionally known attachment means, and since there is no particular change in the present embodiment, illustration and description thereof are omitted.

According to the instrument panel 10 of the present embodiment configured as described above, the impact absorbing portion 11 including the plurality of stress concentration grooves 11a to 11a is formed at the front end portion thereof. For this reason, when an impact load P from above is applied to the front end portion via the front window 3, the stress generated thereby concentrates on each stress concentration groove 11a, and as a result, the front end portion of the instrument panel 10 becomes It is easily deformed or damaged.
On the other hand, the instrument panel 10 is provided with a sufficient thickness so that the instrument panel 10 is not easily deformed against thermal deformation caused by direct sunlight or the like including its front end. Generally, in order to reduce the rigidity of the front end portion of the instrument panel, it is possible to reduce the thickness of the front end portion. However, the front end portion is irradiated with direct sunlight, so that the rigidity against thermal deformation is ensured. It is also necessary. Therefore, it is not preferable to take a method of thinning the front end portion without limitation. In addition, the instrument panel needs to ensure rigidity as a part (single part) before the body is assembled, and also in this respect, it is necessary to have a certain thickness or more.
As described above, since the front end portion of the instrument panel 10 is easily deformed or damaged with respect to the impact load P from above while ensuring rigidity and the like against thermal deformation, the so-called pedestrian countermeasure is taken for the instrument panel 10. Can be done. In addition, as illustrated, when the conventionally known pedestrian countermeasure is applied to the cowl top portion 2, the front end portion of the instrument panel 10 is easily deformed or damaged with respect to the impact load P from above. The pedestrian countermeasure of the cowl top part 2 can be made to function more reliably and effectively.

Various modifications can be made to the embodiments exemplified above. For example, the bottomed stress concentration groove 11a whose depth changes in the plate thickness direction is exemplified as the shock absorbing portion, but as shown in FIG. 4, a V-shaped stress in a plan view formed by cutting in a state of penetrating in the plate thickness direction. A plurality of concentration grooves 21 a to 21 a may be formed along the front end portion of the instrument panel 20, and this may be used as the shock absorbing portion 21.
Moreover, as shown in FIG.5 and FIG.6, it is good also as the impact-absorbing part 31 which combined the said 2 form stress concentration groove | channels 11a and 21a. That is, V-shaped stress concentration grooves 31 a to 31 a penetrating in the plate thickness direction are cut and formed at a plurality of locations along the front end portion of the instrument panel 30, and the cutting end portions (V-shaped ends of the stress concentration grooves 31 a are formed. A shock absorbing portion 31 may be formed by providing a V-shaped auxiliary groove 31b in plan view whose depth changes in the thickness direction at the tip end. According to the composite groove type shock absorbing portion 31, the stress can be concentrated surely and efficiently by the tip portion of each stress concentration groove 31a, and as a result, the front end of the instrument panel 30 is secured while ensuring rigidity against thermal deformation. It is possible to make the portion more easily deformed or damaged with respect to the impact load P from above, and thereby the pedestrian countermeasure set in the cowl top portion 2 can be made to function more reliably and sufficiently.
In addition, the configuration in which the stress concentration grooves 11a, 21a, and 31a are cut into a V shape from the front end portion of the instrument panel 10 is illustrated, but not limited to the V shape, a simple cut (slit) may be used as the stress concentration groove. Instead of cutting from the front end, the shock absorbing portion may be configured by providing a stress concentration groove, a stress concentration hole, or a stress concentration recess (indentation in the plate thickness direction) in a range appropriately spaced from the front end.

Further, the shock absorbing portion according to the present invention is not limited to the configuration in which the stress concentration grooves 11a, 21a, 31a and the like are provided as illustrated above, but, for example, at the front portion of the instrument panel 40 as shown in FIGS. The plate thickness t1 in the range (range indicated by L1) is formed thinner than the plate thickness t2 in the other range (rear range, indicated by L2) (t1 <t2), and this thin wall portion is used as the shock absorbing portion 41. Also good. Since the impact absorbing portion 41 (the range L1 of the plate thickness t1) is thin, it is more likely to be deformed or broken with respect to the impact load P from above than the other portions. By this shock absorbing part 41, the pedestrian countermeasure of the cowl top part 2 can be made to function more reliably and sufficiently as described above.
A plurality of ribs 42 to 42 are provided on the back surface (lower surface) of the shock absorbing portion 41. Each rib 42 is provided along the front-rear direction (front-rear direction of the vehicle) in the range L1 of the plate thickness t1. Moreover, the adjacent ribs 42 and 42 are arrange | positioned at intervals D mutually. By the ribs 42 to 42, it is possible to compensate for a decrease in rigidity against thermal deformation due to the impact absorbing portion 41 being formed thin. That is, the shock absorbing portion 41 secures rigidity against thermal deformation caused by direct sunlight or the like by the ribs 42 to 42, and the shock load P from above in the range between the ribs 42 and 42 as shown by a two-dot chain line in FIG. It is the structure which reduces the rigidity with respect to.

