JP2014051224A - Instrument panel reinforcement structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an instrument panel reinforcement structure capable of effectively suppressing resonance of a steering wheel.SOLUTION: An instrument panel reinforcement 10 includes a plurality of frame members 12, 14 supporting a steering column 32, and a bracket 36. The bracket 36 has one end connected to the frame member 12 and the other end connected to the frame member 14. The bracket 36 is configured to make moment Mb from the frame member 14 act in the opposite direction against moment Ma acting from the frame member 12 through vibrations L in vehicle up-down directions input to the steering column 32.

Description

  The present invention relates to an instrument panel reinforcement (hereinafter, simply referred to as “instrument reinforcement”) structure.

  The following Patent Document 1 discloses an instrument panel reinforcement structure capable of suppressing the resonance of the steering wheel by improving the rigidity. In this instrument panel reinforcement structure, a main frame pipe is provided horizontally between brackets provided at both ends in the vehicle width direction, and a sub frame pipe is provided horizontally between brackets below. On the driver's seat side, a steering column is attached to the main frame pipe.

Japanese Patent Laid-Open No. 9-328024

  However, in the above-described instrument panel reinforcement structure, although the overall rigidity is enhanced, the steering column is supported only by the main frame pipe. For this reason, when vertical vibration is input to the steering column from the road surface side while the vehicle is traveling, resonance occurs in the steering wheel, so there is room for improvement.

  An object of the present invention is to obtain an instrument panel reinforcement structure that can effectively suppress the resonance of the steering wheel in consideration of the above facts.

  An instrument panel reinforcement structure according to a first aspect of the present invention is a pipe-shaped first structure that is disposed with a vehicle width direction as a longitudinal direction and supports a steering column that is disposed with the vehicle front-rear direction as an axial direction in a plan view of the vehicle. A first frame member, a pipe-shaped second frame member disposed substantially parallel to the first frame member on the vehicle rear side of the first frame member and supporting the steering column, and the first frame member and the second frame And a bracket for connecting the members and causing the moment from the second frame member to act in the opposite direction to the moment acting from the first frame member by vibration in the vehicle vertical direction inputted to the steering column.

  In the invention according to claim 1, the steering column is supported by the first and second frame members, and the first frame member and the second frame member are connected by the bracket.

  Here, the bracket is configured to apply a moment from the second frame member in an opposite direction to a moment acting from the first frame member due to vibration in the vehicle vertical direction inputted to the steering column. For this reason, the moments generated in the first and second frame members are reduced to attenuate the vibrations generated in the steering column.

  The instrument panel reinforcement structure according to a second aspect of the present invention is the instrument panel reinforcement structure according to the first aspect, wherein the bracket is connected to the first cross-section center point of the first frame member and the second cross-section center point of the second frame member. It is characterized by intersecting and extending.

  In the invention according to claim 2, since the bracket extends so as to cross the connection line connecting the first cross-sectional center point of the first frame member and the second cross-sectional center point of the second frame member, the first frame member The direction in which the moment from the second frame member acts on the bracket is opposite to the direction in which the moment from the second frame member acts on the bracket. For this reason, the moment which arises in the 1st and 2nd frame members can be reduced by the simple composition that a bracket is extended and intersected with the connection.

  The instrument panel reinforcement structure according to the invention described in claim 3 is characterized in that, in claim 2, the bracket intersects the connection in the vehicle side view and extends in the vehicle vertical direction.

  In the invention according to claim 3, since the bracket extends in the vehicle vertical direction, the vibration direction of the vibration input to the steering column and the action direction of the moment generated in the first and second frame members coincide. For this reason, the moment which arises in the 1st and 2nd frame members can be efficiently reduced by the simple composition of making the direction of vibration and the action direction of the moment correspond.

