JP2021094867A - Steering member structure - Google Patents

Abstract

To mainly make it possible to absorb an impact in a frontal collision even when a structure of connecting a first support member to a dash panel is adopted.SOLUTION: The present invention relates to a steering member structure including a member body 6 that extends in a vehicle width direction Y and supports a steering column 5, and a support member 7 that supports the member body 6. The support member 7 includes a first support member 21 (stay) that extends from the member body 6 obliquely downward toward a dash panel 8 located in a front part of a vehicle, and is connected to the dash panel 8, and a second support member 22 (post) that extends from the member body 6 to the front part of the vehicle and is connected to the dash panel 8 above the first support member 21. A fragile part 23 for bending and deforming the first support member 21 downward is formed in the first support member 21. An air conditioner 24 is disposed laterally adjacently to the first support member 21.SELECTED DRAWING: Figure 2

Description

The present invention relates to a steering member structure.

Vehicles such as automobiles are equipped with interior panels such as instrument panels in the front part of the passenger compartment. Inside the instrument panel, a metal steering member that extends in the width direction of the vehicle and connects the left and right body panels is installed. This steering member is mainly composed of a member body that supports the steering column. A support member called a stay or the like is attached to the intermediate portion of the member body in the vehicle width direction, and the stay supports the intermediate portion of the member body in the vehicle width direction in the vertical direction with respect to the vehicle body.

In the case of a general steering member, the stay extends almost directly below the member body and is attached to the floor panel of the vehicle body so that the member body is supported by the stay on the floor panel of the vehicle body.

However, in recent years, the instrument panel has tended to be thinner, and when the stay is extended almost directly below the member body, the lower part of the stay is exposed from the thinned instrument panel, resulting in poor appearance. Therefore, it is necessary to cover the exposed portion of the lower part of the stay with a cover. However, when the cover is provided in this way, the cover impairs the spaciousness of the feet of the instrument panel.

Therefore, for example, in Patent Document 1, a support member corresponding to a stay (hereinafter referred to as a stay) is extended diagonally downward from the member main body toward the dash panel located on the front side of the vehicle and is connected to the lower part of the dash panel. I am trying to do it. Then, a post bracket (another support member) provided between the dash panel and the member body to support the member body in the front-rear direction of the vehicle is extended diagonally upward from the member body toward the front side of the vehicle. It is connected to the top of the dash panel. As a result, the post bracket is provided with a part of the support function in the vertical direction in addition to the support function in the front-rear direction of the vehicle, and the support function for the shortage of the slanted stay is supplemented by the post bracket. .. These make it possible to prevent the lower part of the stay from being exposed from the thinned instrument panel.

US2019 / 0031247

However, the steering member structure described in Patent Document 1 has the following problems.
That is, in the case of a stay extending directly below the normal member body, the floor panel to be connected is a surface extending in the vehicle front-rear direction, and in addition, has a reinforcing structure for the vehicle front-rear direction such as a center tunnel ( That is, since it has a structure that is strong against input in the front-rear direction of the vehicle), the amount of movement (backward amount) of the connection portion between the lower end of the stay and the floor panel at the time of front collision is to the rear side of the vehicle. It can be small.

Therefore, at the time of a front collision, the two members, the member body and the stay, act as a wall to receive the input from the post bracket to the rear side of the vehicle, so that the post bracket is crushed without any trouble and shock absorption is performed. I was able to.

On the other hand, in the case of Patent Document 1, the connecting portion between the lower end of the stay and the dash panel is a dash panel, and the dash panel is a surface substantially orthogonal to the vehicle front-rear direction. (That is, because the structure is weaker than the floor panel with respect to the input in the front-rear direction of the vehicle), the amount of retreat (or rearward) of the connection part at the time of front collision is larger than the connection part between the normal stay and the floor panel. The amount of movement) becomes large.

Therefore, at the time of a front collision, the member body simultaneously receives the input from the two members, the post bracket and the stay, to the rear side of the vehicle, and only the member body is used as a wall, and both the post bracket and the stay are used. It is necessary to crush it to absorb shock.

In Patent Document 1, the two members, the post bracket and the stay, are deformed so as to bulge in the vehicle width direction (lateral direction) at the time of a front collision, thereby alleviating the impact force on the member body. However, since the air conditioner is arranged on the side of the stay in the vehicle width direction, even if the stay is bent in the vehicle width direction (horizontal), it interferes with the air conditioner and cannot absorb the impact, and the member body. The amount of retreat toward the passenger compartment cannot be sufficiently suppressed.

Therefore, in view of the above problems, the present invention has been made so that shock absorption and the like can be successfully performed at the time of a front collision even when the support member corresponding to the stay is connected to the dash panel. It is a thing.

In response to the above problems, the present invention
It is a steering member structure including a member main body extending in the vehicle width direction to support the steering column and a support member for supporting the member main body.
The support member
A first support member extending diagonally downward from the member body toward the dash panel located on the front side of the vehicle and connected to the dash panel.
It has a second support member that extends from the member body to the front side of the vehicle and is connected to the dash panel above the first support member.
The first support member is formed with a fragile portion for bending and deforming the first support member downward.
An air conditioner is arranged adjacent to the first support member.

According to the present invention, according to the above configuration, even when the first support member is connected to the dash panel, it is possible to successfully absorb the impact at the time of a front collision.

It is an overall perspective view of the steering member which concerns on embodiment. It is a side view (vertical sectional view seen from the side) at the position of the support member of the steering member of FIG. It is a side view which shows the vertical rotation of a steering column. It is a perspective view of a floor panel. It is a side view which shows the retracted amount of the mounting position of a support member at the time of a front collision. It is a side view which shows the arrangement of an air conditioner. It is a rear view which shows the mounting state of the air conditioner. It is a figure which shows the shape of each part of the 1st support member. It is a partially enlarged side view which shows the member mounting part. Of these, (a) is the state after welding, and (b) is the state before welding. It is a side view of the support member which concerns on a comparative example. It is the same side view as FIG. 5 of the comparative example of FIG.

Hereinafter, the present embodiment will be described in detail with reference to the drawings.
1 to 11 are for explaining this embodiment.

<Structure> The configuration of this embodiment will be described below.

FIG. 1 is a perspective view showing the structure (steering member structure) of the steering member 1 of this embodiment. The directions in the figure are the vehicle front-rear direction X, the vehicle width direction Y, and the vertical direction Z.

As shown in the side view of FIG. 2, the vehicle 2 such as an automobile is provided with an interior panel such as an instrument panel 4 at the front portion in the vehicle interior 3. Inside the instrument panel 4, a metal steering member 1 (vehicle strength member, FIG. 1) extending substantially in the vehicle width direction Y and connecting the left and right vehicle body panels (side panels) is installed as a vehicle body strength member. Has been done.

The steering member 1 includes a member main body 6 that extends in the vehicle width direction Y and supports the steering column 5 (FIG. 3), and a support member 7 that supports the member main body 6.

More specifically, a dash panel 8 is provided at the front of the passenger compartment 3. The dash panel 8 is a panel member provided at the front portion of the vehicle body and constitutes a part of the vehicle body. The dash panel 8 is a partition wall that separates the engine room 9 and the vehicle interior 3 from the front and rear, and is a substantially vertical surface that extends substantially in the vehicle width direction Y and substantially in the vertical direction Z. The dash panel 8 is installed substantially below the position of the lower side of the front window 10. Then, the instrument panel 4 is installed so as to cover the rear surface of the dash panel 8. Therefore, the instrument panel 4 is installed at a position substantially below the front window 10.

