JP2979970B2 - Impact energy absorbing structure in the vehicle interior - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to
The present invention relates to a shock energy absorbing structure in a vehicle compartment, which is suitable for absorbing impact energy to a pillar portion of a head of an occupant in the vehicle compartment to protect the head of the occupant.

[0002]

2. Description of the Related Art In recent years, as the automobile society has matured,
There is a growing demand for safety measures for occupants. In particular, various technologies have been developed as protection measures for occupants in the event of a collision of a vehicle.

For example, as a countermeasure for protecting a vehicle cabin (cabin) at the time of a collision, an impact from the front and rear of the vehicle is designed so that the impact energy from the front and rear during the collision can be absorbed while the vehicle itself is crushed. Absorbent structures have become widespread. In addition, as a measure for directly protecting the occupant's body in the event of a collision, development of airbags and the like in addition to headrests and seat belts has been promoted.

[0004] That is, as a form of collision, there is a case where the automobile is hit from behind, and in such a collision from behind, the occupant receives a strong rearward force due to inertia and the like. On the other hand, the headrest supports the back and head of the occupant together with the seatback, so that the occupant can avoid a rearward collision while being supported by the seatback and the headrest.

[0005] For example, for a collision from the front,
The occupant receives a strong forward force from the inertia force or the like. In contrast, the seat belt prevents the occupant from moving forward, so that the occupant can avoid a forward collision. Also,
If the occupant receives a very strong forward force, the airbag elastically absorbs the impact energy to the front of the occupant, so that the occupant can avoid collision with the front handle, dash panel, window, etc. it can.

[0006]

[0005] By the way, as a form of collision of a car, a typical one is a collision from the front and back. I knew it wasn't a lot,
As a countermeasure against such a side collision, a countermeasure has been developed to protect the passenger compartment by increasing the strength of the door, for example, by adding a reinforcing material to the door panel.

[0007] Further, at the time of a collision of an automobile, it is conceivable that the occupant receives a force such that the occupant collides with a side surface of the occupant due to an inertial force acting on the occupant in the cabin. That is, as described above, when a force is applied to the occupant in the front-rear direction of the vehicle body during a collision, the occupant is prevented from colliding with the front rear portion of the passenger compartment by the seat back, the headrest, the seat belt, the airbag, and the like. However, if the occupant receives a force directed toward the side surface of the vehicle interior, the occupant may collide with the side surface of the vehicle interior.

Therefore, it is particularly desirable to prevent the occupant's head from colliding with a high-strength part on the side surface of the vehicle interior. A typical example of the high-strength portion on the side surface of the vehicle interior is a pillar. Inside such a pillar part,
For example, an airbag that is normally stored and expands when it receives an impact and expands to absorb the impact is difficult to install from above the storage space. In this case, there is a possibility that the expansion of the airbag cannot be completed in time. Furthermore, the cost increase is large. Therefore, it is conceivable to provide a simple but high-impact absorbing structure on the inside of the pillar portion.

A demand for a vehicle structure capable of protecting the occupant's head against such a head collision against a pillar portion of an automobile is remarkable in, for example, the United States, and the safety of the vehicle is considered from the viewpoint of laws and regulations. There is a movement to strictly control sex. For example, FIG. 5 is a diagram illustrating an example of a test range and a shock direction range of a shock absorption test for checking whether a shock absorbing structure required for a pillar portion to protect a passenger's head satisfies a standard. Here, the center pillar is shown, but in the required height range of the pillar inner 2 provided on the interior side of the pillar (center pillar) 1, the shock absorption test is performed from the range and direction indicated by hatching. Do. In other words, a predetermined impact load is applied to the head-simulating object from the corresponding directions in the entire range of the pillar 1 from the front flange portion 4 to the rear flange portion 5 where the pillar inner 2 is connected to the pillar outer 3, It tests whether the shock absorption is sufficient.

In the case where a shock absorbing structure is provided inside the pillar portion on the inside of the vehicle, even if a predetermined impact load is applied from such a required direction in such a region, the impact is imposed before the object simulating the head directly reaches the pillar inner 2. Is absorbed, it can be determined that the shock absorbing structure satisfies the standard. Reference numerals 6 and 7 in FIG. 5 indicate flange trims generally mounted on the flange portions 4 and 5.

A typical example of the mode of applying such an impact load is an impact test from the a direction which is a front direction (90 ° direction) perpendicular to the side surface of the vehicle cabin with respect to the front center portion of the pillar inner 2. An impact test is performed on the side of the pillar inner 2 from the direction b, b ′ which is 45 ° oblique with respect to the side surface of the vehicle interior, and the side surfaces of the pillar inner 4 are inclined with respect to the flange portions 4, 5 at an angle of 15 °. This is an impact test from the c and c ′ directions, which are directions.

