JP2015058792A - Instrument panel reinforcement structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an instrument panel reinforcement structure which efficiently reduces a torsional stress acting on an instrument panel reinforcement caused by a vertical input force from a steering column.SOLUTION: An instrument panel reinforcement structure is provided with a connection member 40 attached to an instrument panel reinforcement 12 which supports a steering column. The connection member 40 is provided with a connection part 40B disposed outside an outer peripheral surface of the instrument panel reinforcement 12. In addition, a front side floor brace 42 and a rear side floor brace 44 are fixed at the connection part 40B, and extended toward the lower side in a vehicle longitudinal direction so as to be fixed to a vehicle floor part 26.

Description

  The present invention relates to an instrument panel reinforcement (hereinafter, simply referred to as “instrument reinforcement”) structure of an automobile or the like, and more particularly to an instrument panel reinforcement structure including an instrument panel reinforcement that supports a steering column.

  Patent Document 1 below discloses a steering support structure for a vehicle such as an automobile. In this steering support structure, the steering column is supported by an instrument panel reinforcement as a vehicle body strength member. The instrument panel reinforcement is supported on the vehicle floor via a stay. The stay is inclined to the front side of the vehicle and disposed between the instrument panel reinforcement and the vehicle floor, and the stay is inclined to the rear side of the vehicle and disposed between the instrument panel reinforcement and the vehicle floor. With stays.

JP 2009-227071 A

  In the steering support structure described above, when a force (vibration) in the vehicle vertical direction is applied from the steering column to the instrument panel reinforcement, a torsional stress is generated in the instrument panel reinforcement. There is room for improvement in order to efficiently reduce the torsional stress while suppressing an increase in instrument panel reinforcement diameter and an increase in stay strength.

  In view of the above fact, an object of the present invention is to obtain an instrument panel reinforcement structure capable of efficiently reducing torsional stress generated in an instrument panel reinforcement with respect to vertical input from a steering column.

  An instrument panel reinforcement structure according to a first aspect of the present invention is an instrument panel reinforcement that is disposed with a vehicle width direction as a longitudinal direction and supports a steering column that is disposed with the vehicle longitudinal direction as an axial direction in a plan view of the vehicle. And a connecting member that is fixed to the instrument panel reinforcement and that has a connecting part provided outside the outer peripheral surface of the instrument panel reinforcement, and extends from the connecting part in the longitudinal direction in front of the vehicle and obliquely downward. A front floor brace having one end in the longitudinal direction fixed to the location and the other end in the longitudinal direction secured to the vehicle floor, and extending from the connection location in the longitudinal direction at the rear of the vehicle and obliquely downward. A rear floor brace having one end in the longitudinal direction fixed and the other end in the longitudinal direction fixed to the vehicle floor. To have.

  In the instrument panel reinforcement structure according to the first aspect, the front floor brace and the rear floor brace are connected to the instrument panel reinforcement via a connecting member. If a vehicle vertical force is input from the steering column to the instrument panel reinforcement, a torsional stress about the axis of the instrument panel reinforcement is generated.

  Here, the connecting member is fixed to the instrument panel reinforcement and has a connecting portion outside the outer peripheral surface of the instrument panel reinforcement. One end portions of the front side floor brace and the rear side floor brace are fixed to the connecting portion. For this reason, the reaction force opposite to the torsional stress acts on the connecting portion of the connecting member by at least one of the front floor brace and the rear floor brace. The reverse reaction force is reduced in proportion to the increase in the distance (length) from the outer peripheral surface of the instrument panel reinforcement to the connection portion, and thus is reduced in absolute value with respect to the torsional stress. Therefore, for example, it is possible to reduce torsional stress while suppressing an increase in instrument panel reinforcement diameter and an increase in front floor brace strength and rear floor brace strength.

  In the instrument panel reinforcement structure according to a second aspect of the present invention, in the instrument panel reinforcement according to the first aspect, the connecting member is fixed at a fixed position that is spaced apart from the support position of the steering column in the instrument panel reinforcement in the longitudinal direction. .

  According to the instrument panel reinforcement structure according to the second aspect, the connecting member is fixed at a fixed location separated from the support location of the steering column of the instrument panel reinforcement. If a force in the vehicle width direction is input from the steering column to the instrument panel reinforcement, a translational force that moves the steering column and the instrument panel reinforcement in the vehicle front-rear direction or the vehicle width direction is generated. In addition, a rotational moment is generated that rotates the instrument panel reinforcement in the clockwise direction or the counterclockwise direction around the support portion of the steering column.

  Here, the front floor brace and the rear floor brace are fixed to the instrument panel reinforcement via a connecting member, and the other ends of the front floor brace and the rear floor brace are extended in the vehicle front-rear direction to extend the vehicle floor. It is fixed to the part. The translational force or the reaction force opposite to the rotational moment acts on the instrument panel reinforcement by at least one of the front floor brace and the rear floor brace.