The lower edge portion of the dash panel 8 is joined to the front edge portion of the floor panel 11 (FIG. 4) constituting the floor of the vehicle interior 3. The floor panel 11 is a panel member that forms a part of the vehicle body. The floor panel 11 is a substantially lateral surface that extends substantially in the vehicle width direction Y and the vehicle front-rear direction X, and a protrusion such as a center tunnel 12 extending in the vehicle front-rear direction X is provided substantially in the center of the vehicle width direction Y. A shaped portion can be formed. The center tunnel 12 has a reinforcing structure for the floor panel 11 in the front-rear direction X of the vehicle. Therefore, the floor panel 11 has a structure that is strong against the input of the vehicle front-rear direction X. On the other hand, since the dash panel 8 has a vertical surface substantially orthogonal to the vehicle front-rear direction X, it is weaker than the floor panel 11 with respect to the input of the vehicle front-rear direction X. Further, the retreat amount x1 (or the rearward movement amount, FIG. 5) of the dash panel 8 at the time of a front collision is larger than the retreat amount x2 of the floor panel 11. Needless to say, the reason why the retreat amount x1 of the dash panel 8 is large is that the engine of the vehicle 2 directly contacts the dash panel 8 at the time of a front collision and presses the dash panel 8 backward. The amount of retreat x1 at the upper part and the lower part of the dash panel 8 is not always the same.

The steering member 1 is mainly composed of a member main body 6 that supports the steering column 5. The member main body 6 is installed behind the dash panel 8 in a state separated from the dash panel 8. The member main body 6 is installed at a position lower than the upper end portion of the dash panel 8 and higher than the lower end portion of the dash panel 8. For example, the member main body 6 is installed at a position higher than the central portion of the dash panel 8 in the vertical direction Z, etc., in a state of being separated upward from the floor panel 11.

The member main body 6 is a long member extending substantially in the vehicle width direction Y. The member main body 6 has various shapes and structures, and the member main body 6 having any shape and structure may be used. However, in this embodiment, the member main body 6 has a circular cross section and is in the vehicle width direction. It is a hollow tubular member that extends almost linearly to Y. This makes the member body 6 most suitable for installation inside the thin instrument panel 4.

As shown in FIG. 1, the member main body 6 has a large diameter portion 13 on the driver's seat side and a small diameter portion 14 on the passenger seat side due to the difference in required strength. A conical diameter-reduced portion 15 that gradually reduces the diameter from the large-diameter portion 13 to the small-diameter portion 14 is formed between the large-diameter portion 13 and the small-diameter portion 14. The large-diameter portion 13 and the small-diameter portion 14 each have substantially constant diameter dimensions on both the inner and outer diameters, have a smooth cylindrical surface, and each have a substantially constant wall thickness over the entire length. The member main body 6 has a uniform inner and outer diameter, a uniform cross section, and a uniform wall thickness over the entire length from the driver's seat side to the passenger's seat side. May be such a thing.

Side brackets 16 are provided at both ends of the member main body 6, and by attaching the side brackets 16 to the left and right vehicle body panels (side panels), the member main body 6 is installed on the vehicle body. That is, both ends of the member body 6 are fixed to the vehicle body.

A column bracket 17 is provided on the driver's seat side portion (large diameter portion 13) of the member main body 6, and the steering column 5 is attached to the member main body 6 by the column bracket 17. The steering column 5 is a steering means for the vehicle 2 having a steering wheel. The steering column 5 is attached to the lower side of the member main body 6 in a suspended state.

Further, the member main body 6 is adapted so that the intermediate portion in the vehicle width direction Y is supported by the vehicle body by the support member 7. The support member 7 is installed between the member main body 6 and the vehicle body. The support member 7 described above is mainly attached to the position of the large diameter portion 13 of the member main body 6 (closer to the small diameter portion 14) in a state separated from the column bracket 17. The support member 7 will be described below.

In contrast to the above configuration, the steering member structure of this embodiment can be provided with the following configuration.

(1) As shown in FIG. 2, the support member 7 is
A first support member 21 extending diagonally downward and connected to the dash panel 8 from the member main body 6 toward the dash panel 8 located on the front side of the vehicle.
It has a second support member 22 that extends from the member main body 6 to the front side of the vehicle and is connected to the dash panel 8 above the first support member 21.
The first support member 21 is formed with a fragile portion 23 for bending and deforming the first support member 21 downward.
An air conditioner 24 (FIGS. 6 and 7) is arranged adjacent to the side of the first support member 21.

Here, the first support member 21 and the second support member 22 are provided as separate members and are attached to the member main body 6, respectively.

The first support member 21 mainly includes an intermediate portion of the member main body 6 in the vehicle width direction Y (for example, a portion between the driver's seat side and the passenger seat or a portion closer to the passenger seat on the driver's seat side) with respect to the vehicle body. It is assumed that it has a function as a stay for supporting the vehicle in the vertical direction Z. Since the first support member 21 has an inclined shape that descends forward as a whole (inclined member), it also has a part of a function of supporting the member main body 6 with respect to the vehicle front-rear direction X.

The intermediate portion of the first support member 21 in the longitudinal direction serves as a support portion that supports the member main body 6. As will be described later, the first support member 21 has a front end (lower end) attached to the dash panel 8 and a rear end (upper end) attached to the member body 6 (large diameter portion 13). The intermediate portion in the longitudinal direction of the first support member 21 is a portion between the front end portion and the rear end portion other than the front end portion and the rear end portion.

The second support member 22 is a post bracket for supporting the middle portion of the member main body 6 in the vehicle width direction Y (for example, a portion closer to the passenger seat on the driver's seat side) mainly in the vehicle front-rear direction X with respect to the vehicle body. It is supposed to have the function as. The second support member 22 may be connected to the dash panel 8 above the first support member 21, but the second support member 22 is connected to the dash panel 8 at a position above the member main body 6. It is preferable to be done. In this way, by connecting the second support member 22 to the dash panel 8 at a position higher than the member main body 6, the upward vibration of the member main body 6 can be efficiently suppressed. Further, the second support member 22 has an inclined shape (upward or backward) as a whole (inclined member), and has a part of a function of supporting the member main body 6 in the vertical direction Z. Become.

The intermediate portion of the second support member 22 in the longitudinal direction serves as a support portion that supports the member main body 6. The second support member 22 has an inclination closer to horizontal than the first support member 21 as a whole, and the intermediate portion of the second support member 22 is shorter than the intermediate portion of the first support member 21. There is. As will be described later, the second support member 22 has a front end portion (upper end portion) attached to the dash panel 8 and a rear end portion (lower end portion) attached to the member main body 6 (large diameter portion 13 or the like). The intermediate portion in the longitudinal direction of the second support member 22 is a portion between the front end portion and the rear end portion other than the front end portion and the rear end portion. The second support member 22 will be described later.

The support member 25 (FIG. 1) similar to the second support member 22 is provided at a position near the end of the member main body 6 on the driver's seat side (large diameter portion 13) or a position on the passenger seat side (FIG. 1), if necessary. It can be additionally provided in the small diameter portion 14) or the like as appropriate.

The downward bending deformation means that the intermediate portion of the first support member 21 is bent and deformed so as to move downward in the vertical direction Z at the time of front collision (broken line in FIG. 5). It is preferable that the downward bending deformation of the first support member 21 at the time of a front collision is hardly accompanied by deformation in the vehicle width direction Y. In this embodiment, upper and lower terms are used as terms indicating a direction from a certain position, and upper and lower sides are terms indicating an area (upper or lower) on which side (upper or lower) is located with respect to a certain boundary line. I am using it as. Therefore, depending on the context, the same meaning / content may be referred to, but in general, the content referred to above / below is narrower than that at the upper / lower side.