  An instrument panel reinforcement structure according to a fourth aspect of the present invention is the instrument panel reinforcement structure according to the second or third aspect, wherein one end of the bracket is connected to the first contact of the tangent of the first frame member passing through the second cross-section center point. The other end of the bracket is connected to the outer periphery of the first frame member facing the second frame member in a region not including the first contact point and the first intersection between the first intersection at which the outer periphery of the first frame member intersects Does not include the second contact point and the second intersection point between the second contact point of the tangent line of the second frame member passing through the first cross-section center point and the second intersection point where the connection line and the outer periphery of the second frame member intersect. It is connected to the outer periphery of the second frame member facing the first frame member in the region.

  In the invention which concerns on Claim 4, one end of a bracket is connected to the outer periphery of the 1st frame member which faces a 2nd frame member in the area | region which does not include them between the 1st contact of a 1st frame member, and a 1st intersection. Yes. The other end of the bracket is connected to the outer periphery of the second frame member facing the first frame member in a region not including them between the second contact point of the second frame member and the second intersection. By specifying the connection positions of the bracket and the first and second frame members in this way, moments from the first and second frame members act on the brackets in opposite directions. For this reason, the moment which arises in the 1st and 2nd frame members can be reduced by the simple composition of specifying the connection position of the bracket and the 1st and 2nd frame members.

  The instrument panel reinforcement structure according to the invention described in claim 5 is the instrument panel reinforcement structure according to any one of claims 1 to 4, wherein the bracket is arranged in a direction intersecting with an axial direction of the steering column in a plan view of the vehicle. And it is extended in the vehicle width direction along the 1st and 2nd frame member, It is characterized by the above-mentioned.

  In the invention according to claim 5, since the second frame member is provided on the steering wheel side, when a force in the vehicle width direction is input to the steering wheel, it is the same as the connection portion between the steering column and the second frame member. A direction force acts, and a reverse force acts on the connection portion between the steering column and the first frame member. As a result, a moment is generated in the steering column. Here, in the present invention, brackets extending in the vehicle width direction so as to intersect the axial direction of the steering column are connected to the first and second frame members. For this reason, the steering rigidity with respect to the moment is improved by the bracket.

  The instrument panel reinforcement structure according to the invention described in claim 1 has an excellent effect that the resonance of the steering wheel can be effectively suppressed.

  The instrument panel reinforcement structure according to the invention described in claims 2 to 4 has an excellent effect that the resonance of the steering wheel can be effectively suppressed with a simple configuration.

  The instrument panel reinforcement structure according to the invention described in claim 5 has an excellent effect that the steering rigidity can be further improved and the resonance of the steering wheel can be effectively suppressed.

It is the schematic side view which looked at the instrument panel reinforcement structure which concerns on 1st Embodiment from the vehicle width direction. FIG. 2 is a perspective view of the instrument panel reinforcement structure shown in FIG. 1 as viewed from the vehicle rear side surface on the driver's seat side toward the vehicle front side. FIG. 3 is an enlarged plan view of a part of the instrument panel reinforcement structure shown in FIG. 2 when the driver's seat side is viewed from above the vehicle. It is the schematic side view to which the principal part of the instrument panel reinforcement structure shown in FIG. 1 was expanded. It is the schematic side view corresponding to FIG. 4 which expanded the principal part of the instrument panel reinforcement structure which concerns on 2nd Embodiment. It is the schematic side view corresponding to FIG. 4 which expanded the principal part of the instrument panel reinforcement structure which concerns on 3rd Embodiment.

  Hereinafter, an embodiment of an instrument panel reinforcement structure according to the present invention will be described with reference to the drawings. Note that an arrow FR appropriately shown in the figure indicates the vehicle front side, and an arrow UP indicates the vehicle upper side. An arrow W indicates the vehicle width direction.

[First Embodiment]

(Structure of instrument panel reinforcement structure)
FIG. 2 shows a perspective view of the instrument panel reinforcement structure as seen from the driver seat side of the left-hand drive vehicle to the front side of the vehicle. FIG. 3 is an enlarged plan view of a part of the instrument panel reinforcement structure on the driver's seat side in plan view. An instrument panel (not shown) is disposed in front of the driver's seat and front passenger seat in the interior of the vehicle. An instrument panel reinforcement 10 to which the instrument panel reinforcement structure according to the present invention is applied is provided inside the engine panel side of the instrument panel.