  The instrument panel reinforcement structure according to a third aspect of the present invention is the instrument panel reinforcement structure according to the second aspect, wherein both end portions of the instrument panel reinforcement in the longitudinal direction are respectively fixed to front pillars disposed on both sides of the vehicle, Is fixed to a fixed location located in the middle of the instrument panel reinforcement in the longitudinal direction on the inner side in the vehicle width direction than the support location.

  According to the instrument panel reinforcement structure of the third aspect, the instrument panel reinforcement has a both-end support beam structure in which both end portions in the longitudinal direction are fixed to the front pillar. For this reason, the torsional stress which generate | occur | produces in the intermediate part of the longitudinal direction of an instrument panel reinforcement becomes the maximum. Further, the maximum translational force or rotational moment is generated in the middle part of the instrument panel reinforcement in the longitudinal direction. Here, a fixing portion is provided in the intermediate portion, and a connecting member is fixed to the fixing portion, and a front floor brace and a rear floor brace are fixed to the connecting portion of the connecting member. For this reason, the maximum torsional stress, translational force or rotational moment can be effectively reduced.

  In the instrument panel reinforcement structure according to the invention described in claim 4, in any one of claims 1 to 3, the connecting member is configured such that the cross-sectional area of the fixed end on the instrument panel reinforcement side is the connecting portion. It is set larger than the cross-sectional area.

  In the instrument panel reinforcement structure according to the fourth aspect of the invention, the connecting member has a cantilever structure in which the instrument panel reinforcement side is a fixed end and the connecting portion is a load application point. The bending moment at the fixed end of the connecting member is larger than the bending moment at the connecting portion. Here, the cross-sectional area of the fixed end of the connecting member is set larger than the cross-sectional area of the connecting portion. For this reason, since the cross-sectional secondary moment of the fixed end of the connecting member is larger than the cross-sectional secondary moment of the connecting part, the rigidity of the fixed end of the connecting member is improved more than the rigidity of the connecting part. Therefore, it is possible to reduce a loss due to the deformation of the connecting member having a reaction force opposite to the torsional stress acting on the instrument panel reinforcement from the connecting portion.

  The instrument panel reinforcement structure according to the first aspect of the invention has an excellent effect that the torsional stress acting on the instrument panel reinforcement can be efficiently reduced with respect to the vertical input from the steering column.

  The instrument panel reinforcement structure according to the second aspect of the invention has an excellent effect that the translational force or the rotational moment acting on the instrument panel reinforcement can be reduced with respect to the left and right inputs from the steering column. .

  The instrument panel reinforcement structure according to the invention described in claim 3 is the instrument panel rain for the maximum torsional stress acting on the instrument panel reinforcement with respect to the vertical input from the steering column, or for the left and right input from the steering column. It has an excellent effect that the maximum translational force or the maximum rotation moment acting on the force can be effectively reduced.

  Since the instrument panel reinforcement structure according to the fourth aspect of the invention can improve the rigidity of the connecting member in accordance with the bending moment, the torsional stress acting on the instrument panel reinforcement can be efficiently reduced. It has an excellent effect of being able to.

1 is a perspective view of an instrument panel reinforcement structure according to a first embodiment viewed from the vehicle rear side of a driver seat. FIG. 2 is a side view of the instrument panel reinforcement structure shown in FIG. 1 as viewed from the side of the vehicle (a side view having a partial cross section taken along line AA shown in FIG. 1). (A) is the expanded side view which looked at the connection member which constructs the instrument panel reinforcement structure shown by FIG.1 and FIG.2 from the vehicle side part, (B) is the bending moment figure of this connection member. It is a top view of the instrument panel reinforcement structure which shows typically the state of the stress which generate | occur | produced with the force of the vehicle width direction input into the steering column. FIG. 3 is a side view of an instrument panel reinforcement structure corresponding to FIG. 2 schematically showing a state of stress generated by a vehicle vertical force input to a steering column. It is a side view corresponding to Drawing 5 of an instrument panel reinforcement structure concerning a 2nd embodiment. It is a side view corresponding to Drawing 6 of an instrument panel reinforcement structure concerning the 1st modification of a 2nd embodiment. It is a side view corresponding to Drawing 6 of an instrument panel reinforcement structure concerning the 2nd modification of a 2nd embodiment. It is a side view corresponding to Drawing 6 of an instrument panel reinforcement structure concerning the 3rd modification of a 2nd embodiment. It is a top view corresponding to Drawing 4 of an instrument panel reinforcement structure concerning a 3rd embodiment. It is a side view corresponding to Drawing 5 of an instrument panel reinforcement structure concerning a 4th 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]
The instrument panel reinforcement structure according to the first embodiment of the present invention will be described with reference to FIGS.

(Structure of instrument panel reinforcement structure)
FIG. 1 shows a perspective view of an instrument panel reinforcement structure as viewed from the driver's seat of a left-hand drive vehicle in front of the vehicle. 2 shows a side view having a partial cross section of the instrument panel reinforcement structure taken along the line AA in FIG. 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 12 to which the instrument panel reinforcement structure according to the present invention is applied is provided inside the instrument panel.