The fragile portion 23 is a fragile portion provided in the intermediate portion of the first support member 21. The fragile portion 23 does not bend and deform the first support member 21 in the normal state (normal time), but the first support member 21 is fragile enough to bend and deform the first support member 21 downward at the time of a front collision. It is supposed to be given to. The vulnerable part 23 may be any kind, but the specific vulnerable part 23 of this embodiment will be described later.

The air conditioner 24 is a device for adjusting the temperature inside the vehicle interior 3. The main body (HVAC unit) of the air conditioner 24 is installed, for example, at a position substantially at the center of the vehicle width direction Y. The first support member 21 is arranged adjacent to the side surface of the air conditioner 24 installed at the substantially central portion in the vehicle width direction Y on the driver's seat side in a state close to the vehicle width direction Y. The surface of the first support member 21 on the passenger seat side is directed toward the air conditioner 24.

(2) The fragile portion 23 may have a bent portion 31 in which the first support member 21 is bent downward, or a curved portion in which the first support member 21 is bent downward.

Here, the bent portion 31 or the bent portion as the fragile portion 23 is formed in an intermediate portion (support portion) of the first support member 21. Since the first support member 21 has a bent portion 31 or a curved portion, the first support member 21 has a first support as compared with the case where the intermediate portion of the first support member 21 has a simple linear shape (without the bent portion 31 or the curved portion). It is possible to weaken the member 21 so as to have a desired strength.

The downwardly curved shape or the downwardly curved shape has the bent portion 31 or the curved portion, so that when the entire intermediate portion (support portion) of the first support member 21 is viewed from the side. , Almost the entire intermediate portion of the first support member 21 is from a straight line 33 connecting the front end side (lower end side) and the rear end side (upper end side) of the intermediate portion of the first support member 21 when viewed from the side. Is also shaped to be located on the lower side (for example, a valley shape).

The bent portion 31 is a portion having a bent shape (however, it does not mean that the bent portion 31 is actually bent). Specifically, it is a shape or portion having at least one corner. The first support member 21 may have one corner as a whole, or may have a large number of corners. The corner portion is a figure formed at the intersection of two sides, and each side may be, for example, a straight line or a curve close to a straight line.

The curved part is a part that is shaped like a bow (however, it is not actually bent). Specifically, it is a shape or portion having at least one rounded portion. The first support member 21 may have one rounded portion as a whole, or may have a large number of rounded portions. Further, the curved portion may have straight or curved sides on both sides of the rounded portion.

The bent portion 31 and the bent portion may be provided on the first support member 21 at the same time.

In this embodiment, the first support member 21 has one corner portion 34 at a position substantially in the center of the intermediate portion (support portion) in the longitudinal direction (approximately the vehicle front-rear direction X) and is bent downward. It is a bent portion 31 of the shape and the like. The upper angle of the corner portion 34 is an obtuse angle. The two sides forming the corner portion 34 are inclined portions 35 and 36 that are substantially linear. The inclined portion 35 on the front side of the corner portion 34 has a relatively gentle hypotenuse. The inclined portion 36 on the rear side of the corner portion 34 is a hypotenuse that is steeper than the inclined portion 35 on the front side. The downwardly curved shape or the downwardly curved shape is an expression when the entire intermediate portion (support portion) of the first support member 21 is viewed from the side, and the inclined portion 35 on the front side. When viewed as a reference, the rear inclined portion 36 has a shape that is bent or curved upward, and when viewed with reference to the rear inclined portion 36, the front inclined portion 35 is upward. It becomes a bent or curved shape.

By forming the entire intermediate portion of the first support member 21 into a bent portion 31 that is bent downward, the first support member 21 has a shape that is easily bent and deformed downward with the corner portion 34 as the bending starting point (FIG. FIG. 5). When the bent portion 31 of the first support member 21 is bent and deformed downward, the angle of the corner portion 34 becomes smaller, so that the inclined portion 35 on the front side becomes in a lying state and on the rear side. The inclined portion 36 is in a state of standing up.

Hereinafter, a case where the intermediate portion of the first support member 21 is a bent portion 31 will be mainly described, but when the intermediate portion of the first support member 21 is a curved portion, the bent portion 31 is a curved portion. The corner portion 34 shall be read as the rounded portion. In addition, other necessary replacements shall be made.

(3) The fragile portion 23 may have a notch portion 41 at least at the lower edge portion of the first support member 21.

Here, the cutout portion 41 is a portion having a shape as if it were cut out (however, it is not necessary to actually cut out the cutout portion 41). The cutout portion 41 is provided in the intermediate portion of the first support member 21 as one of the fragile portions 23. By providing the notch 41, the intermediate portion of the first support member 21 is fragile, and the first support member 21 is likely to be bent and deformed at the time of front collision.

The cutout portion 41 may be formed independently of, for example, the lower edge portion of the intermediate portion of the first support member 21 having a linear shape and which is not provided with the bent portion 31 or the curved portion. On the other hand, in this embodiment, the cutout portion 41 is first supported by the bent portion 31 or the curved portion in the intermediate portion of the first support member 21 provided with the bent portion 31 or the curved portion as the main fragile portion 23. One or more are formed in the intermediate portion of the first support member 21 as an auxiliary fragile portion 23 or the like for adjusting the fragility of the member 21 to a desired state.

The cutout portion 41 may be formed at the same position as the corner portion 34 of the bent portion 31 and the rounded portion of the curved portion so as to serve as one bending starting point together with the corner portion 34. It may be formed at different positions so as to serve as a bending starting point independently, or it may be formed by combining these, but as in this embodiment, at least one is formed at a corner portion 34 or a bending portion of the bending portion 31. It is preferable to form it at the same position as the rounded portion of the above because a synergistic effect can be obtained.

In this embodiment, the notch 41 is provided at one position at the same position as the corner 34 in the intermediate portion of the first support member 21 which is the bent portion 31. More specifically, the cutout portion 41 is provided below the corner portion 34 of the bent portion 31 in a state of substantially facing the corner portion 34. In this way, by providing the notch 41 so as to face the corner 34 vertically (or by making the opposite side of the corner 34 notched), the first support member 21 moves downward. It is possible to make the bending deformation toward the direction more likely to occur.

Here, the first support member 21 will be described in more detail. The first support member 21 is mainly composed of a vertically oriented surface (vertical surface portion 42) oriented substantially in the vertical direction Z. Then, a lateral surface (horizontal surface portion 43) extending substantially in the vehicle width direction Y (toward the passenger seat side or the driver's seat side) is integrally formed from the upper edge portion of the vertical surface portion 42, whereby the first The support member 21 is a member having a substantially L-shaped cross section.

As shown in FIG. 8, the first support member 21 has a corner portion 44 in which the connecting portion between the upper edge portion of the vertical surface portion 42 and the one side edge portion of the horizontal surface portion 43 is a rounded shape. By continuing the 44 over at least the entire area in the longitudinal direction of the intermediate portion, the minimum rigidity of the first support member 21 in the longitudinal direction is ensured, and the input from the vehicle body to the first support member 21 is a member. It can be transmitted to the main body 6. Such a first support member 21 can be manufactured, for example, by bending a single metal plate. Each of the horizontal surface portion 43 and the vertical surface portion 42 is formed of a smoothly continuous surface or the like without any conspicuous unevenness or step.

Then, the vertical surface portion 42 of the first support member 21 is rearward so that the width of the front side is narrow and the width of the rear side is wide as a whole (without the notch 41 or the like) when viewed from the side. It has an approximate shape of post-expansion (or front narrowing) that gradually widens toward it.