  The instrument panel reinforcement 10 is arranged with a frame member 12 as a first frame member arranged with the vehicle width direction as a longitudinal direction, and is separated from the frame member 12 on the vehicle rear side and slightly on the vehicle lower side, And a frame member 14 as a second frame member extending substantially parallel to the frame member 12. The frame member 12 is configured as a main frame member, and one end on the left side thereof is attached to the front pillar 20 on the left side of the vehicle via an extension 16 and a left side bracket 20C (see FIG. 3). The frame member 12 is constituted by a metal hollow pipe, for example. One end of the frame member 12 is fitted into a mounting hole 16A provided in the extension 16, and the frame member 12 and the extension 16 are joined by fixing means such as welding. For example, bolts and nuts, which are fastening means, are used to attach the extension 16 to the left bracket 20C. The other right end of the frame member 12 extends along the vehicle width direction to the front pillar on the right side of the vehicle (not shown), and is attached to the front pillar via an extension 18 and a right side bracket (not shown). ing. The other end of the frame member 12 is fitted into an attachment hole 18A provided in the extension 18, and the frame member 12 and the extension 18 are similarly joined by a fixing means. Fastening means are similarly used to attach the extension 18 to the right bracket. That is, the frame member 12 is installed between the pair of left and right front pillars 20 along the vehicle width direction. Thereby, the vehicle body rigidity is enhanced with respect to the input load in the vehicle width direction at the time of a side collision or the like.

  Here, the front pillar 20 includes a front pillar outer panel 20A disposed outside the passenger compartment, and a front pillar inner panel that forms a closed section with the front pillar outer panel 20A disposed inside the front pillar outer panel 20A in the vehicle width direction. 20B. Since the configuration of the front pillar on the right side of the vehicle is the same as that of the front pillar 20 on the left side of the vehicle, description thereof is omitted here.

  The frame member 14 is configured as a subframe member. One end of the left side of the frame member 14 is connected to the frame member 12 via an extension 16, and is attached to the front pillar 20 on the left side of the vehicle via the extension 16 and the left bracket 20C. Like the frame member 12, the frame member 14 is formed of, for example, a metal hollow pipe. One end of the frame member 14 is fitted into a mounting hole 16B provided in the extension 16, and the frame member 14 and the extension 16 are joined by fixing means such as welding. The other end on the right side of the frame member 14 is attached to a floor brace 22 disposed near the driver's seat in the middle in the vehicle width direction, and is connected to the middle portion of the frame member 12 via the floor brace 22. ing.

  The floor brace 22 is made of, for example, a metal plate having a longitudinal direction in the vehicle vertical direction and a width direction in the vehicle longitudinal direction. A through hole 22A through which the frame member 12 passes is provided at the upper end portion of the floor brace 22, and a mounting hole 22B into which the other end of the frame member 14 is fitted is provided at the vehicle rear lower side of the through hole 22A. Is provided. The floor brace 22 and the frame member 12 are joined together by a fixing means such as welding, and the floor brace 22 and the frame member 14 are joined together. A flange 22C is provided at the periphery of the floor brace 22 to increase the mechanical strength of the floor brace 22 against bending and twisting. The lower end of the floor brace 22 is connected to the floor of the vehicle.

  As shown in FIG. 2, a center race 24 extending in the vehicle vertical direction is provided near the passenger seat side in the middle in the vehicle width direction. The upper end portion of the center race 24 is fixed to the frame member 12 by bolts and nuts as fastening means, for example, and the lower end portion is similarly fixed to the floor portion by fastening means, for example. The center race 24 is made of, for example, a metal pipe.

  Further, an arm-shaped cowl brace 26 is provided in front of the arrangement position of the center tab race 24 in the frame member 12. The rear end portion of the cowl brace 26 is fixed to the frame member 12 by fixing means such as welding, and the front end portion is fixed to a cowl (not shown) by fixing means or fastening means, for example.

