JP2011105217A - Interior panel for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an interior panel for a vehicle, which is reduced in weight while a body panel is prevented from cracking. <P>SOLUTION: The instrument panel 10 includes an instrument panel body 12 for covering a vehicle structure body 16 such as an airconditioning device and a duct forming member 14 for forming a center airconditioning duct 22. The duct forming member 14 has reinforcing sections 40, 42 disposed opposite to the vehicle structure body 16 with a spacing between the instrument panel body 12 and the vehicle structure body 16. A plurality of projections 44, each projecting into the instrument panel body 12 side, and having a load receiving surface 44A at the tip, and a connection section 46 for connecting the base end sides of the plurality of the projections 44 are formed in the reinforcing sections 40, 42. Out of a plurality of projections 44, the load receiving surfaces 44A of at least the plurality of the projections 44 are joined to the surface of the vehicle structure body 16 side in the instrument panel body 12. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle interior panel.

  Conventionally, the following are known as an interior panel for vehicles (for example, refer to patent documents 1). That is, Patent Document 1 discloses an impact energy absorbing structure in which lattice-like or honeycomb-like impact absorbing ribs are integrally formed on the back surface of a trim member that covers a structural member that constitutes a passenger compartment.

JP-A-8-58507 JP-A-11-129840 JP 2004-306852 A JP-T-2005-514560 Japanese Patent Laid-Open No. 7-61307 Special table 2007-504050 gazette

  However, in the example described in Patent Document 1, if the trim member is made thin for weight reduction, there is a possibility that sink marks may occur on the design surface of the trim member due to the influence of the ribs during molding. For this reason, in order to suppress this sink, it is necessary to make a rib thin.

  However, when the rib is made thin, an occupant or the like collides with the trim member at the time of a vehicle collision, and when an impact is applied to the trim member, stress concentrates on the base of the rib, and the rib starts from the rib. There is a risk of cracking.

  This invention is made | formed in view of the said subject, Comprising: It aims at providing the vehicle interior panel which can aim at weight reduction, suppressing the crack of a main body panel.

  In order to solve the above problem, an interior panel for a vehicle according to claim 1 is provided in a vehicle interior, and includes a main body panel that covers a vehicle structure provided in the vehicle, and the main body panel and the vehicle structure. A plurality of convex portions each having a reinforcing portion disposed apart from the vehicle structure and having a convex portion on the main body panel side and having a load receiving surface at a tip thereof; And a load receiving surface of at least any one of the plurality of protrusions is joined to a surface of the main body panel on the vehicle structure side. A reinforcing member.

  According to this vehicle interior panel, the reinforcing member has a reinforcing portion for reinforcing the main body panel between the main body panel and the vehicle structure. The reinforcing portion is separated from the vehicle structure, thereby ensuring a shock absorbing stroke of the main body panel between the main body panel and the vehicle structure. Therefore, even when an occupant or the like collides with the main body panel at the time of a vehicle collision and an impact is applied to the main body panel, the main body is within the range of the shock absorbing stroke (including the case where the reinforcing portion slightly contacts the vehicle structure). The impact can be absorbed by the deformation of the panel.

  Here, each of the above-mentioned reinforcing portions is formed with a plurality of convex portions each having a convex on the main body panel side and having a load receiving surface at the tip thereof, and a connecting portion for connecting the base ends of the plurality of convex portions. Has been. Moreover, the load receiving surface of at least any one of the plurality of convex portions is joined to the surface of the main body panel on the vehicle structure side.

  Therefore, since the rigidity of the main body panel is improved by the closed cross section between the plurality of convex portions joined to the surface of the main body panel in the main body panel, the main body panel is required even when an impact is applied to the main body panel. It can suppress that it deform | transforms above. In addition, when an impact is applied to the main body panel, an impact load is received at the load receiving surface of each convex portion, so that the stress is dispersed at each load receiving surface and the concentration of stress on a specific part of the main body panel is suppressed. Is done. Thereby, even when an impact is applied to the main body panel, it is possible to suppress cracking of the main body panel.

  Further, by adopting a structure in which the main body panel is reinforced in this manner, the main body panel can be made thinner and the weight can be reduced.