As shown in FIG. 2, the vertical surface portion 42 having such a substantially rear-extended shape has an upper edge portion that is inclined back and forth in order to form a bent portion 31 that bends the intermediate portion (support portion) downward. It has a valley shape having a portion 35, 36 and a corner portion 34 formed between the inclined portions 35, 36. Further, the lateral surface portion 43 of the first support member 21 has a valley fold shape along the upper edge portions (inclined portions 35, 36 and corner portions 34) of the vertical surface portion 42 when viewed from the side. The lateral surface portion 43 is formed to have a substantially constant width dimension over substantially the entire length.

As for the lower edge portion of the vertical surface portion 42, a notch portion 41 is formed at a position opposite to the corner portion 34 of the bent portion 31 as described above. The notch 41 is substantially inverted V-shaped when viewed from the side. The substantially inverted V-shaped notch 41 has a relatively sharp top. Then, on the rear side of the notch 41, a notch 45 having a substantially S-shape when viewed from the side is formed so as to be continuous with the notch 41. The substantially S-shaped notch portion 45 is formed long over a range of approximately half or more of the portion above the notch portion 41.

Therefore, in the vertical surface portion 42 of the intermediate portion of the first support member 21, the portion on the rear end side when viewed from the side has the widest width dimension and has a natural rear widening (or front narrowing) shape. 42a is formed, and a second portion 42b having a substantially constant width dimension is formed in approximately half of the first portion 42a by a substantially S-shaped notch 45 in the portion up to the corner portion 34 on the front side thereof, and the corners are formed. The position of the portion 34 is set to the third portion 42c in which only the corner portion 44 having a substantially rounded shape is formed by the notch portion 41, and the portion from the corner portion 34 to the vicinity of the front end is substantially the same as or slightly larger than the second portion 42b. It is a fourth portion 42d having a narrow width and a substantially constant width dimension. The fourth portion 42d is formed slightly longer in the vehicle front-rear direction X than the second portion 42b.

Between the first portion 42a and the fourth portion 42d, the transition portion 42e whose width dimension is suddenly changed by the notch shape such as the substantially S-shaped notch 45 and the substantially inverted V-shaped notch 41. A plurality of ~ 42h (such as a sudden change in width) are formed. Since the stress is easily concentrated in these transition portions 42e to 42h due to the sudden change in the width dimension, the corner portions are formed when the first support member 21 is bent and deformed at the corner portions 34 at the time of front collision. It tends to be a bending starting point other than 34 (particularly, the transition portion 42e).

Then, as shown in FIG. 2, the first support member 21 has a panel mounting portion 46 at the front end portion (lower end portion) in the vehicle front-rear direction X with respect to the intermediate portion (support portion) formed as the bent portion 31. A member mounting portion 47 is provided at the rear end portion (upper end portion) of the vehicle front-rear direction X. The panel mounting portion 46 is bolted to the dash panel 8 from the rear side to the front side, and the member mounting portion 47 is welded and fixed to the member main body 6.

The panel mounting portion 46 is mounted at a position 8a on the lower end side of the dash panel 8 (for example, a position 8a higher than the top of the center tunnel 12 of the floor panel 11, FIG. 4). The straight line 33 connecting the tip end portion (lower end portion) and the rear end portion (upper end portion) of the first support member 21 is a line connecting the uppermost portion between the member mounting portion 47 and the panel mounting portion 46. To.

The panel mounting portion 46 of the first support member 21 is a contact portion in which the front end portion of the first support member 21 is bent downward so as to extend substantially vertically downward along the surface of the dash panel 8. ing. The horizontal surface portion 43 of the panel mounting portion 46 is a vertical contact surface that is brought into contact with the surface of the dash panel 8 from the rear side and fixed with bolts (bolts 46a), and the vertical surface portion 42 of the panel mounting portion 46 is , It is located on one side of the contact surface and extends in the vertical direction Z with a substantially constant width dimension.

The bent portion 48 between the panel mounting portion 46 of the first support member 21 and the intermediate portion (bent portion 31) has a mountain-shaped shape that is convex upward, and the first support member 21 is subjected to a front collision. When the bent portion 31 is bent and deformed downward, the bent portion 48 becomes the bending starting point and is deformed so that the angle on the lower side of the bent portion 48 becomes smaller, so that the inclined portion 35 on the front side of the bent portion 31 Becomes the center of tilt.

In the bent portion 48, the upper edge portion and the horizontal surface portion 43 of the vertical surface portion 42 have an upwardly convex chevron shape. A substantially inverted V-shaped notch 49 is formed in the lower edge portion of the vertical surface portion 42 in order to facilitate bending at the time of a front collision. The substantially inverted V-shaped notch 49 has a circular arc shape at the top. Due to the substantially inverted V-shaped cut portion 49, the vertical surface portion 42 has a narrow width portion around the position of the bent portion 48.

On the other hand, as shown in FIG. 9, the member mounting portion 47 of the first support member 21 is mainly formed at the upper end portion (rear end portion) of the first portion 42a of the vertical surface portion 42. The upper end portion of the first portion 42a has the largest width dimension when viewed from the side, and is considered to be substantially the same as the diameter dimension of the member main body 6. The upper end portion of the first portion 42a is cut out in an arc shape having a diameter substantially matching the outer peripheral surface of the member main body 6 (arc-shaped cutout portion 51), and the arc-shaped cutout portion 51 is the member main body 6. In addition to being abutted in the circumferential direction with respect to the position near the front of the lower portion of the outer peripheral surface of the above, the welded portion 52 is welded and fixed in the circumferential direction.

Further, the lateral surface portion 43 is extended toward the member main body 6 slightly longer than the position of the arc-shaped cut portion 45 of the first portion 42a (extension portion 53), and the extension portion 53 is the peripheral surface of the member main body 6. It is in contact with the front middle portion or the front upper portion of the vehicle in the vehicle width direction Y, and is fixed by welding (welded portion 54) in the vehicle width direction Y.

Further, in the first portion 42a, the lower edge portion of the vertical surface portion 42 is provided with the second horizontal surface portion 143 similar to the horizontal surface portion 43, so that the first support member 21 is paired with the vertical surface portion 42 at the top and bottom. The side surface portion 43 and the second side surface portion 143 form a partially C-shaped cross section.

Then, the second lateral surface portion 143 is extended toward the member main body 6 side slightly longer than the position of the arc-shaped cut portion 45 of the first portion 42a (extension portion 55), and the extension portion 55 is the member main body 6. It is in contact with the lower part of the rear side of the peripheral surface in the vehicle width direction Y, and is welded and fixed (welded portion 56) in the vehicle width direction Y.

At this time, the second lateral surface portion 143 (welded portion 56) has a downward locus 58 and a member main body among the vertical rotation loci 58 of the steering column 5 passing through the axial center position 57 of the member main body 6. It is welded and fixed to the member main body 6 at a position on the rear side of the vehicle from the position at the intersection point 59 with the surface of 6. This makes it possible to more effectively suppress the downward vibration of the member body 6. The steering column 5 is rotated up and down about the position of the universal joint 5a (FIG. 3) provided at the position closest to the steering wheel in the instrument panel 4.

Similarly, the lateral surface portion 43 (welded portion 54) has an upward locus 58 and a surface of the member main body 6 among the vertical rotation loci 58 of the steering column 5 passing through the axial center position 57 of the member main body 6. It is preferable that the member body 6 is welded and fixed in the vicinity of the position of the intersection 60 or above the intersection 60.

(4) As shown in FIG. 6 (FIG. 7), the air conditioner 24 may be fixed to the first support member 21 via the attachment point 61.
An air conditioning duct 63 for guiding the air conditioning air blown from the air conditioning device 24 may be provided (arranged) between the first support member 21 and the second support member 22.
The attachment point 61 between the first support member 21 and the air conditioner 24 may be provided only above the fragile portion 23 (bent portion 31, curved portion, cutout portion 41, etc.).