[0012] The impact absorption test is performed in each direction as described above in consideration of all possible directions in which the occupant's head may collide with the pillar 1. Whatever direction the part attempts to collide with the pillar 1 from any direction, it is desired to realize an impact absorbing structure capable of reliably absorbing the impact energy from each of these directions and protecting the occupant's head.

[0013] In current vehicles, especially in passenger cars,
There is a wide variety of pillar inners 2 covered with trims, but such existing trims improve the appearance of the vehicle interior and improve the tactile sensation when the occupant touches the pillars. It is. As such a conventional trim, for example, a trim as shown in FIG. 6 is generally used. That is, as shown in FIG. 6, no member capable of absorbing a shock as particularly intended is interposed between the pillar inner 2 and the trim 7, and the gap between the pillar inner 2 and the trim 8 is not provided. d is also small, and when an impact is applied to the trim 8, the pillar inner 2 immediately hits the bottom, so that the occupant's head cannot be protected against an impact under predetermined conditions.

Japanese Unexamined Utility Model Publication Nos. Hei 3-25349 and Hei 3-68149 disclose a structure for preventing the deformation of the trim and a structure for improving the rigidity.
No consideration is given to impact under certain conditions. The present invention has been made in view of the above-described problems, and protects the occupant's head while absorbing the impact energy at the time of the collision even when the occupant hits the head against the interior of the vehicle. It is an object of the present invention to provide an impact energy absorbing structure in a vehicle cabin, which is made possible.

[0015]

Means for Solving the Problems] Therefore, impact energy absorbing structure of a vehicle interior of the present invention according to claim 1, the vehicle interior side of the pillar constituting the passenger compartment of the automobile, is coated with shape-retaining member The cushion body extends in the longitudinal direction of the pillar, and the shape maintaining member is provided with a plurality of band-shaped portions extending in the width direction of the pillar at intervals. Is intermittently covered with the plurality of strips.

[0016]

[0017]

[0018]

[0019]

[0020]

According to the first aspect of the present invention, in the vehicle interior impact energy absorbing structure of the present invention, the shape of the cushion body is held by the shape holding member. The cushion body mounted on the side surface of the vehicle interior and the shape retaining member covering the cushion body absorb the impact energy directed toward the vehicle interior side surface of the pillar while deforming. The cushion body is attached to the pillar so as to interpose the base portion of the shape holding member, and the shape is held while the surface is covered with a plurality of band-shaped portions of the shape holding member. When an impact is applied to the vehicle interior side surface, the plurality of band-shaped portions of the cushion body and the shape holding member covering the cushion body mounted on the vehicle interior side surface of the pillar move toward the vehicle interior side surface of the pillar while deforming. Absorbs shock energy.

[0021]

[0022]

[0023]

[0024]

[0025]

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 to 4 show an impact energy absorbing structure in a vehicle cabin as one embodiment of the present invention. In this embodiment, the impact energy absorbing structure is a center pillar which is a structural member constituting a vehicle cabin. The case where it is equipped will be described.

As shown in FIG. 2, a trim (trim member) 10 is provided so as to cover the inner side surface of the pillar inner 2 of the pillar (center pillar) 1. Inside the trim 10, a cushion body 12 partially covered with a shape holding member 11 is provided. In FIG.
Reference numeral 3 denotes a pillar outer, reference numerals 4 and 5 denote flange portions connecting the pillar inner 2 and the pillar outer 3, and reference numerals 6 and 7 denote pillar trims mounted on the flange portions 4 and 5. Also,
a, b, b ', c, c' are the same as those shown in FIG.
Such collision directions are shown.

As shown in FIGS. 1 and 3, the cushion body 12 is formed in a semi-cylindrical shape made of a resin foam such as hard or soft polyurethane foam.
2A is formed in a curved shape conforming to the shape of the trim 10, and the back surface 12B is formed in a substantially planar shape along the vehicle interior side surface of the pillar inner 2. Pillar inner 2
Has a central flat portion 2A extending vertically at the center in the width direction of the pillar inner 2 and protruding toward the inside of the vehicle, and both sides of the central flat portion 2A are bent toward the flange portions 4 and 5,
The cushion body 12 is mounted so that its back surface 12B is aligned with the central plane portion 2A of the pillar inner 2. Also,
The cushion body 12 includes flange portions 4 and 5 on both sides of the pillar 1.
Are formed with a margin in the width direction (the left-right direction in FIG. 2) so as to sufficiently cover the respective end portions.

As shown in FIGS. 1 and 4, the shape holding member 11 includes a base portion 13 joined to the back surface 12 B of the cushion body 12 and abutted against the pillar inner 2, and a base portion 13.
3 comprises a plurality of band-shaped portions 14 covering the surface 12A of the cushion body 12. This shape holding member 11
Here, is formed of a sheet metal, but may be formed of a resin material.