  The vehicle interior panel according to claim 2 is the vehicle interior panel according to claim 1, wherein the main body panel is an instrument panel main body that covers an air conditioner that constitutes the vehicle structure, and the reinforcing member However, it is set as the structure used as the duct structural member which comprises the ventilation duct which guides the air sent out from the said air conditioner to the blower outlet formed in the said instrument panel main body.

  According to this vehicle interior panel, since the duct component is used as the reinforcing portion, an increase in the number of parts can be avoided and further weight reduction can be achieved.

  The vehicle interior panel according to a third aspect is the vehicle interior panel according to the second aspect, wherein the reinforcing portion is formed in a portion other than the air duct in the duct constituent member.

  According to this vehicle interior panel, since the reinforcing portion is formed in a portion other than the air duct in the duct constituent member, for example, the arrangement and shape of the air duct are restricted, or the air flow in the air duct Can be avoided.

  The vehicle interior panel according to claim 4 is the vehicle interior panel according to any one of claims 1 to 3, wherein the plurality of protrusions are a first group of protrusions parallel to each other. It is set as the structure arranged so that a linear broken line may not exist between the convex parts of the 2nd group.

  According to this vehicle interior panel, there is no linear fold line between the first group of protrusions and the second group of protrusions that are parallel to each other. Rigidity can be ensured.

  The vehicle interior panel according to claim 5 is the vehicle interior panel according to any one of claims 1 to 3, wherein the plurality of convex portions are continuous with each other so as to form a honeycomb shape as a whole. It is set as the structure formed as follows.

  According to this vehicle interior panel, since the plurality of convex portions form a honeycomb shape as a whole, the bending of the reinforcing portion can be suppressed and the rigidity of the reinforcing portion can be ensured.

  The vehicle interior panel according to claim 6 is the vehicle interior panel according to any one of claims 1 to 3, wherein the plurality of convex portions are each in a wave shape or a zigzag shape in plan view. Are formed in a longitudinal shape, and are arranged in parallel with each other so that there is no linear broken line between one convex portion and the other convex portion adjacent to each other.

  According to this vehicle interior panel, since there is no linear fold line between the one convex portion and the other convex portion adjacent to each other, the bending of the reinforcing portion is suppressed and the rigidity of the reinforcing portion is ensured. be able to.

  As described above in detail, according to the vehicle interior panel of the present invention, it is possible to reduce the weight while suppressing cracking of the main body panel.

It is a disassembled perspective view of the vehicle interior panel which concerns on 1st embodiment of this invention. It is the principal part expansion perspective view which looked at the reinforcement part formed in the duct structural member shown by FIG. 1 from the vehicle up-down direction lower side (back side). It is a principal part expanded sectional view of the vehicle interior panel shown by FIG. It is a principal part enlarged plan view which shows the modification of the reinforcement part in 1st embodiment of this invention. It is a principal part enlarged plan view which shows the other modification of the reinforcement part in 1st embodiment of this invention. It is a disassembled perspective view of the vehicle interior panel which concerns on 2nd embodiment of this invention. It is the principal part expansion perspective view which looked at the reinforcement part formed in the duct structural member shown by FIG. 6 from the vehicle up-down direction upper side (front side). It is a principal part expanded sectional view of the vehicle interior panel shown by FIG.

[First embodiment]
First, a first embodiment of the present invention will be described.

  In addition, arrow UP, arrow FR, and arrow OUT in each figure have each shown the vehicle up-down direction upper side, the vehicle front-back direction front side, and the vehicle width direction outer side (right side).

  As shown in FIG. 1, an instrument panel 10 as a vehicle interior panel according to the first embodiment of the present invention includes an instrument panel body 12 as a main body panel and a duct constituent member 14 as a reinforcing member. I have.

  The instrument panel body 12 is made of resin, and is attached to an instrument panel reinforcement spanned between left and right front pillars (not shown). The instrument panel main body 12 is provided in the vehicle compartment and covers the vehicle structure 16 including an air conditioner, an airbag device, and the like provided in the vehicle from the upper side in the vehicle vertical direction.

  The instrument panel main body 12 is formed with a right panel portion 18 and a left panel portion 20 on both sides with respect to the central portion thereof. The right panel portion 18 and the left panel portion 20 are reinforced by reinforcing portions 40 and 42, which will be described later.

  The instrument panel 10 is for a left-hand drive vehicle. That is, in the instrument panel 10, the left side is the driver seat side, and the right side is the passenger seat side.