Here, the attachment point 61 is a portion where the air conditioner 24 is attached to the vehicle body. As shown in FIG. 7, the attachment point 61 is provided on the attachment bracket 64 extending laterally from the periphery of the member attachment portion 47 of the first support member 21 toward the rear side of the rear surface of the air conditioner 24. Then, the upper portion of the rear surface of the air conditioner 24 on the driver's seat side is bolted to the mounting point 61 of the mounting bracket 64 from the rear side to the front side.

Further, the position on the passenger seat side of the small diameter portion 14 of the member main body 6 has a distance in the vehicle width direction Y that allows the air conditioner 24 to be sandwiched between the first support member 21 and extends substantially downward. The mounting bracket 65 is mounted, and upper and lower mounting pieces 66, 67 extending laterally toward the rear side of the rear surface of the air conditioner 24 are provided above and below the upper and lower parts of the mounting bracket 65. Then, the upper portion and the lower portion of the rear surface of the air conditioner 24 on the passenger seat side are bolted to the attachment points 68 provided on the upper and lower attachment pieces 66 and 67, respectively, from the rear side to the front side. As a result, the rear surface of the air conditioner 24 is fixed to the member main body 6 at three points.

The mounting bracket 65 has a fragile portion 23 of the first support member 21 at a position between the upper mounting piece 66 and the lower mounting piece 67, or between the upper mounting piece 66 and the member main body 6. A fragile portion (notch portion or the like) similar to the notch portion 41 or the like may be provided. Due to this fragile portion (notch, etc.), even if a load acts on the mounting bracket 65 via the air conditioner 24 when the first support member 21 is deformed, the fragile portion provided on the mounting bracket 65 is deformed, whereby the fragile portion is deformed. The first support member 21 can be reliably deformed.

The conditioned air is the air for adjusting the temperature blown from the air conditioner 24 into the vehicle interior 3.

As shown in FIG. 6, the air conditioning duct 63 is, for example, a foot duct for sending air conditioning air to the feet of an occupant. The upper end of the air conditioning duct 63 is connected to the air outlet 24a provided on the side surface of the air conditioner 24, passes laterally through the space between the first support member 21 and the second support member 22, and the lower end is an occupant. It is guided downward toward the feet of the air conditioner. A protrusion from the side surface of the air conditioner 24 can also be inserted into the space between the first support member 21 and the second support member 22. The protrusion from the side surface of the air conditioner 24 may be, for example, an actuator 69 for driving a door provided at the air outlet 24a of the air conditioner 24.

The portion above the fragile portion 23 (bent portion 31, curved portion, notch 41) is a portion higher than the fragile portion 23 (bent portion 31, curved portion, notch 41), and is the first support. The first portion 42a and the second portion 42b on the rear end side in the longitudinal direction of the member 21. The first portion 42a and the second portion 42b are portions where the amount of displacement when the intermediate portion of the first support member 21 is bent and deformed downward is relatively small. In this embodiment, the mounting bracket 64 is mounted on the first portion 42a.

(5) As shown in FIG. 2, the second support member 22 may extend diagonally upward from the member main body 6 toward the front side of the vehicle and be connected to the dash panel 8. Further, the second support member 22 may have a bent portion 71 having a shape bent upward or a curved portion bent upward.

Here, although the second support member 22 has a different main support direction from the first support member 21, it is basically the same support member 7 as the first support member 21, so that it is the first support. It can have the same configuration as the member 21.

For example, the second support member 22 can be formed with a fragile portion 72 for bending and deforming the second support member 22 upward at the time of a front collision.

The upward bending deformation means that the intermediate portion of the second support member 22 is bent and deformed so as to move upward in the vertical direction Z at the time of front collision. It is preferable that the upward bending deformation of the second support member 22 at the time of a front collision is hardly accompanied by deformation in the vehicle width direction Y.

The fragile portion 72 is a fragile portion provided in the intermediate portion of the second support member 22. The fragile portion 72 does not normally bend and deform the second support member 22, but gives the second support member 22 enough fragility to bend and deform the second support member 22 upward at the time of a front collision. To be. The content of the fragile portion 72 of the second support member 22 is almost the same as that of the fragile portion 23 of the first support member 21.

The fragile portion 72 may be a bent portion 71 in which the second support member 22 is bent upward, or a curved portion in which the second support member 22 is bent upward.

Here, the bent portion 71 or the curved portion as the fragile portion 72 is formed in an intermediate portion (support portion) of the second support member 22. By providing the second support member 22 with a bent portion 71 or a curved portion, the second support member 22 has a desired strength as compared with the case where the intermediate portion of the second support member 22 has a simple linear shape. It can be vulnerable. The contents of the bent portion 71 and the bent portion are substantially the same as those of the first support member 21. In this embodiment, the bent portion 71 of the second support member 22 is formed at a position slightly in front of the bent portion 31 of the first support member 21 in the vehicle front-rear direction X.

The shape that is bent upward or the shape that is curved upward is approximately the same as the intermediate portion of the second support member 22 when the entire intermediate portion (support portion) of the second support member 22 is viewed from the side. The entire shape is such that it is located above the straight line 74 connecting the front end side (lower end side) and the rear end side (upper end side) of the intermediate portion of the second support member 22 (for example, a mountain shape). It is that you are.

In this embodiment, the second support member 22 has one corner portion 75 at a position substantially in the center of the intermediate portion (support portion) in the longitudinal direction (approximately the vehicle front-rear direction X) and is bent upward. It is a bent portion 71 and the like. The lower angle of the corner portion 75 is an obtuse angle. Both sides of the corner portion 75 are a substantially linear gently inclined portion 76 (or horizontal portion 76) and an inclined portion 77. The gently sloping portion 76 on the front side of the corner portion 75 is a horizontal plane or a hypotenuse that rises forward near horizontal. The inclined portion 77 on the rear side of the corner portion 75 has a relatively gentle hypotenuse that rises forward. The shape bent upward or the shape bent upward is an expression when the entire intermediate portion (support portion) of the second support member 22 is viewed from the side, and the gently inclined portion on the front side. When viewed with reference to 76, the rear inclined portion 77 has a shape that is bent or curved downward, and when viewed with reference to the rear inclined portion 77, the gentle inclined portion 76 on the front side has a shape. , Bent or curved downwards or forwards.

By forming the entire intermediate portion of the second support member 22 as a bent portion 71 bent upward, the second support member 22 has a shape that is easily bent and deformed upward with the corner portion 75 as the bending starting point. When the bent portion 71 of the second support member 22 is bent and deformed upward, the angle on the lower side of the corner portion 75 becomes smaller, so that both the gently inclined portion 76 on the front side and the inclined portion 77 on the rear side both become smaller. It will be in a state of standing up.

Hereinafter, a case where the intermediate portion of the second support member 22 is a bent portion 71 will be mainly described, but when the intermediate portion of the second support member 22 is a curved portion, the bent portion 71 is a curved portion. The corner portion 75 shall be read as the rounded portion. In addition, other necessary replacements shall be possible.

A notch 78 may be formed in the bent portion 71 or the curved portion.

Here, the cutout portion 78 is a portion having a shape as if it were cut out (however, it is not necessary to actually cut out the cutout portion 78). The cutout portion 78 is provided in the intermediate portion of the second support member 22 as one of the fragile portions 72. By providing the notch 78, the intermediate portion of the second support member 22 is fragile, and the second support member 22 is likely to be bent and deformed at the time of front collision.

The cutout portion 78 may be formed independently with respect to, for example, the bent portion 71 or the intermediate portion of the linear second support member 22 having no curved portion. On the other hand, in this embodiment, the cutout portion 78 is provided with a second support by the bent portion 71 or the curved portion in the middle portion of the second support member 22 provided with the bent portion 71 or the curved portion as the main fragile portion 72. One or more are formed in the intermediate portion of the second support member 22 as an auxiliary fragile portion 72 or the like for adjusting the fragility of the member 22 to a desired state.