  FIG. 1 shows a schematic side view of an instrument panel reinforcement 10 as viewed from the side of the vehicle from the driver's seat side to the passenger seat side. As shown in FIGS. 1 to 3, on the driver's seat side of the vehicle, the plurality of frame members 12 and the frame member 14 are arranged on the vehicle lower side with respect to them and have a vehicle front-rear direction in the vehicle plan view. A steering column 32 arranged in the axial direction is supported. The steering column 32 is attached to an intermediate portion between the extension 16 and the floor brace 22 in the center portion of the driver's seat. Although the detailed shape is omitted, the steering column 32 has a cylindrical column tube (a part of the outline is shown using a two-dot chain line) 32G and its axial part (center axis) 32C. And a steering main shaft 32H that is rotatably supported via a bearing (not shown). A steering wheel 34 is attached to an end portion of the steering main shaft 32H on the vehicle rear side.

  A bracket mounting portion 32A is provided on the front side of the column tube 32G in the axial direction and further forward of the vehicle than the frame member 12, and is protruded upward of the vehicle. The bracket mounting portion 32A is provided with a steering support bracket 28. One end is connected. Here, there is only one connection point, and for example, bolts and nuts as fastening means are used for the connection. The other end of the steering support bracket 28 extends to the upper rear side of the vehicle and is connected to the frame member 12. For this connection, for example, welding as a fixing means is used. The steering support bracket 28 is provided with an inverted triangular cowl brace 28A in side view, and the frame member 12 and the steering support bracket 28 are connected to the cowl by the cowl brace 28A.

  A bracket mounting portion 32B is provided on the vehicle rear side of the column tube 32G and further on the vehicle rear side than the frame member 14, and is provided on the vehicle upper side. One end is connected. The steering support bracket 30 is made of, for example, a metal plate 30A, and two attachment holes 30B and 30C are provided on one end side of the plate 30A so as to be separated from each other in the vehicle width direction. For example, a stud bolt as a fastening means is screwed in each of the mounting holes 30B and 30C, and the steering support bracket 30 is connected to the column tube 32G by the stud bolt. Here, there are two connection points. The mounting holes 30B and 30C are provided on the bottom surface of the plate 30A that is recessed on the vehicle lower side at both sides in the vehicle width direction. Accordingly, the recessed side surface portion of the plate 30A is configured as a flange, and the rigidity of the steering support bracket 30 is enhanced by this flange. The other end of the steering support bracket 30 extends to the front side of the vehicle and is connected to the frame member 14. An arc-shaped cutout 30D is provided in the steering support bracket 30 in accordance with the shape of a part of the outer periphery of the frame member 14 at the connection portion with the frame member 14 (see FIG. 1). For example, welding as a fixing means is used to connect the notch 30 </ b> D of the steering support bracket 30 and the frame member 14.

(Bracket structure)
FIG. 4 is an enlarged schematic side view of the main part of the instrument panel reinforcement 10 shown in FIG. As shown in FIGS. 1 to 4, the frame member 12 and the frame member 14 are connected by a bracket 36. The bracket 36 extends along the vehicle width direction on a part of the frame member 12 and the frame member 14 in a direction intersecting with the axial center portion 32C (corresponding to the central axis of the steering column 32) of the column tube 32G. Yes. Here, a metal plate material having a rectangular shape in plan view is used as the bracket 36, and the thickness of the metal plate material is sufficient to ensure sufficient mechanical strength against compression, tension, bending, twisting, buckling, and the like. It is said.

  As shown in FIG. 4, the bracket 36 connects a cross-sectional center point (first cross-sectional center point) c1 of the frame member 12 and a cross-sectional center point (second cross-sectional center point) c2 of the frame member 14 in a vehicle side view. It extends across the connection line c. In the present embodiment, the extending direction of the bracket 36 is the vehicle vertical direction between the frame member 12 and the frame member 14. One end of the bracket 36 is an intersection (first intersection) where the contact (first contact) c3 of the tangent t1 of the frame member 12 passing through the cross-sectional center point c2 of the frame member 14 and the connection c and the outer periphery of the frame member 12 intersect. The frame member 12 is connected to the outer periphery of the frame member 12 facing the frame member 14 in a region not including the contact point c3 and the intersection c4. For this connection, for example, welding which is a fixing means is used. On the other hand, the other end of the bracket 36 has a contact point (second contact point) c5 of the tangent t2 of the frame member 14 passing through the cross-sectional center point c1 of the frame member 12 and an intersection (first contact) where the connection line c intersects the outer periphery of the frame member 14. (2 intersection) c6 is connected to the outer periphery of the frame member 14 facing the frame member 12 in a region not including the contact point c5 and the intersection c6. For this connection, welding which is a fixing means is also used. In other words, the bracket 36 causes the moment (also the moment of force or the rotational moment) Mb from the frame member 14 to act in the opposite direction to the moment (the moment of force or the rotational moment) Ma acting from the frame member 12. It is configured.