  The instrument panel reinforcement 12 is arranged with the vehicle width direction as a longitudinal direction, and is formed of, for example, a metal hollow round pipe material. In the instrument panel reinforcement 12, the diameter of the portion 12A on the driver's seat side is set larger than the diameter of the portion 12B on the passenger seat side, and the rigidity of the portion 12A on the driver's seat side is enhanced. A plate-like extension 14 is connected to one end portion 12C (end portion of the portion 12A) of the instrument panel reinforcement 12 on the driver's seat side. With this extension 14, one end 12C is provided on the left side of the vehicle and is fixed to a front pillar 16 indicated by a two-dot chain line. Similarly, an extension 18 is connected to the other end portion 12D (end portion of the portion 12B) of the instrument panel reinforcement 12 on the passenger seat side. The other end 12D is fixed to a front pillar 20 provided on the right side of the vehicle via an extension 18 and indicated by a two-dot chain line. That is, the instrument panel reinforcement 12 is constructed along the vehicle width direction between the pair of left and right front pillars 16 and 20 disposed on both sides of the vehicle.

  A center tab race 22 and a cowl brace 24 are provided at an intermediate portion of a part 12B on the passenger seat side of the instrument panel reinforcement 12. The center race 22 is arranged with the vehicle vertical direction as the longitudinal direction. An upper end portion 22A of the center tab race 22 serving as one end portion in the longitudinal direction is fixed to the instrument panel reinforcement 12, and a lower end portion 22B of the center tab race 22 serving as the other end portion in the longitudinal direction is fixed to the vehicle floor portion 26. Yes. The center race 22 is formed of a metal plate material having a front-rear direction of the vehicle as a width direction and an end portion in the width direction bent in the vehicle width direction to form a flange portion.

  The cowl brace 24 is arranged with the longitudinal direction of the vehicle. A rear end portion 24A of the cowl brace 24 serving as one end portion in the longitudinal direction is fixed to the instrument panel reinforcement 12 at a position close to a position where the upper end portion 22A of the center tab race 22 is fixed. A front end portion 24B of the cowl brace 24 which is the other end portion in the longitudinal direction is fixed to a cowl which is not shown. The cowl brace 24 is made of a metal plate material similar to the centablace 22 in which the vertical direction of the vehicle is the width direction and the end in the width direction is bent in the vehicle width direction to form a flange portion.

  An instrument panel reinforcement 12 is disposed at an intermediate portion of a portion 12A (driver's seat side) on the vehicle lower side with respect to the instrument panel reinforcement 12, and is disposed with the vehicle front-rear direction as an axial direction in a plan view of the vehicle. A steering column 30 is supported. The steering column 30 schematically shows a part of the outline using a two-dot chain line, but includes a cylindrical column tube and a steering main shaft (not shown). Axle core portion 30A of the steering main shaft is slightly inclined toward the vehicle upper side from the vehicle front side toward the vehicle rear side in a vehicle side view. The steering column 30 has a substantially rectangular shape in a plan view of the vehicle, and is attached to the instrument panel reinforcement 12 via a steering support 32 having a shape opened from the vehicle rear side to the vehicle lower side when viewed from the vehicle front side. Yes. A location where the steering support 32 is attached to the instrument panel reinforcement 12 is a support location 12E of the steering column 30 in the instrument panel reinforcement 12 shown in FIG. A steering wheel 34 is attached to an end portion of the steering column 30 on the vehicle rear side and the shaft core portion 30A.

  As shown in FIGS. 1, 2, 3 </ b> A, and 4, the connecting member 40 is connected to a fixed portion 12 </ b> F that is separated from the support portion 12 </ b> E of the steering column 30 along the longitudinal direction of the instrument panel reinforcement 12. Is fixed. More specifically, the fixed portion 12F is located in the middle in the longitudinal direction of the instrument panel reinforcement 12 on the inner side in the vehicle width direction than the support portion 12E of the steering column 30. The fixed portion 12F corresponds to a boundary portion between the driver seat side portion 12A and the passenger seat side portion 12B of the instrument panel reinforcement 12.

  As shown in FIG. 3A in particular, the connecting member 40 fixes a fixed end 40A on the front side of the vehicle to an outer peripheral surface serving as a fixing portion 12F of the instrument panel reinforcement 12, and is located on the vehicle rear side with respect to the outer peripheral surface. It is set as the structure which has the connection location 40B on the outer side. More specifically, the fixed end 40A of the connecting member 40 is formed in a concave curved surface shape in accordance with the shape of the fixing portion 12F of the instrument panel reinforcement 12, and is fixed to the fixing portion 12F by fixing means such as welding. Yes. The fixing means is not limited to welding, and may be bolt tightening, for example. The connection location 40B (the central location) of the connection member 40 is separated from the fixed location 12F (outer peripheral surface) of the instrument panel reinforcement 12 to the vehicle rear side by a distance L3. Since the instrument panel reinforcement 12 is formed of a hollow round pipe here, the instrument panel reinforcement 12 is further separated from the shaft center C by a distance L3 than the distance (radius) L2 from the shaft core C of the instrument panel reinforcement 12 to the fixed portion 12F. The connecting portion 40B is arranged at the position. Incidentally, the distance L1 obtained by adding the distance L3 to the distance L2 is the distance from the axial center C to the connection location 40B.