The cutout portion 78 may be formed at the same position as the corner portion 75 of the bent portion 71 or the rounded portion of the curved portion so as to serve as one bending starting point together with the corner portion 75. It may be formed at different positions so as to serve as a bending starting point independently, or it may be formed by combining these, but at least one of them may be formed at a corner portion 75 or a bending portion of the bending portion 71 as in this embodiment. It is preferable to form it at the same position as the rounded portion of the above because a synergistic effect can be obtained.

In this embodiment, the notch 78 is provided at one position at the same position as the corner 75 in the intermediate portion of the second support member 22 which is the bent portion 71. More specifically, the cutout portion 78 is provided below the corner portion 75 of the bent portion 71 in a state of substantially facing the corner portion 75. In this way, by providing the cutout portion 78 vertically and vertically with the corner portion 75 (or by forming the shape so that the opposite side of the corner portion 75 is notched), the second support member 22 moves upward. It is possible to make the bending deformation toward the direction more likely to occur.

Here, the second support member 22 will be described in more detail. The second support member 22 is mainly composed of a vertically oriented surface (vertical surface portion 81) oriented substantially in the vertical direction Z. Then, a lateral surface (horizontal surface portion 82) extending substantially in the vehicle width direction Y (toward the passenger seat side or the driver's seat side) is integrally formed from the upper edge portion of the vertical surface portion 81 to form a second. The support member 22 is a member having an L-shaped cross section.

The second support member 22 has a corner portion 83 in which the connecting portion between the upper edge portion of the vertical surface portion 81 and the one side edge portion of the horizontal surface portion 82 has a rounded shape, and the corner portion 83 is at least the length of the intermediate portion. By being continuous over the entire direction, the minimum rigidity of the second support member 22 in the longitudinal direction is ensured, and the input from the vehicle body to the second support member 22 can be transmitted to the member main body 6. It has become. Such a second support member 22 can be manufactured, for example, by bending a single metal plate. Each of the horizontal surface portion 82 and the vertical surface portion 81 is formed of a smoothly continuous surface or the like without any conspicuous unevenness or step.

Then, the vertical surface portion 81 of the second support member 22 is rearward so that the width of the front side is narrow and the width of the rear side is wide as a whole (without the notch 78 or the like) when viewed from the side. It has an approximate shape of post-expansion (or front narrowing) that gradually widens toward it.

The vertical surface portion 81 of the second support member 22 is formed so as to have a slightly wider width dimension (dimension in the vertical direction Z) than the vertical surface portion 42 of the first support member 21 as a whole. In this way, by making the width dimension of the vertical surface portion 81 of the second support member 22 relatively large, the member main body 6 is normally supported by the second support member 22 in the vehicle front-rear direction X and the vertical direction Z. In addition, the optimum cross-sectional coefficient can be secured for both the upward bending deformation of the second support member 22 at the time of front collision.

In the vertical surface portion 81 having such a substantially rear-extended shape, the upper edge portion includes the front and rear gently inclined portions 76 and the inclined portion 77 in order to make the intermediate portion (support portion) into a bent portion 71 that bends upward. , A mountain-shaped shape having a corner portion 75 formed between the gently inclined portion 76 and the inclined portion 77. Further, the lateral surface portion 82 of the second support member 22 has a mountain-folded shape along the upper edge portions (inclined portions 35, 36 and corner portions 75) of the vertical surface portion 81 when viewed from the side. The lateral surface portion 82 can be formed to have a substantially constant width dimension over a substantially total length.

Then, as described above, the lower edge portion of the vertical surface portion 81 is formed with a notch portion 78 at a position opposite to the corner portion 75 of the bent portion 71. The notch 78 is substantially inverted V-shaped when viewed from the side. The substantially inverted V-shaped notch 78 has a circular arc shape at the top. Then, a through hole 84 is formed inside the vertical surface portion 81 at a position rearward of the notch portion 78, if necessary. The through hole 84 can be formed over almost the entire area of the portion posterior to the notch 78.

Therefore, the vertical surface portion 81 of the intermediate portion of the second support member 22 has the widest width dimension at the rear end side when viewed from the side, and has a rear widening (or front narrowing) shape with the first portion 81a. The position of the front corner portion 75 is defined as the second portion 81b whose width is narrowed by the notch 78, and the portion from the corner portion 75 to the vicinity of the front end is slightly narrower than the first portion 81a, which is almost constant. Alternatively, it is set to the third portion 81c of the width dimension of the rear spread. The second portion 81b is slightly wider than the third portion 42c of the first support member 21.

Between the first portion 81a and the third portion 81c, transition portions 81d and 81e (widths) whose width dimensions are suddenly changed by a notch shape such as a substantially inverted V-shaped notch 78 having a round top. Multiple sudden changes, etc.) are formed.

The second support member 22 has a panel mounting portion 85 at the front end portion (upper end portion) of the vehicle front-rear direction X with respect to the intermediate portion (support portion) formed as the bent portion 71, and is behind the vehicle front-rear direction X. A member mounting portion 86 is provided at an end portion (lower end portion). The panel mounting portion 85 is bolted to the dash panel 8 from the rear side to the front side, and the member mounting portion 86 is welded and fixed to the member main body 6.

The panel mounting portion 85 is mounted at a position on the upper end side of the dash panel 8. The straight line 74 connecting the front end (lower end) and the rear end (upper end) of the second support member 22 is a line connecting the lowermost part between the member mounting portion 86 and the panel mounting portion 85. To.

Then, the panel mounting portion 85 of the second support member 22 extends the lateral surface portion 82 of the front end portion of the second support member 22 forward of the vertical surface portion 81, and extends the extension portion along the surface of the dash panel 8. It is a contact portion that bends downward so as to extend almost vertically downward. The side surface portion 82 (contact portion) of the panel mounting portion 85 is brought into contact with the surface of the dash panel 8 from the rear side and fixed with bolts (bolts 85a).

(6) The first support member 21 and the second support member 22 may be installed at the same position of the member main body 6 in the vehicle width direction Y (FIG. 1).

Here, the same position means that the mounting position of the first support member 21 with respect to the member body 6 and the mounting position of the second support member 22 with respect to the member body 6 are the same in the vehicle width direction Y. Is.

At this time, as shown in FIG. 9, both the member main body 6 and the rear end portion of the first support member 21 are simultaneously locked by the rear end portion of the second support member 22 from the front side toward the rear diagonally downward direction. You may let it.

As a result, normally, the member main body 6 and the first support member 21 can be simultaneously supported by the second support member 22 in the vehicle front-rear direction X and the vehicle vertical direction Z. Therefore, it is possible to enhance the effect of suppressing the vertical vibration of the member main body 6 in a normal state and to suppress the plastic deformation of the first support member 21.

Alternatively, the rear end portion of the second support member 22 may be locked by both the member main body 6 and the rear end portion of the first support member 21 from the rear side toward the front diagonally upward. As a result, at the time of front collision, the two members of the member main body 6 and the rear end portion of the first support member 21 (the portion where the amount of retreat at the time of bending deformation is relatively small) become walls, and the second support member 22 By receiving the input to the rear side of the vehicle, the second support member 22 can be crushed to absorb the impact.

Therefore, the member mounting portion 86 at the rear end portion of the second support member 22 makes the width dimension w in the substantially vertical direction Z of the vertical surface portion 81 larger than the dimension r of the diameter r of the member main body 6. For example, the width dimension w of the vertical surface portion 81 is about 1.1 to 1.5 times the diameter r of the member main body 6.