  The duct constituent member 14 is made of resin and is provided between the instrument panel main body 12 and the vehicle structure 16. The duct constituting member 14 constitutes a center air conditioning duct 22, a center defroster duct 24, a side air conditioning duct 26, and a side defroster duct 28 as air blowing ducts.

  The center air-conditioning duct 22 and the center defroster duct 24 are respectively supplied to the center air-conditioning outlet 32 and the center defroster outlet 34 as the outlet formed in the central portion of the instrument panel main body 12. I am guiding you. On the other hand, the side air-conditioning duct 26 and the side defroster duct 28 are provided with a side air-conditioning air outlet 36 as an air outlet formed outside the instrument panel main body 12 in the vehicle width direction and the side air (not shown). Each guides to the defroster outlet.

  The duct component 14 includes portions other than the center air-conditioning duct 22, the center defroster duct 24, the side air-conditioning duct 26, and the side defroster duct 28, and the above-described right and left panel portions 18 and 20 and the vehicle vertical direction. Reinforcing portions 40 and 42 are respectively formed at portions facing the.

  The pair of reinforcing portions 40 and 42 have substantially the same configuration. Therefore, the right side (passenger seat side) reinforcing portion 40 will be described here, and the left side (driver seat side) reinforcing portion 42 will not be described.

  As shown in FIG. 2, the reinforcing portion 40 is formed with a plurality of bead-like convex portions 44 that are convex upward in the vehicle vertical direction (on the instrument panel body 12 side). The plurality of convex portions 44 are generally arranged so that the connecting portions 46 that connect the base end sides (the vehicle vertical direction lower side) of the plurality of convex portions 44 form a honeycomb shape as a whole.

  That is, the plurality of convex portions 44 includes a first group of convex portions that are parallel to each other (for example, a plurality of convex portions 44 that are surrounded by a square A in FIG. 2 and are parallel to each other in the vertical direction), and a second group of convex portions. Are arranged so that there is no linear polygonal line between them (for example, a plurality of convex parts 44 surrounded by a square B in FIG. 2 and parallel to each other in the vertical direction).

  That is, in other words, when a boundary line L is set between the first group of convex portions 44 and the second group of convex portions 44, each of the convex portions 44 belonging to the first group on the boundary line L. A part and a part of each convex part 44 belonging to the second group are located.

  It should be noted that the plurality of protrusions 44 are not limited to the case where the plurality of protrusions parallel to each other in the vertical direction are the first group of protrusions and the second group of protrusions, but the plurality of protrusions parallel to each other in the left-right direction. Even when the first group of convex parts and the second group of convex parts are formed as a first group of convex parts and a plurality of convex parts parallel to each other in an oblique direction, a straight line is provided between the first group of convex parts and the second group of convex parts. Are arranged so that there is no polygonal line.

  Moreover, the front end surfaces of the plurality of convex portions 44 are load receiving surfaces 44A, and are formed in a planar shape. As shown in FIG. 3, each load receiving surface 44 </ b> A is joined to the rear surface 18 </ b> A (surface on the vehicle structure 16 side) of the right panel portion 18 by welding or the like, for example.

  Further, in the reinforcing portion 40, a closed section 48 is formed between the plurality of convex portions 44 by the reinforcing portion 40 and the right panel portion 18. And the side wall 44B of the convex part 44 arrange | positioned between the right side panel part 18 and the connection part 46 plays a role of a reinforcement rib.

  Further, as shown in FIG. 3, the reinforcing portion 40 is disposed apart from the vehicle structure 16 covered by the instrument panel body 12 in the vehicle vertical direction.

  Next, the operation and effect of the first embodiment of the present invention will be described.

  According to the instrument panel 10, as shown in FIG. 1, the duct component member 14 includes a reinforcing portion 40 for reinforcing the right panel portion 18 between the right panel portion 18 and the vehicle structure 16. have. As shown in FIG. 3, the reinforcing portion 40 is spaced apart from the vehicle structure 16 described above in the vehicle vertical direction, and thus, between the right panel portion 18 and the vehicle structure 16 described above, The shock absorbing stroke of the right panel portion 18 is secured.

  Therefore, even when the head of the occupant has a secondary collision with the right panel 18 and a shock is applied to the right panel 18 at the time of the vehicle collision, for example, within the range of the shock absorbing stroke (the reinforcing portion 40 is the vehicle structure). 16), the right panel portion 18 can be deformed to absorb the impact.

