JP5465705B2 - Vehicle knee bolster - Google Patents

Description

  The present invention relates to a vehicle knee bolster that is deformed by an input of a load from an occupant's knee and absorbs an impact on the knee.

  A vehicle knee bolster is configured by a channel member having a U-shaped cross section that extends in a cantilever manner from an instrument member of a vehicle body. The channel member having a U-shaped cross section is spaced apart in the longitudinal direction and has a plurality of different crush load values. A low-pressure crushing load value portion is provided, and the crushing is performed stepwise with respect to the load at the time of collision. Specifically, it is composed of a base portion extending in a cantilever manner from the instrument member and a free end portion extending upward from the base portion, and a first low-pressure crush load value portion having a large radius is formed on the base side, and the free end A second low-pressure crush load value portion having a small radius is formed on the portion side.

  According to this vehicle knee bolster, it is possible to sequentially crush from a low-pressure crush load value portion having a small radius, and it is possible to promote stepwise crushing with respect to the load at the time of collision (see, for example, Patent Document 1). ).

JP 2004-106611 A

  In the vehicle knee bolster of Patent Document 1, the lower end side of the knee bolster moves in a direction approaching a steering hanger beam disposed in the upper front portion of the knee bolster during deformation. In a vehicle model with a long front and rear of an instrument panel that can sufficiently earn the distance between the lower end of the knee bolster and the steering hanger beam, the shock absorber can sufficiently absorb the impact when the knee part of the occupant comes into contact with the knee bolster.

  However, in a vehicle type in which the longitudinal length of the instrument panel cannot be secured sufficiently, the lower end side of the knee bolster moves in the direction approaching the steering hanger beam at the time of deformation, so that the deformation allowance cannot be made large. This cannot meet the need to absorb the load from the knee of the occupant with a short stroke. That is, a knee bolster capable of satisfying shock absorbing performance with a short stroke is desired.

  The present invention provides a vehicle knee bolster that can efficiently deform the entire knee bolster and can sufficiently absorb shock even if the longitudinal length of the instrument panel on which the knee bolster is arranged is short. Let it be an issue.

The invention according to claim 1 is a vehicle knee bolster that is deformed by an input of a load from an occupant's knee and absorbs an impact on the knee, wherein one end is supported by a vehicle body member and the other end is a knee. A base that extends rearward and downward toward the vehicle, a bottom wall extension that extends continuously to the vehicle rear via a bent portion at the other end of the base, and a rear end of the bottom wall extension The base portion is formed by a U-shape including a bottom wall of the base portion and a pair of side walls rising upward from the vehicle width outer side end portion of the bottom wall. The pair of side walls are continuous with the front side portion extending along the bottom wall and the vehicle rear side of the front side portion. beam opposite end to that and a rear edge which is extended toward the bent portion, the vehicle body member, extending in the vehicle width direction The front side is provided with a front side connecting portion that is connected to the outer peripheral surface of the beam member while being directed in the vehicle width direction from the end portion of the front side of the front side of the vehicle in the vehicle width direction. A bottom wall joint that extends to the front side of the vehicle from the joint and is joined in contact with the lower part of the outer peripheral surface of the beam member, and is formed between the front side joint and the bottom wall joint in the base. the equipped and wherein the Rukoto.

The invention according to claim 2 is characterized in that a virtual extension line obtained by extending the opposite side end portion of the front side portion of the side wall toward the front side of the vehicle passes above the center in the cross section of the beam member.

The invention according to claim 3 is characterized in that the base and the opposed surface portion are provided with an upper bracket having one end coupled to the bottom wall of the base and the other end coupled to the opposed surface portion.

The present invention has the following effects.
In the invention according to claim 1, the vehicle knee bolster is deformed by the input of a load from the occupant's knee, and absorbs the impact on the knee.
One end is supported by the vehicle body member, and the other end extends to the rear side and the lower side toward the knee, and the other end of the base extends continuously to the rear side of the vehicle via a bent portion. A bottom wall extension portion, and a facing surface portion extending from the rear end of the bottom wall extension portion toward the vehicle rear side and the upper side. The base includes a U-shaped cross-section formed in a U-shaped cross section by a bottom wall of the base and a pair of side walls rising upward from the vehicle width outer end portion of the bottom wall. A front side portion where the opposite side end portion facing the wall extends along the bottom wall, and a rear side portion where the opposite side end portion extends toward the bent portion continuously to the vehicle rear side of the front side portion. Prepare.
That is, the opposing surface, bottom wall extension, bent portion, and U-shaped cross section of the base induce a rotation toward the upper side of the opposing surface and bottom wall extension with the bending portion as an axis by load input from the knee. And control the deformation of the first stage. After that, as the deformation progresses further, the rear side receives the load input from the knee and induces the downward rotation of the entire knee bolster around the one end side of the base to control the second stage deformation. .
As a result, the entire knee bolster can be efficiently deformed, and even if the longitudinal length of the instrument panel on which the knee bolster is arranged is short, sufficient shock absorption can be achieved.