Then, the upper side of the rear end portion of the vertical surface portion 81 of the second support member 22 is an arcuate portion 91 having a diameter substantially matching the outer peripheral surface of the member main body 6, and the lower side of the rear end portion of the vertical surface portion 81 is the second. 1 The linear portion 92 parallel to the upper edge portion and the lateral surface portion 43 of the rear end portion of the support member 21 is used. The arc-shaped portion 91 has a size that extends to about 1/4 of the outer circumference of the member main body 6. The linear portion 92 is an overlapping portion that overlaps the first support member 21 in the vertical direction Z. The linear portion 92 is made larger than the difference between the width dimension w of the rear end portion of the second support member 22 and the diameter r of the member main body 6, and smaller than the diameter r of the member main body 6.

Then, the arcuate portion 91 is abutted and locked to the upper front side of the outer peripheral surface of the member main body 6 from the front side, and is welded and fixed in the circumferential direction along the outer peripheral surface (welded portion 93).

Further, the lateral surface portion 82 is extended toward the member main body 6 slightly longer than the position of the arcuate portion 91 (extension portion 87), and the extension portion 87 is the front upper portion or the rear upper portion of the peripheral surface of the member main body 6. It is brought into contact with the vehicle width direction Y and is fixed by welding (welded portion 94) in the vehicle width direction Y. At this time, the lateral surface portion 82 (welded portion 94) includes the upward locus 58 of the vertical rotation locus 58 of the steering column 5 passing through the axial center position 57 of the member main body 6 and the surface of the member main body 6. It is welded and fixed to the member main body 6 at a position on the rear side of the vehicle from the position of the intersection 60. This makes it possible to more effectively suppress the upward vibration of the member body 6.

Further, the linear portion 92 is abutted and locked to the upper edge portion and the lateral surface portion 43 of the rear end portion of the first support member 21 from the front side, and along the upper edge portion of the rear end portion of the first support member 21. Welded and fixed in the vertical direction Z (welded portion 95). The lower edge portion of the vertical surface portion 81 of the second support member 22 is substantially perpendicular to the upper edge portion of the rear end portion of the first support member 21 at an angle of 90 degrees so that the force can be effectively transmitted. It is preferable to hit the surface.

<Action> The action of this example will be described below.

The steering member 1 includes a member main body 6 that extends in the vehicle width direction Y to support the steering column 5, and a support member 7 that supports the member main body 6. By fixing both ends of the member main body 6 to the left and right side panels of the vehicle body, the front side of the vehicle body and the front portion of the vehicle interior 3 are reinforced mainly in the vehicle width direction Y. Further, the member main body 6 is supported by the vehicle body at the intermediate portion in the vehicle width direction Y by the support member 7. The member main body 6 supports the steering column 5, and the support member 7 supports the intermediate portion of the member main body 6 in the vehicle width direction Y to the vehicle body.

In a normal case, as shown in FIGS. 10 and 11, the support member 7 is composed of two members, a stay 97 extending substantially in the vertical direction Z and a post bracket 98 extending substantially in the vehicle front-rear direction X. The stay 97 mainly supports the member main body 6 with respect to the floor panel 11 in the vertical direction Z, and the post bracket 98 mainly supports the member main body 6 with respect to the dash panel 8 in the vehicle front-rear direction X. It is supposed to be. The lower end of the stay 97 is laterally fixed to the position 12a on the side surface of the center tunnel 12 of the floor panel 11. The portion exposed from the instrument panel 4 on the lower side of the stay 97 is covered by a cover 99 (for example, the front part of the center console).

On the other hand, in this embodiment, both the first support member 21 corresponding to the stay 97 and the second support member 22 corresponding to the post bracket 98 are placed in the vehicle front-rear direction X and the vertical direction with respect to the dash panel 8, respectively. The mounting structure is changed so that it is supported by Z.

As a result, the lower portion of the first support member 21 does not extend downward toward the floor panel 11, so that, for example, the lower portion of the first support member 21 is prevented from being exposed from the thinned instrument panel 4. This makes it possible, and a cover or the like for covering the lower part (exposed portion) of the first support member 21 becomes unnecessary, and a feeling of spaciousness at the feet can be obtained.

Since the dash panel 8 is not retracted in the normal state, the member main body 6 is supported mainly by the first support member 21 and additionally by the second support member 22 in the vertical direction Z without any trouble. Further, the member main body 6 is supported mainly by the second support member 22 and additionally by the first support member 21 in the vehicle front-rear direction X without any trouble.

When the dash panel 8 retracts at the time of front collision, the first support member 21 having the bent portion 31 is bent and deformed downward, and the second support member 22 having the bent portion 71 is bent upward. By being bent and deformed, the impact is absorbed and the amount of retreat of the member main body 6 is reduced.

<Effect> According to this embodiment, the following effects can be obtained.

(Effect 1) In this embodiment, the first support member 21 (stay) is directed diagonally downward from the member main body 6 toward the dash panel 8 located on the front side of the vehicle so as to be connected to the dash panel 8. The second support member 22 (post bracket) extends from the member main body 6 to the front side of the vehicle and is connected to the dash panel 8 above the first support member 21. As a result, the member main body 6 can be supported in both the vertical direction Z and the vehicle front-rear direction X.

At this time, by connecting the first support member 21 to the lower position of the dash panel 8, the downward vibration of the member main body 6 can be efficiently suppressed. Then, a truss structure is formed between the first support member 21, the second support member 22, and the dash panel 8. By supporting the member main body 6 with this truss structure, the support rigidity of the member main body 6 with respect to the dash panel 8 can be ensured, and the vertical vibration of the member main body 6 due to running vibration or the like can be suppressed.

Further, since the first support member 21 extends diagonally downward toward the dash panel 8, a foot space is secured under the member main body 6, and the interior structure of the front part of the vehicle interior 3 such as the instrument panel 4 is secured. The degree of freedom of modeling can be improved. Since the lower part of the support member 7 is not exposed from the instrument panel 4, it is not necessary to cover the lower part of the support member 7 with a cover, and it is possible to obtain a feeling of spaciousness at the feet of the instrument panel 4.

Further, the member main body 6 is supported by the dash panel 8 mainly via the second support member 22 in the vehicle front-rear direction X, and the second support member 22 regulates the displacement of the member main body 6 in the vehicle front-rear direction X. Therefore, the front end portion of the first support member 21 is connected to the dash panel 8, and the rear end portion of the first support member 21 is connected to the member main body 6 (that is, it is easily affected by the input in the vehicle front-rear direction X). Even with the structure), plastic deformation of the first support member 21 with respect to the input of the vehicle front-rear direction X in the normal state (normal time) is prevented.

Then, when the dash panel 8 retracts at the time of a front collision, the fragile portion 23 provided on the first support member 21 bends and deforms the first support member 21 downward without any interference, thereby causing an impact. It functions to absorb and suppress the input from the first support member 21 to the member main body 6 to the rear of the vehicle. As a result, collision performance (performance required at the time of front collision) is ensured, and two contradictory functions of support rigidity and collision performance required for the steering member 1 can be compatible with each other. Further, at the time of a front collision, only the member main body 6 can function as a wall that receives the first support member 21 and crushes the first support member 21. Then, the bending deformation of the first support member 21 makes it possible to suppress the displacement (backward amount) of the member main body 6 to the rear of the vehicle.

At this time, since the first support member 21 is surely bent and deformed downward by the fragile portion 23 without any interference, even if the air conditioner 24 is arranged adjacent to the side of the first support member 21, the air conditioner 24 may be arranged adjacent to the first support member 21. The first support member 21 does not interfere with the air conditioner 24 due to bending deformation. Therefore, the air conditioner 24 can be arranged adjacent to the side of the first support member 21 without any trouble. Alternatively, it is possible to eliminate the influence of the first support member 21 set to be bent and deformed at the time of front collision on the surrounding layout.