  Here, as shown in FIG. 3, the above-described reinforcing portion 40 includes a plurality of convex portions 44 each having a convex upward in the vehicle vertical direction and having a load receiving surface 44 </ b> A at the tip thereof, and the plurality of convex portions. A connecting portion 46 that connects the base end sides of 44 is formed. Further, the load receiving surfaces 44 </ b> A of the plurality of convex portions 44 are all joined to the back surface 18 </ b> A of the right panel portion 18.

  Accordingly, since the rigidity of the right panel portion 18 is improved by the closed cross section 48 formed between the plurality of convex portions 44, the right panel portion 18 is more than necessary even when an impact is applied to the right panel portion 18. Can be prevented from being deformed. In addition, when an impact is applied to the right panel portion 18, an impact load is received at each load receiving surface 44 </ b> A. Therefore, stress is dispersed at each load receiving surface 44 </ b> A, and stress concentrates on a specific portion of the right panel portion 18. This is also suppressed. Thereby, even when an impact is applied to the right panel portion 18, cracking of the right panel portion 18 can be suppressed.

  Also, as shown in FIG. 2, the plurality of convex portions 44 are entirely arranged so that there is no linear broken line between the first group of convex portions and the second group of convex portions as described above. Since they are arranged, it is possible to suppress the bending of the reinforcing portion 40 and ensure the rigidity of the reinforcing portion 40.

  Note that the left side (driver's seat side) reinforcing portion 42 shown in FIG. 1 has the same configuration as the right side (passenger seat side) reinforcing portion 40, thereby reinforcing the left panel portion 20. Can do. Therefore, for example, when the left panel portion 20 is touched by hand, the left panel portion 20 can be prevented from being recessed.

  Further, by reinforcing the right panel portion 18 and the left panel portion 20 in this way, the entire instrument panel body 12 including the right panel portion 18 and the left panel portion 20 can be thinned and lightened. Also, cost reduction can be achieved.

  Furthermore, as shown in FIG. 1, since a part of the duct component member 14 is used as the reinforcing portions 40 and 42, an increase in the number of parts can be avoided to further reduce the weight and cost. Can do.

  Further, since the reinforcing portions 40 and 42 are formed in portions other than the center air conditioning duct 22, the center defroster duct 24, the side air conditioning duct 26, and the side defroster duct 28 in the duct component member 14, for example, It is possible to avoid restricting the arrangement and shape or affecting the air flow in these ducts.

  Further, for example, if the thickness of the duct component 14 (reinforcing portion 40) shown in FIG. 3 is made sufficiently thin, the closed section 48 between the plurality of convex portions 44 serves as a resonance cell. The sound absorption effect due to the resonance effect can also be exhibited. Thereby, the sound-absorbing material arranged on the back side of the instrument panel main body 12 can be reduced in size or eliminated.

  Next, a modification of the first embodiment of the present invention will be described.

  In the above-described embodiment, each of the plurality of convex portions 44 is formed in a hexagonal shape in plan view, but as described above, a linear shape is formed between the first group of convex portions and the second group of convex portions that are parallel to each other. As long as they are arranged so that there is no broken line, they may be formed in other shapes (for example, a circular shape or a square shape in plan view).

  In the above embodiment, the load receiving surfaces 44A of the plurality of convex portions 44 are all joined to the back surface 18A of the right panel portion 18, but any one of the plurality of convex portions 44 (for example, six pieces) The load receiving surface 44A of the central convex portion 44) surrounded by the convex portion 44 may not be joined to the back surface 18A of the right panel portion 18. That is, it is only necessary that the load receiving surface 44 </ b> A of at least one of the plurality of convex portions 44 is joined to the back surface 18 </ b> A of the right panel portion 18.

  Moreover, in the said embodiment, the some convex part 44 may be comprised as follows. That is, in the modification shown in FIG. 4, the plurality of convex portions 44 are each formed in a longitudinal shape having a wave shape in plan view, and are parallel to each other. The plurality of convex portions 44 are configured such that a linear broken line does not exist between one convex portion 44 and the other convex portion 44 adjacent to each other.