In addition, in the invention according to claim 1 , the vehicle body member is a beam member extending in the vehicle width direction.
The side wall is provided with a front side coupling portion that is directed in the vehicle width direction from the front side end portion of the front side portion and is abutted against the outer peripheral surface of the beam member, and is provided on the bottom wall more than the front side coupling portion. A bottom wall joint is provided that extends to the front side of the vehicle and is joined in contact with the lower part of the outer peripheral surface of the beam member.
That is, the bottom wall joint that extends to the front side of the rigid U-shaped cross-section is coupled to the outer peripheral surface of the beam member, so that the space between the U-shaped cross-section and the bottom wall joint is The difference in rigidity increases. As a result, the stress can be concentrated on a portion where the difference in rigidity is large, and can be used as a starting point of the second stage deformation. Therefore, the deformation at the second stage can be induced more reliably, and the shock absorbing performance can be made more effective.
Moreover, since a notch part is provided between the front side coupling | bond part in a base, and a bottom wall junction part, a notch part can be made into the starting point of a deformation | transformation of the 2nd step. Therefore, the deformation of the second stage can be induced more reliably, and the impact absorbing performance of the knee bolster can be made more reliable.

In the invention according to claim 2 , the imaginary extension line extending the opposite side end portion of the front side portion of the side wall toward the vehicle front side passes above the center in the cross section of the beam member. When the load is input, the U-shaped cross-section of the base can be reliably supported by the vehicle body member (beam member). Thereby, it is possible to prevent the second-stage deformation from occurring at the same time as the first-stage deformation when the load is input from the occupant's knee. As a result, after sufficiently deforming at the first stage, it is possible to shift to the deformation at the second stage, and shock absorption can be stably performed. Therefore, the impact absorbing performance of the knee bolster is improved.

In the invention according to claim 3 , the base and the opposing surface portion are provided with an upper bracket whose one end is coupled to the bottom wall of the base and the other end is coupled to the opposing surface portion. That is, at the time of the first-stage deformation, the shock absorbing performance due to the first-stage deformation can be increased by simultaneously deforming the facing surface portion, the bottom wall extension, and the upper bracket.

It is side surface sectional drawing which shows the inside of the vehicle by which the knee bolster for vehicles which concerns on this invention was employ | adopted. 1 is a perspective view of a vehicle knee bolster according to the present invention. FIG. 3 is a side view of the vehicle knee bolster shown in FIG. 2. It is the perspective view seen from the side lower part of the knee bolster for vehicles shown by FIG. It is the perspective view seen from the front of the knee bolster for vehicles shown by FIG. FIG. 3 is an operation explanatory diagram of a first stage of the vehicle knee bolster shown in FIG. 2. FIG. 3 is a perspective view of the vehicle knee bolster shown in FIG. 2 during a first stage deformation. FIG. 3 is a diagram illustrating the operation of the second stage of the vehicle knee bolster shown in FIG. 2. It is a graph which shows the relationship between the stroke and load of the knee bolster for vehicles shown by FIG.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

As shown in FIG. 1, the vehicle 10 partitions the engine room 13 provided at the front portion of the vehicle body 11, the vehicle room 12 provided behind the engine room 13, and the vehicle room 12 and the engine room 13. A dash panel 15, a floor panel 16 connected to the lower part of the dash panel 15, a windshield support 17 provided on the upper part of the dash panel 15, and a front windshield 18 whose lower end is supported by the windshield support 17. And comprising.
The floor panel 16 constitutes the lower part of the vehicle compartment 12.

  The vehicle compartment 12 includes an instrument panel 21 in which instruments and the like are disposed in the upper front portion, a vehicle knee bolster 30 disposed in the instrument panel 21, a brake pedal 22 disposed in the lower front portion, Is placed.