  In the present embodiment, the connecting member 40 is formed in a substantially rectangular shape in the vehicle plan view shown in FIG. 4, but the fixed end 40 </ b> A in the vehicle up-down direction in the vehicle side view shown in FIG. The dimension H1 is set larger than the dimension H2 in the vehicle vertical direction of the connection point 40B. If it demonstrates in detail, it will be set as the structure from which the cross-sectional area of the connection member 40 becomes small in the vehicle side view toward the connection location 40B from the fixed end 40A, and the side shape of the connection member 40 is made trapezoidal. The connecting member 40 has a cantilever structure in which the fixed end 40A is fixed to the instrument panel reinforcement 12 and the connecting portion 40B is a load acting point. As shown in FIG. 3B, the bending moment M acting on the connecting member 40 is linearly decreased from the fixed end 40A toward the connecting portion 40B, so that the cross-sectional area of the connecting member 40 is equal to the bending moment. It is set as the structure made small with a reduction | decrease. The connecting member 40 is formed of a steel material that has excellent mechanical rigidity, is easy to machine, and has a low material cost. The connecting member 40 may have a trapezoidal shape with a cross-sectional area that decreases from the fixed end 40A toward the connecting portion 40B in a vehicle plan view.

  As shown in FIGS. 1, 2, and 4, the front floor brace 42 and the rear floor brace 44 are fixed to the connection portion 40 </ b> B of the connection member 40. More specifically, the front floor brace 42 is extended from the connection point 40B with the vehicle front and a diagonally downward direction as a longitudinal direction. One end portion 42A in the longitudinal direction of the front floor brace 42 is fixed to the connecting portion 40B, and the other end portion 42B in the longitudinal direction is fixed to the vehicle floor portion 26. The front floor brace 42 is formed of, for example, a metal hollow round pipe material. The one end portion 42A and the other end portion 42B are crushed and are fixed by, for example, fixing means for bolts 46 and nuts 48. On the other hand, the rear floor brace 44 is extended from the connection point 40B with the vehicle rearward and diagonally downward as the longitudinal direction. One end 44A in the longitudinal direction of the rear floor brace 44 is fixed to the connecting portion 40B, and the other end 44B in the longitudinal direction is fixed to the vehicle floor 26. In particular, as shown in FIG. 4, one end portion 42A of the front floor brace 42 is fixed to the side surface 40C on the driver seat side of the connecting member 40, and one end portion 44A of the rear floor brace 44 is one end to the side surface 40C. It is fixed by the fixing means via the portion 42A. Accordingly, one end portion 42A of the front floor brace 42 and one end portion 44A of the rear floor brace 44 are fixed at substantially the same location. Similar to the front floor brace 42, the rear floor brace 44 is formed of, for example, a metal hollow round pipe material, and the one end 44A and the other end 44B are crushed and fixed by fixing means.

(Operation and effect of the present embodiment)
In the instrument panel reinforcement structure according to the present embodiment, as shown in FIGS. 1 and 2, a front floor brace 42 and a rear floor brace 44 are connected to the instrument panel reinforcement 12 via a connecting member 40. Yes. As shown in FIGS. 1 and 5, if a downward force F1 of the vehicle is input from the steering column 30 to the instrument panel reinforcement 12, a timepiece centered on the axis C of the instrument panel reinforcement 12 is used. A torsional stress F2 in the rotating direction is generated.

  Here, the connecting member 40 is fixed to the instrument panel reinforcement 12, and a connecting portion 40 </ b> B is provided outside the outer peripheral surface of the instrument panel reinforcement 12 in the vehicle rearward direction. A longitudinal end portion 42A of the front floor brace 42 and a longitudinal end portion 44A of the rear floor brace 44 are fixed to the connecting portion 40B. Therefore, as shown in FIG. 5 in particular, the reaction force F3 opposite to the torsional stress F2 acts on the connection portion 40B of the connection member 40 by the front floor brace 42, and the reverse reaction force F4 is applied to the rear floor. Acted by braces 44. In the instrument panel reinforcement structure according to the present embodiment, the reverse reaction force F3 acts in the vehicle upward direction along the front floor brace 42, and the reverse reaction force F4 is similar along the rear floor brace 44. Acts on the vehicle upward. The combined reaction force F5 shown in FIG. 3A, which combines the reverse reaction force F3 and the reverse reaction force F4, is from the outer peripheral surface (fixed portion 12F) of the instrument panel reinforcement 12 to the connecting portion 40B. It is decreased in proportion to the increase of the distance (length) L3. For this reason, the synthetic reaction force F5 is reduced in absolute value with respect to the torsional stress F2. Therefore, for example, the torsional stress F2 is reduced by the synthetic reaction force F5 while suppressing an increase in the diameter of the instrument panel reinforcement 12 and an increase in the strength of the front floor brace 42 and the strength of the rear floor brace 44.