  That is, in other words, a part 44P of one convex part 44 adjacent to each other overlaps with another part 44Q of the other convex part 44 in the arrangement direction of the plurality of convex parts 44 (the overlap length). Lo), when a boundary line L is set between one convex portion 44 and the other convex portion 44, a part 44P of one convex portion 44 and the other convex portion 44 on the boundary line L. The other part 44Q is located.

  Also by this structure, the rigidity of the reinforcement part 40 can be ensured like the said embodiment by suppressing the bending of the reinforcement part 40. FIG.

  The plurality of convex portions 44 are each formed in a zigzag shape in plan view, for example, as in the modification shown in FIG. 5, in addition to being formed in a waveform shape in plan view. It may be formed.

  Moreover, in the said embodiment, although the reinforcement parts 40 and 42 were formed in parts other than the center air conditioning duct 22, the center defroster duct 24, the side air conditioning duct 26, and the side defroster duct 28 in the duct structural member 14, In the case where it is possible to prevent the arrangement and shape of these ducts from being restricted or to affect the flow of air in these ducts, they may be formed in these ducts.

[Second Embodiment]
Next, a second embodiment of the present invention will be described.

  An instrument panel 50 as an interior panel for a vehicle according to the second embodiment of the present invention shown in FIG. 6 is a substitute for the duct component member 14 with respect to the instrument panel 10 according to the first embodiment of the present invention described above. Further, a duct constituting member 54 as a reinforcing member is provided.

  In the second embodiment of the present invention, the instrument panel body 12 has the same configuration as that of the first embodiment of the present invention.

  As shown in FIG. 6, the duct component member 54 includes a first panel 56 and a second panel 58 disposed on the lower side in the vehicle vertical direction with respect to the first panel 56. 12 and the vehicle structure 16.

  The duct constituting member 54 constitutes a center air conditioning duct 62, a center defroster duct 64, a side air conditioning duct 66, and a side defroster duct 68 as air blowing ducts.

  That is, the center air conditioning duct 62 includes a first duct portion 62A formed on the first panel 56 and a second duct portion 62B formed on the second panel 58. The center defroster duct 64 includes a first duct portion 64 </ b> A formed on the first panel 56 and a second duct portion 64 </ b> B formed on the second panel 58.

  Similarly, the side air conditioning duct 66 includes a first duct portion 66 </ b> A formed on the first panel 56 and a second duct portion 66 </ b> B formed on the second panel 58. The side defroster duct 68 includes a first duct portion 68A formed on the first panel 56 and a second duct portion 68B formed on the second panel 58.

  The center air conditioning duct 62, the center defroster duct 64, the side air conditioning duct 66, and the side defroster duct 68 are the center air conditioning duct 22, the center defroster duct 24, the side air conditioning duct 26, and the side defroster duct in the first embodiment of the present invention described above. The configuration is the same as that of No. 28.

  The duct component 54 includes portions other than the center air-conditioning duct 62, the center defroster duct 64, the side air-conditioning duct 66, and the side defroster duct 68, and the above-described right panel portion 18 and left panel portion 20 and the vehicle vertical direction. Reinforcing portions 70 and 72 are respectively formed at portions facing the.

  Note that the pair of reinforcing portions 70 and 72 have substantially the same configuration. Therefore, here, the right side (passenger seat side) reinforcing portion 70 will be described, and the left side (driver's seat side) reinforcing portion 72 will not be described.

  The reinforcing portion 70 includes a first reinforcing panel portion 74 formed on the first panel 56 and a second reinforcing panel portion 76 as a connecting portion formed on the second panel 58.

  As shown in FIG. 7, the first reinforcing panel portion 74 is formed with a plurality of beads 82 that protrude downward in the vehicle vertical direction. The plurality of beads 82 are formed side by side in two directions (X direction and Y direction) intersecting each other along the right panel portion 18 (see FIG. 1) formed in the instrument panel body 12 described above.

  Here, when the bottom surfaces 82A of the plurality of beads 82 are used as a reference surface, the first reinforcing panel portion 74 is convex upward in the vehicle vertical direction between the adjacent bottom surfaces 82A of the plurality of beads 82. It can be said that the convex portions 84 are formed. The plurality of convex portions 84 are continuously formed so as to form a honeycomb shape as a whole.