The base portion 13 is formed by cutting out required portions of the sheet metal so that the alignment surface with the pillar inner 2 is composed of the vertical portion 13A and the horizontal portion 13B. 13C and 13D are formed. The belt-like portion 14 is formed on the surface 12A of the cushion body 12 at the intermediate portion 14A.
, And both end portions 14B and 14C are welded to the side surface portions 13C and 13D of the base portion 13 by, for example, spot welding. Such band-like portions 14 are provided at appropriate intervals, and the rigidity of the shape holding member 11 in each impact direction from the surface side of the trim 10 is suppressed. Note that, as shown in FIG.
The end portions in the width direction, that is, the side portions 13C and 13D are
Separated from the edge in the width direction of the collar 1, ie, the flanges 4 and 5.
And the widthwise edge of the pillar 1, that is,
Formed so as to protrude outward from the flanges 4 and 5.
The base portion 13 and the band-shaped portion 14
The cushion body 12 covered on the both sides of the pillar 1
Width of the flanges 4 and 5
Direction (left-right direction in FIG. 2).
It is.

Of course, the rigidity of the shape holding member 11 is related to the material and thickness of the base portion 13 and the band portion 14, the height of the side portions 13C and 13D of the base portion 13, the width of the band portion 14, and the like. Therefore, in addition to these settings, the mutual interval between the strip-shaped portions 14 is set. The rigidity of the shape maintaining member 11 and the rigidity of the cushion body 12 are set as follows.

That is, when an impact load of a required magnitude is applied from the surface of the trim 10, the cushion body 12 absorbs impact energy while deforming or breaking together with the shape holding member 11, but at this time, the impact load is While giving a drag to the added body (corresponding to the human head), the speed of the body is reduced and the body is stopped.
At this time, if the drag exerted on the body is too large, sufficient cushioning is not achieved. Therefore, it is necessary to suppress the rigidity of the cushion body 12 and the shape holding member 11 so as to obtain an effective cushioning state. Further, if the rigidity of the cushion body 12 or the shape holding member 11 is too low, a large distance is required until the body is stopped, so that these rigidities cannot be too low.

The thickness of the cushion body 12 is set so that the body applied as a predetermined impact load can be stopped before the cushion body 12 comes into contact with the pillar inner 2 by deformation or destruction together with the shape holding member 11. ing. Incidentally, the cushion body 12 is supported by the shape holding member 11, and the shape holding member 11 is attached to the pillar inner 2 by screws 15 through screw holes 13 </ b> E formed in the base portion 13.

The trim 10 is provided with a clip (trim mounting member) 16 provided on the back surface of the trim 10.
By being fitted into a fitting hole 14 </ b> D provided in the band-shaped portion 14, it can be attached to the shape holding member 11. Further, both ends of the trim 10 hold the cushion body 12 so as to hold the ends 10b and 10c.
Is extended to each end of each of the flange portions 4 and 5.

10A is a central plane portion of the trim 10,
10B and 10C are side edges (side edge curves) of the trim 10. Since the impact energy absorbing structure in the vehicle cabin as one embodiment of the present invention is configured as described above, when the occupant's head tries to collide around the pillar 1, the shock absorbing structure is as follows. To protect the occupant's head.

That is, as shown in FIG. 2, for example, when an impact is applied to the central plane portion 10A of the trim 10 from the direction a, mainly the vicinity of the front portion of the cushion body 12 and the middle portion of the band-like portion 14 of the shape holding member 11. Bears this impact, and these portions are deformed or destroyed according to the impact energy, and this impact energy is absorbed before the center plane portion 10A of the trim 10 reaches the pillar inner 2. Therefore, even if the occupant's head collides with the central plane portion 10A of the trim 10 from the direction a, the impact is buffered to a certain level or less, and the head can be protected.

As shown in FIG. 2, for example, when an impact is applied from the b 'direction or the b direction to the connection between the central plane portion 10A and the side curved portions 10B and 10C of the trim 10, the cushion 12 And the vicinity of the curved portion of the band-shaped portion 14 of the shape holding member 11 bear this impact, and these portions are deformed or destroyed according to the impact energy, and the trim 10 is bent by the corner of the pillar inner 2. , This impact energy is absorbed. Therefore, even if the occupant's head collides with the trim 10 from the direction b or b ', the impact is buffered to a certain level or less, and the head can be protected.

Also, as shown in FIG. 2, for example, when an impact is applied to the side edge curved portions 10B and 10C of the trim 10 from the c 'direction or the c direction, the side surfaces of the cushion body 12 and the shape holding member 11 End portion 14B, 1 of band portion 14
The impact energy is absorbed before the trim 10 reaches the corner of the pillar inner 2 while the portion near 4C bears the impact, and these portions are deformed or broken according to the impact energy. Therefore, even if the occupant's head collides with the trim 10 from the c direction or the c 'direction, the impact is buffered to a certain level or less, and the head can be protected.