(Effect 2) The fragile portion 23 may have a bent portion 31 in which the first support member 21 is bent downward, or a curved portion in which the first support member 21 is bent downward. As described above, since the fragile portion 23 has the bent portion 31 or the curved portion, the bending deformation direction of the first support member 21 at the time of front collision is more reliably downward due to the bent portion 31 or the curved portion. Can be set as.

(Effect 3) The fragile portion 23 may have a notch portion 41 at least at the lower edge portion of the first support member 21. As described above, since the fragile portion 23 has the notch portion 41 at the lower edge portion of the first support member 21, the bending deformation direction of the first support member 21 at the time of front collision is more reliably lowered by the notch portion 41. Can be set to go.

(Effect 4) The air conditioner 24 may be fixed to the first support member 21 via an attachment point 61. By doing so, the air conditioner 24 can be physically fixed to the attachment point 61 provided on the first support member 21.

An air conditioning duct 63 for guiding the air conditioning air blown from the air conditioning device 24 may be provided between the first support member 21 and the second support member 22. By doing so, the air conditioning duct 63 can be efficiently installed by effectively utilizing the space formed in the vertical direction Z between the first support member 21 and the second support member 22.

The attachment point 61 between the first support member 21 and the air conditioner 24 may be provided only above the fragile portion 23. In this way, by providing the attachment point 61 only on the upper side of the fragile portion 23, the position above the fragile portion 23 is a portion where the amount of retreat of the first support member 21 at the time of bending deformation is small, so that the first support The amount of displacement of the attachment point 61 to the rear side of the vehicle when the first support member 21 is bent and deformed downward by the fragile portion 23 while making the member 21 easily bent and deformed downward by the fragile portion 23. Can be minimized.

(Effect 5) The second support member 22 may extend diagonally upward from the member main body 6 toward the front side of the vehicle and be connected to the dash panel 8. By arranging the second support member 22 in an inclined arrangement in this way, the second support member 22 can have both a support function in the vertical direction Z with respect to the member main body 6 and a support function in the vehicle front-rear direction X. it can. Further, by connecting the second support member 22 to the dash panel 8 at a position above the member main body 6, the upward vibration of the member main body 6 can be efficiently suppressed. Then, due to the above-mentioned inclined arrangement, a truss structure is formed between the first support member 21, the second support member 22, and the dash panel 8. By supporting the member main body 6 with this truss structure, the support rigidity of the member main body 6 with respect to the dash panel 8 can be ensured, and the vertical vibration of the member main body 6 due to running vibration or the like can be suppressed.

Then, the second support member 22 may have a bent portion 71 having a shape bent upward or a curved portion curved upward. By doing so, the bending deformation of the second support member 22 can be set so as to surely go upward, and when the dash panel 8 retracts at the time of front collision, the bent portion 71 or the curved portion becomes the second support member 22. By bending and deforming upward without any interference, it functions to absorb the impact and suppress the input from the second support member 22 to the member main body 6 to the rear of the vehicle. Then, the second support member 22 is bent and deformed upward by the bent portion 71 or the bent portion, so that at the time of front collision, only the member main body 6 receives the second support member 22 and crushes the second support member 22. It will also be able to function as a wall. Then, the second support member 22 is bent and deformed upward, so that the displacement of the member main body 6 to the rear of the vehicle can be suppressed.

At this time, since the second support member 22 is surely bent and deformed upward without any interference at the position of the bent portion 71 or the bent portion, the air conditioner 24 is adjacent to the side of the second support member 22. Even if they are arranged, the second support member 22 does not interfere with the air conditioner 24 due to bending deformation. Therefore, the air conditioner 24 can be arranged adjacent to the side of the second support member 22 without any trouble. Alternatively, it is possible to eliminate the influence on the surrounding layout by the second support member 22 which is set to be bent and deformed at the time of front collision.

(Effect 6) The first support member 21 and the second support member 22 may be installed at the same position of the member main body 6 in the vehicle width direction Y. In this way, by simultaneously supporting the same position of the member main body 6 in the vehicle width direction Y by both the first support member 21 and the second support member 22, the first support member 21 and the second support member 22 By the cooperative action of, the member main body 6 can be supported more efficiently in the vertical direction Z and the vehicle front-rear direction X. Further, due to the cooperative action of the first support member 21 and the second support member 22, the first support member 21 is bent downward and the second support member 22 is bent upward at the time of a front collision. , Can be done more smoothly.

1 Steering member 2 Vehicle 5 Steering column 6 Member body 7 Support member 8 Dash panel (body)
11 Floor panel 21 1st support member 22 2nd support member 23 Fragile part 24 Air conditioner 31 Bending part 41 Notch 61 Mounting point 63 Air conditioning duct 71 Bending part X Vehicle front-rear direction Y Vehicle width direction Z Vertical direction

Accordingly, the present invention is, in view of the above problems, a supporting member corresponding to the stay even when the structure connecting to the dash panel, in order to interfere impact absorption while avoiding the frontal collision to the air conditioning device It was done.

In order to solve the above problems, the present invention
The member body that extends in the vehicle width direction and supports the steering column,
It is a steering member structure including a support member that connects the member main body to a dash panel located on the front side of the vehicle and supports the member main body.
The support member
Direction from said member main body to the dash panel, a first support member connected to said dash panel extends diagonally downward,
It has a second support member that extends from the member body to the front side of the vehicle and is connected to the dash panel above the first support member.
The first support member is formed with a fragile portion for bending and deforming the first support member downward.
The second support member is formed with a fragile portion for bending and deforming the second support member upward.
An air conditioner is arranged adjacent to the first support member and the second support member.
In the side view, the first support member and the second support member overlap with a part of the air conditioner.
The duct of the air conditioner is arranged between the first support member and the second support member .

According to the present invention, the above configuration, even when the structure for connecting the first support member to the dash panel, Ru can be made shock absorbing front collision avoiding interference with the air conditioner.

Claims (6)

It is a steering member structure including a member main body extending in the vehicle width direction to support the steering column and a support member for supporting the member main body.
The support member
A first support member extending diagonally downward from the member body toward the dash panel located on the front side of the vehicle and connected to the dash panel.
It has a second support member that extends from the member body to the front side of the vehicle and is connected to the dash panel above the first support member.
The first support member is formed with a fragile portion for bending and deforming the first support member downward.
A steering member structure characterized in that an air conditioner is adjacently arranged on the side of the first support member. The steering member structure according to claim 1.
The fragile portion has a steering member structure having a bent portion having a shape in which the first support member is bent downward, or a curved portion having a shape in which the first support member is bent downward. The steering member structure according to claim 1.
The fragile portion has a steering member structure having a notch at the lower edge portion of the first support member. The steering member structure according to any one of claims 1 to 3.
The air conditioner is fixed to the first support member via an attachment point, and is fixed to the first support member via an attachment point.
An air conditioning duct for guiding the air conditioning air blown from the air conditioner is provided between the first support member and the second support member.
A steering member structure characterized in that the attachment point between the first support member and the air conditioner is provided only above the fragile portion. The steering member structure according to any one of claims 1 to 4.
The second support member extends diagonally upward from the member main body toward the front side of the vehicle, is connected to the dash panel, and is connected to the dash panel.
The steering member structure is characterized in that the second support member has a bent portion having a shape bent upward or a curved portion having a shape curved upward. The steering member structure according to any one of claims 1 to 5.
The steering member structure is characterized in that the first support member and the second support member are installed at the same position in the vehicle width direction of the member main body.

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