  Further, as indicated by a broken line in FIG. 5, if a vehicle upward force F6 opposite to the vehicle downward force F1 is input from the steering column 30 to the instrument panel reinforcement 12, the instrument panel reinforcement 12 is provided. Counterclockwise torsional stress F7 occurs. On the other hand, a reaction force F8 that reverses in the vehicle downward direction along the front floor brace 42 and a reaction force F9 in the reverse direction in the vehicle downward direction along the rear floor brace 44 act. A combined reaction force F10 shown in FIG. 3A, which is a combination of the reverse reaction force F8 and the reverse reaction force F9, acts on the connecting portion 40B in the vehicle downward direction, and the torsional stress F7 is a combined reaction force F10. Reduced by

  Therefore, according to the instrument panel reinforcement structure according to the present embodiment, the torsional stresses F2 and F7 acting on the instrument panel reinforcement 12 with respect to the vertical input (force F1 or force F6) from the steering column 30 are efficiently performed. Can be reduced. In the instrument panel reinforcement structure according to the present embodiment, the torsional stress F2 and the synthetic reaction force F5 smaller than that are in a balanced state, so that the torsional stress F2 can be offset by the synthetic reaction force F5. Similarly, the torsional stress F7 can be canceled by the combined reaction force F10.

  Furthermore, in the instrument panel reinforcement structure according to the present embodiment, as shown in FIG. 4 in particular, the connecting member 40 is fixed at a fixing portion 12F spaced from the support portion 12E of the steering column 30 of the instrument panel reinforcement 12. Has been. If a force F11 is applied from the steering column 30 to the instrument panel reinforcement 12 in the vehicle width direction (from the driver seat side to the passenger seat side), the steering column 30 and the instrument panel reinforcement 12 are moved in the vehicle front direction or A translational force F12 that moves in the vehicle width direction is generated. Further, a rotation moment F13 is generated that rotates the instrument panel reinforcement 12 in the counterclockwise direction around the support portion 12E of the steering column 30.

  Here, the front floor brace 42 is fixed to the instrument panel reinforcement 12 via the connecting member 40, and the other end portion 42 </ b> B of the front floor brace 42 extends in the vehicle front direction and is fixed to the vehicle floor portion 26. ing. For this reason, the translational force F12 or the reaction force F14 in the direction opposite to the rotational moment F13 acts on the fixed portion 40B of the connecting member 40 by the front floor brace 42.

  Also, if a force F15 outside the vehicle width direction opposite to the force F11 is input to the steering column 30, a translational force F16 that moves the steering column 30 and the instrument panel reinforcement 12 in the vehicle rearward direction or the vehicle width direction. Alternatively, a rotational moment F17 that rotates the instrument panel reinforcement 12 in the clockwise direction around the support portion 12E of the steering column 30 is generated. Here, like the front floor brace 42, the translational force F <b> 16 or the reaction force F <b> 18 opposite to the rotational moment F <b> 17 acts on the fixing portion 40 </ b> B of the connecting member 40 by the rear floor brace 44.

  Therefore, according to the instrument panel reinforcement structure according to the present embodiment, the translational forces F12, F16 or the rotational moment acting on the instrument panel reinforcement 12 with respect to the left / right input (force F11 or force F15) from the steering column 30. F13 and F17 can be decreased. In the instrument panel reinforcement structure according to the present embodiment, the translational force F12 or the rotational moment F13 and the reaction force F14 in the opposite direction are in a balanced state. Therefore, the translational force F12 or the rotational moment F13 is caused by the reaction force F14 in the opposite direction. Can be offset. Similarly, the translational force F16 or the rotational moment F17 can be canceled by a reverse reaction force F18.

  Further, in the instrument panel reinforcement structure according to the present embodiment, the instrument panel reinforcement 12 shown in FIG. 1 has both longitudinal end portions (one end portion 12C and the other end portion 12D) fixed to the front pillars 16 and 20. Thus, both ends support beam structure. For this reason, in the instrument panel reinforcement 12, as shown in FIGS. 1 and 5, the torsional stresses F2 and F7 generated in the intermediate portion in the longitudinal direction are maximized. As shown in FIGS. 1 and 4, the maximum translational forces F <b> 12 and F <b> 16 or rotational moments F <b> 13 and F <b> 17 are generated in the middle portion of the instrument panel reinforcement 12 in the longitudinal direction. Here, a fixed portion 12F is provided in the middle portion of the instrument panel reinforcement 12 in the longitudinal direction. The connecting member 40 is fixed to the fixed portion 12F, and the front floor brace 42 and the connecting portion 40B of the connecting member 40 are fixed. A rear floor brace 44 is fixed. For this reason, the maximum torsional stresses F2 and F7, translational forces F12 and F16, or rotational moments F13 and F17 can be effectively reduced.