Further, as shown in FIG. 9, the thickness of the shock absorber is thinner than that of the rear portion (range indicated by L4 in FIG. 9) by gradually changing the thickness of the front portion (range indicated by L3 in FIG. 9) of the instrument panel 50. 51 may be used. Also in this case, a plurality of ribs 52 to 52 are provided on the back surface of the shock absorbing portion 51 along the front-rear direction. As a result, the rigidity with respect to the impact load P from above the impact absorbing portion 51 is reduced, and it is easily deformed or damaged, and the rigidity against thermal deformation caused by direct sunlight or the like is ensured.
As described above, by providing the thin impact absorbing portions 41 and 51 at the front portions of the instrument panels 40 and 50 to reduce the rigidity against the impact load P from above, the pedestrian protection measures for the cowl top portion 2 can be more reliably performed. On the other hand, the ribs 42 to 42 and 52 to 52 are provided on the back surface thereof to ensure the rigidity against thermal deformation or the rigidity as a part before assembling, and assembling and handling thereof. Sex can be secured.
Furthermore, for a certain range of plate thickness along the front part of the instrument panel, it is simply thinned to the extent that it can secure rigidity against thermal deformation due to direct sunlight etc. or as a single item before assembly, above the front part By adopting a configuration that reduces the rigidity against impact from the above, the same effects can be obtained after omitting the ribs 42 to 42 and 52 to 52.

It is a figure which shows the front part of the instrument panel which concerns on embodiment of this invention, Comprising: It is a longitudinal cross-sectional view of a cowl top part periphery. It is the perspective view which looked at the instrument panel which concerns on embodiment of this invention from diagonally upward. It is a front end part of the instrument panel which concerns on embodiment of this invention, Comprising: It is an enlarged view of the (3) part of FIG. It is a perspective view of the instrument panel front part provided with the stress concentration groove | channel of another form. It is a perspective view of the instrument panel front part provided with the stress concentration groove | channel of another form. It is a longitudinal cross-sectional view of the stress concentration groove | channel shown in FIG. It is a perspective view of the front part of the instrument panel provided with the thin-walled type shock absorbing part. It is a longitudinal cross-sectional view of the front part of the instrument panel provided with the thin-walled type shock absorbing part. The front part of the instrument panel provided with the thin-walled type shock absorption part from which plate | board thickness changes gradually is a longitudinal cross-sectional view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Cowl top part 3 ... Front window 4 ... Cowl top panel, 4a ... Joint part 5 ... Cowl louver, 5a ... Seal member 6 ... Hood panel 7 ... Dash upper panel 8 ... Dash lower panel 9 ... Cowl panel 10 ... Instrument panel (first embodiment)
DESCRIPTION OF SYMBOLS 10a ... Installation edge part, 10b ... Installation groove part 11 ... Impact absorption part, 11a ... Stress concentration groove | channel P ... Impact load 20 from upper direction ... Instrument panel (2nd Embodiment)
21 ... Shock absorbing portion (second embodiment), 21a ... Stress concentration groove 30 ... Instrument panel (third embodiment)
31 ... Shock absorber (third embodiment), 31a ... Stress concentration groove, 31b ... Auxiliary groove

Claims (3)

An instrument panel provided with an impact absorbing portion for reducing rigidity against an impact in the thickness direction at a front portion covering a cowl top portion of a vehicle. 2. The instrument panel according to claim 1, wherein a front portion thereof has a plate thickness mainly for securing rigidity against thermal deformation, and the shock absorbing portion has a plan view V at a plurality of locations along the front portion. An instrument panel having a configuration in which a letter-shaped stress concentration groove is cut and formed, and stress generated by the impact is concentrated in the stress concentration groove to reduce the rigidity of the front portion. 3. The instrument panel according to claim 1, wherein a front portion of the shock absorbing portion is formed thinner than a rear portion to reduce rigidity against the shock, while a back surface of the thin portion is provided in the front-rear direction. An instrument panel that is provided with reinforcing ribs along it to ensure rigidity against thermal deformation.

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