  As shown in FIG. 8, the tip surfaces of the plurality of convex portions 84 serve as a load receiving surface 84 </ b> A, and are formed in a planar shape. Each load receiving surface 84A is joined to the back surface 18A (the surface on the vehicle structure 16 side) of the right panel portion 18 by welding or the like, for example. In addition, the bottom surface 82A of each bead 82 described above is joined to the second reinforcing panel portion 76, whereby the base end side (the vehicle vertical direction lower side) of the plurality of convex portions 84 is the second reinforcing panel portion. Connected by 76.

  In the reinforcing portion 70, a closed cross section 88 is formed between the plurality of convex portions 84 by the first reinforcing panel portion 74 and the right panel portion 18. Further, a closed section 90 is formed by each convex portion 84 and the second reinforcing panel portion 76. And the side wall 84B of the convex part 84 arrange | positioned between the right side panel part 18 and the 2nd reinforcement panel part 76 plays a role of a reinforcement rib.

  Further, the reinforcing portion 70 is arranged away from the vehicle structure 16 covered by the instrument panel body 12 in the vehicle vertical direction.

  Next, the operation and effect of the second embodiment of the present invention will be described.

  According to the instrument panel 50, as shown in FIG. 6, the duct component member 54 is provided between the right panel portion 18 and the vehicle structure 16 and the reinforcing portion 70 for reinforcing the right panel portion 18. have. As shown in FIG. 8, the reinforcing portion 70 is spaced apart from the vehicle structure 16 described above in the vehicle vertical direction. The shock absorbing stroke of the right panel portion 18 is secured.

  Therefore, even when the head of the occupant has a secondary collision with the right panel 18 at the time of the vehicle collision and an impact is applied to the right panel 18, the impact absorbing stroke is within the range (the reinforcing portion 70 is in the vehicle structure). 16), the right panel portion 18 can be deformed to absorb the impact.

  Here, as shown in FIG. 8, the above-described reinforcing portion 70 has a plurality of convex portions 84 each having a convex upward in the vehicle vertical direction and having a load receiving surface 84 </ b> A at the tip thereof, and the plurality of convex portions. A second reinforcing panel portion 76 that connects the base end sides of 84 is formed. Further, the load receiving surfaces 84 </ b> A of the plurality of convex portions 84 are all joined to the back surface 18 </ b> A of the right panel portion 18.

  Accordingly, a closed cross section 88 formed by the first reinforcing panel portion 74 and the instrument panel body 12 and a closed portion formed by the respective convex portions 84 and the second reinforcing panel portion 76 between the plurality of convex portions 84. Since the rigidity of the right panel portion 18 is improved by the cross section 90, even when an impact is applied to the right panel portion 18, it is possible to suppress the right panel portion 18 from being deformed more than necessary. Moreover, when an impact is applied to the right panel portion 18, an impact load is received at each load receiving surface 84 </ b> A, so that the stress is dispersed at the load receiving surface 84 </ b> A and the stress concentrates on a specific portion of the right panel portion 18. This is also suppressed. Thereby, even when an impact is applied to the right panel portion 18, cracking of the right panel portion 18 can be suppressed.

  Further, as shown in FIG. 7, the plurality of convex portions 84 are continuously formed so as to form a honeycomb shape as a whole, so that bending of the reinforcing portion 70 is suppressed and the rigidity of the reinforcing portion 70 is suppressed. Can be secured.

  The left side (driver's seat side) reinforcing portion 72 shown in FIG. 6 has the same configuration as the right side (passenger seat side) reinforcing portion 70, and thus the left panel portion 20 is reinforced. Can do. Therefore, for example, when the left panel portion 20 is touched by hand, the left panel portion 20 can be prevented from being recessed.

  Further, by reinforcing the right panel portion 18 and the left panel portion 20 in this way, the entire instrument panel body 12 including the right panel portion 18 and the left panel portion 20 can be thinned and lightened. Also, cost reduction can be achieved.

  Furthermore, as shown in FIG. 6, since a part of the duct component 54 is used as the reinforcing portions 70 and 72, an increase in the number of parts can be avoided to further reduce the weight and cost. Can do.

  Further, since the reinforcing portions 70 and 72 are formed in portions other than the center air conditioning duct 62, the center defroster duct 64, the side air conditioning duct 66, and the side defroster duct 68 in the duct component member 54, for example, It is possible to avoid restricting the arrangement and shape or affecting the air flow in these ducts.