  Therefore, according to the instrument panel reinforcement structure according to the present embodiment, it is possible to effectively reduce the maximum torsional stresses F2 and F7 that act on the instrument panel reinforcement with respect to the vertical input from the steering column 30. . Further, according to the instrument panel reinforcement structure according to the present embodiment, the maximum translational forces F12F and F16 or the maximum rotational moments F13 and F17 acting on the instrument panel reinforcement 12 with respect to the left and right inputs from the steering column 30. Can be effectively reduced.

  Further, in the instrument panel reinforcement structure according to the present embodiment, as shown in FIG. 3A, the connecting member 40 has the instrument panel reinforcement 12 side as the fixed end 40A and the connecting portion 40B as the load application point. It has a cantilever structure. As shown in FIG. 3B, the bending moment M at the fixed end 40A of the connecting member 40 is larger than the bending moment M at the connecting portion 40B. Here, the cross-sectional area of the fixed end 40A of the connecting member 40 is set larger than the cross-sectional area of the connecting portion 40B. For this reason, since the cross-sectional secondary moment of the fixed end 40A of the connecting member 40 is larger than the cross-sectional secondary moment of the connecting portion 40B, the rigidity of the fixed end 40A of the connecting member 40 is improved more than the rigidity of the connecting portion 40B. . Therefore, it is possible to reduce the loss accompanying the deformation of the connecting member 40 of the combined reaction forces F5 and F10 that are opposite to the torsional stresses F2 and F7 that act on the instrument panel reinforcement 12 from the connecting portion 40B.

  Therefore, according to the instrument panel reinforcement structure according to the present embodiment, the rigidity of the connecting member 40 can be improved according to the bending moment M, so that the torsional stresses F2 and F7 acting on the instrument panel reinforcement 12 can be efficiently used. It can be reduced well.

  Furthermore, in the instrument panel reinforcement structure according to the present embodiment, as shown in FIGS. 1, 2, 4, and 5, one end portion of the front floor brace 42 is provided at one connection point 40 </ b> B of the connection member 40. 42A and one end 44A of the rear floor brace 44 are fixed. The other end portion 42B of the front floor brace 42 and the other end portion 44B of the rear floor brace 44 are each fixed to the vehicle floor portion 26 and connected via the vehicle floor portion 26. That is, the front floor brace 42, the rear floor brace 44, and the vehicle floor portion 26 are formed in a triangular shape in a side view of the vehicle, and the rigidity of the instrument panel reinforcement structure can be improved.

  Further, in the instrument panel reinforcement structure according to the present embodiment, as shown in FIGS. 2 and 4, one end portion 42 </ b> A of the front floor brace 42 and the rear floor brace are provided at one connection portion 40 </ b> B of the connection member 40. One end 44A of 44 is fixed. For example, a bolt 46 and a nut 48 are used for this fixing. For this reason, since the connecting member 40, the front side floor brace 42, and the rear side floor brace 44 which are several members are fixed in one place, workability | operativity can be improved.

[Second Embodiment]
Next, an instrument panel reinforcement structure according to a second embodiment of the present invention will be described with reference to FIGS. In the second embodiment, an example in which the connecting portions 40B of the connecting member 40 are arranged at various positions around the axis C of the instrument panel reinforcement 12 is described. In the second embodiment and the third embodiment to be described later, the same reference numerals are given to components having the same or equivalent functions as the components described in the first embodiment. Since the description of the components marked with is duplicated, it will be omitted.

(Structure of instrument panel reinforcement structure)
In the instrument panel reinforcement structure according to the present embodiment, as shown in FIG. 6, the fixed end 40 </ b> A of the connecting member 40 is fixed to the fixed portion 12 </ b> F on the vehicle rear side and the vehicle lower side of the instrument panel reinforcement 12. Yes. The connection location 40B of the connection member 40 is provided on the vehicle rear side and the vehicle lower side outside of the fixed location 12F. One end 42A of the front floor brace 42 and one end 44A of the rear floor brace 44 are fixed to the connecting portion 40B.

(Operation and effect of the present embodiment)
In the instrument panel reinforcement structure according to the present embodiment, if a downward force F1 of the vehicle is input to the steering column 30, a clockwise torsional stress F2 is generated in the instrument panel reinforcement 12. Reaction forces F3 and F4 opposite to the torsional stress F2 act on the connection portion 40B of the connection member 40 by the front floor brace 42 and the rear floor brace 44. For this reason, the reverse reaction force F3 and the reverse reaction force F4 act as a combined reaction force F5 (see FIG. 3A) that acts in the upward direction of the vehicle, and the instrument panel reinforcement according to the first embodiment. Similar to the structure, the torsional stress F2 is reduced by the synthetic reaction force F5. The torsional stress F6 (see FIG. 5) generated when the vehicle upward force F6 is input to the steering column 30 is reduced as in the instrument panel reinforcement structure according to the first embodiment. Therefore, according to the instrument panel reinforcement structure according to the present embodiment, it is possible to obtain the same effects as those obtained with the instrument panel reinforcement structure according to the first embodiment.