  The dash panel 15 includes an upper dashboard upper panel 23 and a lower dashboard lower panel 24. The windshield support 17 includes an upper support member 25 at the top and a lower support member 26 at the bottom. The instrument panel 21 includes an upper instrument panel upper 27 and an instrument panel lower 28.

  The vehicle knee bolster 30 is a member that protects the knee 19 of the occupant. That is, the member has a role of protecting the knee portion 19 by absorbing impact energy by plastic deformation when the occupant's knee hits strongly.

  Generally, a knee bolster for a vehicle has knee bolsters arranged on the left and right sides to protect the left and right knees 19 of the occupant. The left and right knee bolsters have substantially the same configuration, and hereinafter, the knee bolster that protects the right knee of the occupant will be described as a “vehicle knee bolster (nee bolster) 30”.

As shown in FIGS. 2 to 5, the vehicle knee bolster 30 includes a knee bolster main body 31 supported by the vehicle body member 33 and an upper bracket 32 joined to the knee bolster main body 31.
The vehicle knee bolster 30 is deformed by an input of a load from the occupant's knee 19 (see FIG. 1) and absorbs an impact on the knee 19.

  The vehicle body member 33 is a beam member 33 having a hollow cross section extending in the vehicle width direction. That is, the beam member 33 is a fixing member such as a round pipe or a square pipe extending horizontally in the vehicle width direction, and both ends thereof are bolted or welded to the vehicle body 11 side such as left and right dash side panels (not shown). It is a stay fixed by.

  The knee bolster main body 31 includes a base 41 whose one end 41 a is supported by the beam member 33, a bent portion 42 provided at the other end 41 b of the base 41, and a bottom wall extension 43 extending substantially horizontally from the bent portion 42. And an opposing surface portion 44 extending from the bottom wall extension 43.

The base 41 includes a U-shaped cross-sectional portion 46 extending from one end 41 a toward the other end 41 b and a beam support portion 47 formed at the one end 41 a and coupled to the beam member 33.
The U-shaped cross-sectional portion 46 includes a bottom wall 48 of the base portion 41 and a pair of side walls 49 and 49 that rise upward from vehicle width outer side end portions 48 a and 48 a of the bottom wall 48.
The U-shaped cross section 46 is a portion formed in a U-shaped cross section.

The side wall 49 includes a front side part 51 formed on the one end 41a side and a rear side part 52 formed on the other end 41b side.
The front side 51 extends along the bottom wall 48 at an opposite end 51 a that faces the bottom wall 48.
The rear side part 52 is extended substantially perpendicularly toward the bent part 42 with the opposite side end part 52a continuing to the vehicle rear side of the front side part 51.

  The beam support portion 47 includes left and right front side coupling portions 54 and 54 extending from the front side portion 51 to the beam member 33, a bottom wall joint portion 55 extending from the bottom wall 48 to the beam member 33, and a front side coupling portion 54. , 54 and the bottom wall joint 55, respectively, and includes a bottom wall 48 and left and right cutouts 56, 56 extending along a ridge line between the side walls 49, 49.

  The front side coupling portions 54 and 54 are formed on the side walls 49 and 49. Further, the front side portion 51 is directed in the vehicle width direction from the vehicle front side end portion 51 b and is abutted against the outer peripheral surface 33 a of the beam member 33 to be coupled. Specifically, the front side coupling portions 54 and 54 are MIG welded to the outer peripheral surface 33 a of the beam member 33.

  The bottom wall joint 55 is formed on the bottom wall 48. Furthermore, it extends to the front side of the vehicle from the front side coupling portions 54, 54, and is coupled in contact with the lower side of the outer circumferential surface 33 a of the beam member 33. Specifically, the bottom wall joint portion 55 is MIG welded to the outer peripheral surface 33 a of the beam member 33.

  That is, the base portion 41 can be said to be a member in which one end 41a is supported by the vehicle body member 33 and the other end 41b extends rearward and downward toward the knee 19 (see FIG. 1).

The bottom wall extension 43 continuously extends to the vehicle rear side via the bent portion 42 to the other end 41 b of the base 41. A bottom wall reinforcing rib 57 is formed on the bottom wall extension 43 to increase the amount of shock absorption. The bottom wall reinforcing rib 57 is a rib protruding toward the upper side of the vehicle body from the bottom wall 48 to the facing surface portion 44 at the center in the vehicle width direction of the bottom wall 48, the bottom wall extension 43, and the facing surface portion 44.
The facing surface portion 44 extends from the rear end 43a of the bottom wall extension 43 toward the vehicle rear side and the upper side.