(Operation and effect of this embodiment)
Next, the operation and effect of the instrument panel reinforcement 10 according to the present embodiment will be described.

  In the instrument panel reinforcement 10 according to the present embodiment, the vehicle front side of the steering column 32 is supported by the frame member 12, and the vehicle rear side of the steering column 32 is supported by the frame member 14. The frame member 12 and the frame member 14 are connected by a bracket 36.

  As shown in FIGS. 1 and 4, when a vehicle vertical vibration L input from the road surface side during vehicle travel is transmitted to the steering column 32, the direction of the vibration L is opposite to the steering wheel 34. Directional force F1 acts. In order to simplify the explanation, only the upward vibration L is indicated by an arrow, but the downward vibration L is the same only by the direction of the arrow being reversed. Due to the vibration L, a force fa acting in the vehicle upward direction is generated at the connection portion 32D between the bracket mounting portion 32A of the column tube 32G of the steering column 32 and the front support bracket 28. Since this force fa is transmitted to the frame member 12 through the front support bracket 28, a clockwise moment Ma is generated in the frame member 12 in a vehicle side view. On the other hand, due to the vibration L, a force fb acting downward in the vehicle is generated at the connection portion 32E between the bracket mounting portion 32B of the column tube 32G and the steering support bracket 30. Since this force fb is transmitted to the frame member 14 through the steering support bracket 30, a clockwise moment Mb is similarly generated in the frame member 14.

  Here, the bracket 36 is configured such that the moment Mb from the frame member 14 acts in the opposite direction to the moment Ma acting from the frame member 12. For this reason, the moment Ma generated in the frame member 12 and the moment Mb generated in the frame member 14 are reduced, and the vibration generated in the steering column 32 can be damped. When the moment Ma generated in the frame member 12 and the moment Mb generated in the frame member 14 have the same magnitude, the moments Ma and Mb cancel each other (cancelled), and the vibration generated in the steering column 32 Most can be eliminated. For this reason, according to the instrument panel reinforcement 10 which concerns on this Embodiment, the resonance of the steering wheel 34 can be suppressed effectively.

  In the instrument panel reinforcement 10 according to the present embodiment, the bracket 36 extends so as to intersect with a connection line c connecting the cross-sectional center point c1 of the frame member 12 and the cross-sectional center point c2 of the frame member 14. . Thereby, the direction in which the moment Ma from the frame member 12 acts on the bracket 36 and the direction in which the moment Mb from the frame member 14 acts on the bracket 36 are opposite to each other. For this reason, the moment Ma generated in the frame member 12 and the moment Mb generated in the frame member 14 can be reduced by a simple configuration in which the bracket 36 extends so as to intersect the connection c.

  Further, in the instrument panel reinforcement 10 according to the present embodiment, since the bracket 36 extends along the vehicle vertical direction, it occurs in the vibration direction of the vibration L input to the steering column 32 and the frame members 12 and 14. The acting directions of the moments Ma and Mb coincide. For this reason, the moment Ma generated in the frame member 12 and the moment Mb generated in the frame member 14 can be efficiently and maximally reduced by a simple configuration in which the vibration direction of the vibration L and the action directions of the moments Ma and Mb are matched. Can do.