  Further, in the instrument panel reinforcement structure according to the present embodiment, as in the instrument panel reinforcement structure according to the first embodiment, the translation that acts on the instrument panel reinforcement 12 with respect to the left and right inputs from the steering column 30. The forces F12 and F16 or the rotational moments F13 and F17 can be reduced (see FIG. 4).

(Modification 1)
In the instrument panel reinforcement structure according to the first modification, as shown in FIG. 7, the fixed end 40 </ b> A of the connecting member 40 is fixed to the fixed portion 12 </ b> F on the vehicle front side of the instrument panel reinforcement 12. The connection location 40B of the connection member 40 is provided on the outer side of the vehicle front side than the fixed location 12F. One end 42A of the front floor brace 42 and one end 44A of the rear floor brace 44 are fixed to the connecting portion 40B.

  In the instrument panel reinforcement structure according to the modified example 1, against the torsional stress F <b> 2 generated in the instrument panel reinforcement 12, the front floor brace 42 and the rear floor brace 44 are opposite to the connection portion 40 </ b> B of the connection member 40. Forces F3 and F4 act. Although the reverse reaction forces F3 and F4 act in the opposite direction to the reverse reaction forces F3 and F4 of the instrument panel reinforcement structure according to the first or second embodiment, the instrument panel rain according to the modified example 1 In the reinforcement structure, the same effect as that obtained in the instrument panel reinforcement structure according to the first or second embodiment can be obtained. With respect to the torsional stress F6 shown in FIG. 5 and the translational forces F12 and F16 or the rotational moments F13 and F17 shown in FIG. Effects similar to those obtained with the instrument panel reinforcement structure according to the second embodiment can be obtained.

(Modification 2)
In the instrument panel reinforcement structure according to the modified example 2, as shown in FIG. 8, the fixed end 40 </ b> A of the connecting member 40 is fixed to the fixed portion 12 </ b> F on the vehicle lower side of the instrument panel reinforcement 12. The connection location 40B of the connection member 40 is provided on the outer side of the vehicle lower side than the fixed location 12F. One end 42A of the front floor brace 42 and one end 44A of the rear floor brace 44 are fixed to the connecting portion 40B.

  In the instrument panel reinforcement structure according to the second modification, the front floor brace 42 and the rear floor brace 44 are opposite to the connecting portion 40B of the connecting member 40 against the torsional stress F2 generated in the instrument panel reinforcement 12. Forces F3 and F4 act. In the modified example 2, although the reverse reaction force F4 acts in the opposite direction to the reverse reaction force F4 of the instrument panel reinforcement structure according to the first or second embodiment, the instrument panel according to the modified example 2 In the reinforcement structure, the same effect as that obtained in the instrument panel reinforcement structure according to the first or second embodiment can be obtained. With respect to the torsional stress F6 shown in FIG. 5 and the translational forces F12 and F16 or the rotational moments F13 and F17 shown in FIG. Effects similar to those obtained with the instrument panel reinforcement structure according to the second embodiment can be obtained.

(Modification 3)
In the instrument panel reinforcement structure according to the modified example 3, as shown in FIG. 9, the fixed end 40 </ b> A of the connecting member 40 is fixed to the fixed portion 12 </ b> F on the vehicle upper side of the instrument panel reinforcement 12. The connection location 40B of the connection member 40 is provided outside the vehicle upper side than the fixed location 12F. One end 42A of the front floor brace 42 and one end 44A of the rear floor brace 44 are fixed to the connecting portion 40B.

  In the instrument panel reinforcement structure according to the modified example 3, the front floor brace 42 and the rear floor brace 44 against the torsional stress F <b> 2 generated in the instrument panel reinforcement 12 is opposite to the connection portion 40 </ b> B of the connection member 40. Forces F3 and F4 act. In the modified example 3, although the reverse reaction force F3 acts in the opposite direction to the reverse reaction force F3 of the instrument panel reinforcement structure according to the first or second embodiment, the instrument panel according to the modified example 3 In the reinforcement structure, the same effect as that obtained in the instrument panel reinforcement structure according to the first or second embodiment can be obtained. With respect to the torsional stress F6 shown in FIG. 5 and the translational forces F12 and F16 or the rotational moments F13 and F17 shown in FIG. Effects similar to those obtained with the instrument panel reinforcement structure according to the second embodiment can be obtained.

  In the second embodiment, the connecting portion 40B of the connecting member 40 is provided outside the instrument panel reinforcement 12 on the vehicle rear side and the vehicle upper side, the vehicle front side and the vehicle upper side, or the vehicle front side and the vehicle lower side. Arranged examples are omitted. In the instrument panel reinforcement structure according to the present invention, the connecting member 40 provided with the connecting portion 40B in any one of the outer peripheries around the axis C of the instrument panel reinforcement 12 including these omitted positions. It can be used.