Further, the trim 10 is fixed to the pillar inner 2 via a band-shaped portion 14 outside the shape holding member 11 which is connected to the pillar inner 2 at the base portion 13, and the entire space between the trim 10 and the pillar inner 2 is provided. Since the cushion body 12 having a sufficient thickness is interposed at the portion, the above-described impact energy absorbing action can be obtained at all of the target locations of the pillar inner 2.

The shape holding member 11 and the cushion body 1
The shape and material of No. 2 are not limited to those of the embodiment as long as they have a required shape holding function and cushioning property. In particular, the strip portion 14 of the shape holding member 11
The member provided on the exterior surface of the cushion body 12 corresponding to the above may have various shapes such as a net-like member.

It is also conceivable that the shape holding member 11 is formed by integrally forming the base portion 13 and the band-shaped portion 14 with a single sheet metal or by integrally forming with a resin material.

Although this embodiment relates to a center pillar, the present structure can be applied to other pillars such as a front pillar and a rear pillar, and can also be applied to shock energy absorption for a vehicle interior surface other than the center pillar. .

[0042]

[0043]

According to the impact energy absorbing structure in the vehicle compartment according to the first aspect of the present invention, the cushion body covered with the shape retaining member is mounted on the side surface of the pillar constituting the vehicle compartment of the vehicle. The cushion body extends in the longitudinal direction of the pillar, and the shape holding member is provided with a plurality of strip-shaped portions extending in the width direction of the pillar at intervals, and the surface of the cushion body is The shock energy directed toward the pillar due to the deformation or destruction of the cushion body or the shape holding member can be efficiently absorbed without giving a large resistance to the shocked object. Therefore, when the head of the occupant in the vehicle cabin, for example, attempts to collide with the pillar, this is buffered and the occupant can be reliably protected.

[0044]

[0045]

[0046]

[0047]

[Brief description of the drawings]

FIG. 1 is a diagram showing a main part of an impact energy absorbing structure in a vehicle cabin as one embodiment of the present invention, (A) is a front view,
(B) is a side view, and (C) is a cross-sectional view taken along the line AA of (A).

FIG. 2 is a cross-sectional view showing a state in which a trim having an impact energy absorbing structure in a vehicle cabin as one embodiment of the present invention is mounted on a vehicle body (pillar).

FIG. 3 is a perspective view showing a cushion body having an impact energy absorbing structure in a vehicle cabin as one embodiment of the present invention.

FIG. 4 is a perspective view showing a shape retaining member of an impact energy absorbing structure in a vehicle cabin as one embodiment of the present invention.

FIG. 5 is a cross-sectional view of a pillar portion for explaining an impact load considered as a target of the impact energy absorbing structure in a vehicle compartment according to the present invention.

FIG. 6 is a perspective view showing a trim conventionally provided in a pillar portion.

[Explanation of symbols]

 Reference Signs List 1 pillar (center pillar) 2 pillar inner 2A interior side of pillar inner 2 3 pillar outer 4,5 pillar 1 flange 6,7 flange trim 10 trim (trim member) 10A central plane portion of trim 10 10B, 10C side of trim 10 Curved portions 10b, 10c Edges of side curved portions 10B, 10C 11 Shape holding member 12 Cushion body 12A Surface of cushion body 12B Back surface of cushion body 12 Base body of shape holding member 11 13A Vertical passage 13B Transverse Part 13C, 13D Side part 13E Screw hole 14 Band-shaped part 14A of shape holding member 11 Intermediate part 14B, 14C both ends 14D of band-shaped part 14 Insertion hole 15 Screw (cushion body mounting member) 16 Clip (trim mounting member)

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yasushi Tsuchihara 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (72) Ryosuke Yamamoto 5-33-8 Shiba, Minato-ku, Tokyo No. Mitsubishi Motors Corporation (56) References JP-A-8-324367 (JP, A) JP-A-49-2219 (JP, A) JP-A-62-157653 (JP, U) JP-A-8-3243 -13251 (JP, U) Actually open 48-67072 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60R 21/02-21/04 B60R 13/02 B62D 25/04

Claims (1)

(57) [Claims] 1. The interior of a pillar that constitutes the interior of an automobile
A cushion body covered with a shape retaining member is attached to the side
The cushion body extends in the longitudinal direction of the pillar, and the shape maintaining member has a plurality of bands extending in the width direction of the pillar.
Cushions are provided at intervals from each other
The body surface is intermittently covered with these multiple bands
Wherein the is, the vehicle interior impact energy absorbing structure.