  Further, in the instrument panel reinforcement 10 according to the present embodiment, one end of the bracket 36 is connected to the outer periphery of the frame member 12 facing the frame member 14 in a region not including them between the contact point c3 of the frame member 12 and the intersection c4. Has been. The other end of the bracket 36 is connected to the outer periphery of the frame member 14 facing the frame member 12 in a region not including them between the contact point c5 and the intersection c6 of the frame member 14. In this way, the moment Ma generated in the frame member 12 and the moment Mb generated in the frame member 14 can be reduced by a simple configuration in which the connection position between each of the frame members 12 and 14 and the bracket 36 is specified.

  Further, in the instrument panel reinforcement 10 according to the present embodiment, as shown in FIG. 3, the second frame member 14 is provided on the steering wheel 34 side, so that a force F2 in the vehicle width direction is applied to the steering wheel 34. When input, a force fc in the same direction as the force F2 is generated at a connection portion 32E between the vehicle rear side of the steering column 32 and the frame member 14. Here, in order to simplify the explanation, only the force F2 acting from the driver's seat side to the passenger seat side is indicated by an arrow, but the same applies to the reverse force, only the direction of the arrow is reversed. . On the other hand, a force fd in a direction opposite to the force F2 is generated at the connection portion 32D between the vehicle front side of the steering column 32 and the frame member 12. As a result, a moment Mc and a moment Md that cause the steering column 32 to rotate counterclockwise in a vehicle plan view are generated.

  Here, a bracket 36 extending in the vehicle width direction so as to intersect with the shaft core portion 32C of the column tube 32G of the steering column 32 is connected to a part of the frame member 12 and the frame member 14. For this reason, the steering rigidity with respect to the moment Mc and the moment Md is enhanced by the bracket 36. Therefore, resonance of the steering wheel 34 can be further effectively suppressed.

  Furthermore, in the instrument panel reinforcement 10 according to the present embodiment, one end of the frame member 12 and the frame member 14 is connected to the front pillar 20 (vehicle body) via the extension 16 and the other end is connected to the floor brace 22. Has been. For this reason, since the steering rigidity with respect to the moment Mc and the moment Md generated by the force F2 input to the steering wheel 34 is enhanced, the resonance of the steering wheel 34 can be further effectively suppressed.

  In the instrument panel reinforcement 10 according to the present embodiment, two frame members 12 and 14 are provided on the driver's seat side, and one frame member 12 is provided on the passenger seat side. For this reason, the rigidity of the instrument panel reinforcement 10, particularly the steering rigidity, can be effectively improved, and the structure can be reduced in size (expansion of the passenger seat side space) and the weight can be reduced by reducing the number of frame members.

[Second Embodiment]
Next, an instrument panel reinforcement structure according to the second embodiment of the present invention will be described with reference to FIG. In the second embodiment and subsequent embodiments, components having the same functions as the components described in the first embodiment are denoted by the same reference numerals, and components having the same reference numerals are assigned. Since the description of is duplicated, it will be omitted.

  FIG. 5 is a schematic side view corresponding to FIG. 4 in which a main part of the instrument panel reinforcement 10 is enlarged. As shown in FIG. 5, in the instrument panel reinforcement 10 according to the present embodiment, a bracket 36 is extended along the vehicle longitudinal direction so as to intersect the connection c. One end of the bracket 36 on the vehicle front side is connected to the frame member 12, and the other end of the bracket 36 on the vehicle rear side is connected to the frame member 14.

  In the instrument panel reinforcement 10 according to the present embodiment, the same operation and effect are obtained with respect to the instrument panel reinforcement 10 according to the first embodiment described above, although the crossing direction of the bracket 36 with the connection line c is different. Can do.

[Third Embodiment]
Next, an instrument panel reinforcement structure according to the third embodiment of the present invention will be described with reference to FIG.

  FIG. 6 shows a schematic side view corresponding to FIG. 4 in which the main part of the instrument panel reinforcement 10 is enlarged. As shown in FIG. 6, in the instrument panel reinforcement 10 according to the present embodiment, the relative positional relationship of the frame member 12 and the frame member 14 in the vehicle front-rear direction is switched. That is, the frame member 14 is connected to the front side of the steering column 32 as a first frame member. The frame member 12 is disposed on the vehicle rear upper side with respect to the frame member 14 and is connected to the vehicle rear side of the steering column 32 as a second frame member.