[Third Embodiment]
Next, an instrument panel reinforcement structure according to a third embodiment of the present invention will be described with reference to FIG. In the instrument panel reinforcement structure according to the present embodiment, as shown in FIG. 10, one end portion 42 </ b> A of the front floor brace 42 is fixed to the connecting portion 40 </ b> B on the side surface 40 </ b> D on the passenger seat side of the connecting member 40. In addition, one end 44 </ b> A of the rear floor brace 44 is fixed to the connection portion 40 </ b> B on the side surface 40 </ b> C on the driver seat side of the connection member 40. The fixing means is used for fixing the one end portion 42A and the one end portion 44A to the connecting portion 40B.

  In the instrument panel reinforcement structure according to the present embodiment, as in the instrument panel reinforcement structure according to the first embodiment, the front floor brace 42, the rear floor brace 44, and the vehicle floor 26 are triangular in a side view of the vehicle. Since it is configured by the shape, the rigidity can be improved.

[Fourth embodiment]
Next, an instrument panel reinforcement structure according to a fourth embodiment of the present invention will be described with reference to FIG. In the instrument panel reinforcement structure according to the present embodiment, as shown in FIG. 11, the connection point 40E is also provided in the middle between the fixed end 40A on the vehicle front side of the connection member 40 and the connection point 40B on the vehicle rear side. Is provided. As in the first embodiment, one end 44A of the rear floor brace 44 is fixed to the connecting portion 40B. Then, one end portion 42A of the front floor brace 42 is fixed to a connection location 40E disposed on the vehicle front side of the connection location 40B. The fixing means similar to the fixing of the one end portion 44A and the connecting portion 40B is used for fixing the one end portion 42A and the connecting portion 40E.

  In the instrument panel reinforcement structure according to the present embodiment, one end portion 42A of the front floor brace 42 is fixed to the connecting portion 40E of the connecting member 40 which is displaced in the vehicle front-rear direction, and one end of the rear floor brace 44 is fixed to the connecting portion 40B. The part 44A is fixed. For this reason, according to the instrument panel reinforcement structure according to the present embodiment, the connecting member 40, the front floor brace 42, the rear floor brace 44, and the vehicle floor 26 are configured in a trapezoidal shape in a side view of the vehicle. The rigidity can be improved similarly to the triangular shape.

[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 following modifications are included in the present invention. In the present invention, a connecting member may be provided in a portion having a small diameter on the passenger seat side of the instrument panel reinforcement, and the front floor brace and the rear floor brace may be fixed to the connecting portion of the connecting member. Further, the connecting member may be fixed to the outer side in the vehicle width direction than the support portion of the steering column of the instrument panel reinforcement.

  Further, the instrument panel reinforcement structure according to the present invention is not limited to the instrument panel reinforcement formed of a hollow round pipe material. For example, in the instrument panel reinforcement structure according to the present invention, an instrument panel reinforcement can be formed by a rod-like member such as a round bar or a square bar, or a pipe-like member such as a square pipe. Furthermore, in the instrument panel reinforcement structure according to the present invention, the instrument panel reinforcement may be formed of a light alloy material or a carbon material.

12 instrument panel reinforcement 12E support location 12F fixing location 16, 20 front pillar 26 vehicle floor 30 steering column 32 steering support 34 steering wheel 40 connecting member 40A fixed end 40B connecting location 42 front floor brace 42A, 44A one end 44 rear side Floor brace 42B, 44B The other end

Claims (4)

An instrument panel reinforcement that supports a steering column that is arranged with the vehicle width direction as a longitudinal direction and the vehicle longitudinal direction as an axial direction in a plan view of the vehicle;
A connection member fixed to the instrument panel reinforcement and provided with a connection portion outside the outer peripheral surface of the instrument panel reinforcement,
A front floor brace that extends from the connection location in front of the vehicle and obliquely below as a longitudinal direction, one end portion in the longitudinal direction is fixed to the connection location, and the other end portion in the longitudinal direction is fixed to the vehicle floor portion;
A rear-side floor brace extending from the connection location with the vehicle rear and obliquely downward as a longitudinal direction, one end portion in the longitudinal direction being fixed to the connection location and the other end portion in the longitudinal direction being fixed to the vehicle floor portion When,
Instrument panel reinforcement structure with   2. The instrument panel reinforcement structure according to claim 1, wherein the connecting member is fixed at a fixed location that is spaced apart from the support location of the steering column in the instrument panel reinforcement in the longitudinal direction. Both ends in the longitudinal direction of the instrument panel reinforcement are respectively fixed to front pillars arranged on both sides of the vehicle,
3. The instrument panel reinforcement according to claim 2, wherein the connecting member is fixed to the fixed portion that is positioned at an intermediate portion in the longitudinal direction of the instrument panel reinforcement on the inner side in the vehicle width direction than the support portion. Structure.   The instrument according to any one of claims 1 to 3, wherein the connecting member sets a cross-sectional area of a fixed end with the instrument panel reinforcement to be larger than a cross-sectional area of the connecting part. Panel reinforcement structure.

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