  Further, for example, if the plate thickness of the duct component 54 shown in FIG. 8 (the first panel 56 including the first reinforcing panel portion 74 and the second panel 58 including the second reinforcing panel portion 76) is sufficiently reduced, Since the closed cross-sections 88 and 90 serve as resonance cells, a sound absorption effect due to the sound resonance effect can also be exhibited. Thereby, the sound-absorbing material arranged on the back side of the instrument panel main body 12 can be reduced in size or eliminated.

  Next, a modification of the second embodiment of the present invention will be described.

  In the above embodiment, the load receiving surfaces 84A of the plurality of convex portions 84 are all joined to the back surface 18A of the right panel portion 18, but any one of the load receiving surfaces 84A of the plurality of convex portions 84 is It does not need to be joined to the back surface 18A of the right panel portion 18. That is, it is only necessary that the load receiving surface 84 </ b> A of at least one of the plurality of convex portions 84 is joined to the back surface 18 </ b> A of the right panel portion 18.

  Similarly, the bottom surfaces 82 </ b> A of the plurality of beads 82 need not all be joined to the second reinforcing panel portion 76, and the bottom surfaces 82 </ b> A of any one of the plurality of beads 82 are connected to the second reinforcing panel portion 76. What is necessary is just to join.

  Moreover, in the said embodiment, although the some convex part 84 was formed so that it might form a honeycomb shape as a whole, with the modification (refer FIG. 4, FIG. 5) in 1st embodiment of the above-mentioned this invention. Similarly, it may be formed to have a wave shape or a zigzag shape in plan view.

  Moreover, in the said embodiment, although the reinforcement parts 70 and 72 were formed in parts other than the center air conditioning duct 62, the center defroster duct 64, the side air conditioning duct 66, and the side defroster duct 68 in the duct structural member 54, for example, In the case where it is possible to prevent the arrangement and shape of these ducts from being restricted or to affect the flow of air in these ducts, they may be formed in these ducts.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and other various modifications can be made without departing from the spirit of the present invention. It is.

  Of course, the present invention may be applied to vehicle interior panels other than instrument panels.

10, 50 Instrument panel 12 Instrument panel body (main panel)
14, 54 Duct component (reinforcing member)
16 Vehicle structure 22, 62 Center air conditioning duct (blower duct)
24, 64 Center defroster duct (blower duct)
26, 66 Side air conditioning duct (blower duct)
28, 68 Side defroster duct
32 Center air conditioning outlet (air outlet)
34 Center defroster outlet (air outlet)
36 Side air conditioning outlet (air outlet)
40, 42, 70, 72 Reinforcement portions 44, 84 Convex portions 44A, 88A Load receiving surface 46 Connection portion 76 Second reinforcement panel portion (connection portion)

Claims (6)

A main body panel that is provided in the passenger compartment and covers a vehicle structure provided in the vehicle;
The reinforcing part is disposed between the main body panel and the vehicle structure so as to be separated from the vehicle structure, and the reinforcing part has a protrusion on the main body panel side, and a load receiving surface at the tip thereof. And a connecting portion that connects the base end sides of the plurality of protrusions, and the load receiving surface of at least any one of the plurality of protrusions is the main body. A reinforcing member joined to a surface of the panel on the vehicle structure side;
Vehicle interior panel with The main body panel is an instrument panel main body that covers an air conditioner constituting the vehicle structure,
The reinforcing member is a duct constituting member that constitutes a blower duct that guides air sent from the air conditioner to an outlet formed in the instrument panel body.
The vehicle interior panel according to claim 1. The reinforcing portion is formed in a portion other than the air duct in the duct component member,
The vehicle interior panel according to claim 2. The plurality of protrusions are generally arranged so that there is no linear broken line between the first group of protrusions and the second group of protrusions that are parallel to each other.
The vehicle interior panel according to any one of claims 1 to 3. The plurality of convex portions are formed continuously with each other so as to form a honeycomb shape as a whole.
The vehicle interior panel according to any one of claims 1 to 3. The plurality of protrusions are each formed in a longitudinal shape having a wave shape or a zigzag shape in a plan view, and are arranged in parallel to each other and linear between one protrusion and the other protrusion adjacent to each other. It is assumed that there is no broken line.
The vehicle interior panel according to any one of claims 1 to 3.

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