  Similar to the bracket 36 according to the first embodiment described above, the bracket 36 intersects the connection line c in a side view of the vehicle and extends along the vehicle vertical direction. In addition, the bracket 36 may be extended along the vehicle front-back direction similarly to the bracket 36 which is shown by the dashed-two dotted line in FIG. 6 and which concerns on the above-mentioned 2nd Embodiment.

  In the instrument panel reinforcement 10 according to the present embodiment, the positional relationship between the frame member 12 and the frame member 14 is different from the instrument panel reinforcement 10 according to the first embodiment and the second embodiment described above. Similar actions and effects can be obtained.

[Supplementary explanation of the above embodiment]

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the present invention includes the following modifications.

  In the instrument panel reinforcement structure according to the above-described embodiment, two frame members on the driver's seat side are provided, but three (or more) first to third frame members may be provided. In this case, the first bracket is provided between the first frame member and the second frame member so that the moment generated in each of the first to third frame members is reduced, and the second frame member and the second frame member are A second bracket is provided between the three frame members. Further, the number of frame members on the driver's seat side may be three or more, and the number of frame members on the passenger seat side may be two or more.

  Further, in the instrument panel reinforcement structure, two or more brackets that reduce the moment generated between the two frame members may be provided. For example, when two brackets are provided, the brackets are connected so that the crossing direction of the connection is line symmetric (hanging) with respect to the connection, thereby further effectively suppressing the resonance of the steering wheel. be able to.

  Further, in the instrument panel reinforcement structure, a plate-like bracket made of a material such as resin, carbon fiber, or a composite material thereof may be used instead of metal. Moreover, it is not limited to plate shape, The bracket comprised by the plate-shaped bracket with which the flange was formed in the periphery, and a hollow pipe may be sufficient. Also, the frame member is not limited to a hollow round pipe in cross section, and may be a hollow square pipe in cross section.

DESCRIPTION OF SYMBOLS 10 Instrument panel structure 12, 14 Frame member 16, 18 Extension 22 Centab race 28 Front support bracket 30 Steering support bracket 32 Steering column 32C Axle core part (central axis)
32G Column tube 32H Steering main shaft 34 Steering wheel 36 Bracket

Claims (5)

A pipe-shaped first frame member that supports a steering column that is disposed with the vehicle width direction as a longitudinal direction and that is disposed with the vehicle front-rear direction as an axial direction in plan view of the vehicle;
A pipe-shaped second frame member that is disposed substantially parallel to the first frame member on the vehicle rear side of the first frame member and supports the steering column;
The moment from the second frame member is connected to the moment acting from the first frame member by the vibration in the vehicle vertical direction inputted to the steering column by connecting the first frame member and the second frame member. A bracket that acts in the opposite direction,
Instrument panel reinforcement structure with   2. The instrument according to claim 1, wherein the bracket intersects and extends a connection line connecting a first cross-sectional center point of the first frame member and a second cross-sectional center point of the second frame member. Panel reinforcement structure.   The instrument panel reinforcement structure according to claim 2, wherein the bracket intersects the connection in a side view of the vehicle and extends in the vehicle vertical direction. One end of the bracket is between the first contact point of the tangent line of the first frame member passing through the second cross-section center point and the first intersection point where the connection and the outer periphery of the first frame member intersect. Connected to the outer periphery of the first frame member facing the second frame member in a region not including one contact and the first intersection;
The other end of the bracket is between the second contact point of the tangent line of the second frame member passing through the first cross-section center point and the second intersection point where the connection and the outer periphery of the second frame member intersect. 4. The instrument panel reinforcement structure according to claim 2, wherein the instrument panel reinforcement structure is connected to an outer periphery of the second frame member facing the first frame member in a region not including the second contact and the second intersection.   The bracket is disposed in a direction intersecting the axial direction of the steering column in a side view of the vehicle, and extends in the vehicle width direction along the first frame member and the second frame member. The instrument panel reinforcement structure according to any one of claims 4 to 5.

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