  The upper bracket 32 has one end 32 a coupled to the bottom wall 48 of the base portion 41 and the other end 32 b coupled to the facing surface portion 44. The upper bracket 32 includes a front joint portion 61 joined to the bottom wall 48, a central parallel portion 64 along the bottom wall extension portion 43, and a rear inclined portion 65 along the opposing surface portion 44 in a side view. Then, a rear parallel portion 66 along the bottom wall extension 43, a rear joint portion 67 joined to the facing surface portion 44, and a reinforcing rib 68 formed in the longitudinal direction of the vehicle body are formed.

The reinforcing rib 68 is formed across the central parallel portion 64, the rear inclined portion 65, and the rear parallel portion 66 and at the center in the vehicle width direction.
The reinforcing rib 68 increases the amount of shock absorption.

  As shown in FIG. 3, when drawing a virtual extension line L <b> 1 that extends the opposite end 51 a of the front side 51 of the side wall 49 toward the front side of the vehicle, the virtual extension line L <b> 1 It passes above the center C1 in the cross section.

  When the rear side extension line L2 is drawn on the opposite end 52a of the rear side part 52 facing the bottom wall 48, and the extension part extension line L3 is drawn on the bottom wall extension part 43, the rear side extension line L2 and the extension part extension are drawn. The angle θ1 formed with the line L3 is set to approximately 90 °.

  As a result, the first stage of deformation starting from the bent portion 42 can be made more reliable. Further, since the load input from the knee part 19 (see FIG. 1) of the occupant moving in the horizontal direction can be received by the rear side part 52 extending in the vertical direction, the load is reliably received by the rear side part 52. Thus, the second stage deformation can be made more reliable.

  When the bottom wall extension line L4 is drawn on the bottom wall 48 and the opposing extension line L5 is drawn on the opposing surface portion 44, the angle θ2 formed by the bottom wall extension line L4 and the opposing extension line L5 is set to approximately 90 °. Thereby, when load input from the occupant's knee 19 (see FIG. 1) acts on the opposing surface portion 44, it is possible to more easily induce the first-stage deformation starting from the bent portion 42.

FIGS. 6A to 6C show the first stage of deformation of the vehicle knee bolster 30. FIG.
FIG. 6A shows the state of the vehicle knee bolster 30 before the occupant's knee dummy 79 comes into contact therewith. A trapezoid E1 is formed by the upper bracket 32, the bottom wall 48, the facing surface portion 44 and the bottom wall extension 43. Thereby, when a load is input from the knee dummy 79, a load can be received on the cross section of the trapezoidal shape E1, and the shock absorbing performance at the time of the first-stage deformation can be enhanced.

  In FIG. 6B, when the occupant's knee dummy 79 comes into contact with the vehicle knee bolster 30 as indicated by an arrow a1, the U-shaped cross-sections of the opposing surface portion 44, the bottom wall extension 43, the bent portion 42, and the base portion 41 are obtained. 46, by the load input from the knee dummy 79, the rotation toward the upper side of the facing surface portion 44 and the bottom wall extension portion 43 is induced about the bent portion 42 as an axis.

  The front / rear length of the upper bracket 32 is set to be smaller than the sum of the lengths of the bottom wall extension 43 and the opposed surface 44. Thereby, at the time of the first stage deformation, the bottom wall 48, the “bottom wall extension 43 + opposing surface portion 44”, and the upper bracket 32 form a triangular shape F1, and the formed triangular shape F1 reliably receives the load. Thus, the first stage deformation can be made more reliable.

  6 (c) and 7, when the occupant's knee dummy 79 advances to the vehicle knee bolster 30 as indicated by the arrow a2, the opposing surface 44, the bottom wall extension 43 and the upper bracket 32 are centered on the bent portion 42. Is completely bent and the first stage deformation is controlled. Thereafter, the deformation of the second stage is induced when the deformation further proceeds.

FIGS. 8A and 8B show the second stage of deformation of the vehicle knee bolster 30.
8A, when the occupant's knee dummy 79 reaches the other end 41b of the base 41 of the vehicle knee bolster 30, the center C1 in the cross section of the vehicle body member (beam member) 33 (to one end 41a of the base 41). ) The rotational moment increases as shown by arrow a4.

  That is, as shown in FIG. 5, the bottom wall joint portion 55 that extends to the front side of the highly rigid U-shaped cross-sectional portion 46 is coupled to the outer peripheral surface 33 a of the beam member 33. The difference in rigidity between the letter-shaped cross-section 46 and the bottom wall joint 55 is increased. As a result, the stress can be concentrated on a portion where the difference in rigidity is large, and can be used as a starting point of the second stage deformation.

  In FIG. 8B, the base 41 of the vehicle knee bolster 30 induces a downward rotation of the entire knee bolster 30 around the one end 41a side of the base 41 as indicated by an arrow a5, thereby deforming the second stage. Is controlled. As a result, the entire knee bolster 30 can be efficiently deformed, and even if the longitudinal length of the instrument panel 21 (see FIG. 1) for disposing the knee bolster 30 is short, sufficient shock absorption can be achieved.

  FIG. 9 shows the impact absorbing performance of the vehicle knee bolster 30. The horizontal axis represents the stroke of the knee bolster 30, and the vertical axis represents the load (contact reaction force) applied to the occupant's knee dummy 79. Specifically, the stroke of the knee bolster 30 is a moving amount by which the rear end of the knee bolster 30 (the rear end of the opposed surface portion 44) moves from the rear of the vehicle body to the front of the vehicle body.

In the stroke region S1, it is considered that the knee dummy 79 (see FIG. 6) abuts on the knee bolster 30 and only the load applied to the knee dummy 79 of the occupant increases, so that the deformation of the knee bolster 30 is still small. . It is close to the state shown in FIG.
In the stroke region S2, a first peak is seen in the load (contact reaction force). This is considered to be a region where the first stage of large deformation starts in the knee bolster 30.

  In the stroke region S3, the load (contact reaction force) temporarily decreases and the load gradually increases. This is a state indicated that the first stage of deformation is in progress. In this state, the process proceeds from FIG. 6 (a) to FIG. 6 (c).

  In the stroke region S4, a second peak is seen in the contact reaction force. This is considered to be an area where the knee bolster 30 moves to the second stage deformation. In this state, the process proceeds from FIG. 8A to FIG. 8B.

As shown in FIGS. 2 to 5, the vehicle knee bolster 30 is deformed by the input of a load from the occupant's knee 19 (see FIG. 1) and absorbs the impact on the knee 19.
One end 41a is supported by the vehicle body member 33, and the other end 41b extends to the vehicle rear side and the lower side toward the knee 19, and the other end 41b of the base 41 is connected to the other end 41b via a bent portion 42. A bottom wall extension 43 extending to the vehicle rear side, and a facing surface portion 44 extending from the rear end 43a of the bottom wall extension 43 toward the vehicle rear side and the upper side.

  The base 41 has a U-shaped cross section formed by a bottom wall 48 of the base 41 and a pair of side walls 49, 49 rising upward from the vehicle width outer end portions 48 a, 48 a of the bottom wall 48. A pair of side walls 49, 49 are connected to a front side 51 extending from the opposite side end 51 a facing the bottom wall 48 along the bottom wall 48 and the vehicle rear side of the front side 51. And a rear side portion 52 that extends toward the bent portion 42.

That is, the opposing surface portion 44, the bottom wall extension portion 43, the bending portion 42, and the U-shaped cross-sectional portion 46 of the base portion 41, by the load input from the knee portion 19 (see FIG. 1), the opposing surface portion 44 about the bending portion 42. And the rotation which goes to the upper side of the bottom wall extension part 43 is induced, and the deformation | transformation of the 1st step is controlled. Thereafter, when the deformation further proceeds, the rear side portion 52 receives the load input from the knee, and induces the rotation of the entire knee bolster 30 about the one end 41a side of the base portion 41 to the lower side. Control deformation.
As a result, the entire knee bolster 30 can be efficiently deformed, and even if the longitudinal length of the instrument panel 21 (see FIG. 1) on which the knee bolster 30 is arranged is short, sufficient shock absorption can be achieved.

As shown in FIG. 5, in the vehicle knee bolster 30, the vehicle body member 33 is a beam member 33 having a hollow cross section extending in the vehicle width direction.
A front side coupling portion 54 that is connected to the side walls 49 and 49 from the end portion 51b (see FIG. 2) on the vehicle front side of the front side portion 51 in the vehicle width direction and abuts against the outer peripheral surface 33a of the beam member 33. , 54, and a bottom wall connecting portion 55 that extends to the vehicle front side from the front side coupling portions 54, 54 and is coupled in contact with the lower side of the outer peripheral surface 33 a of the beam member 33. .

  That is, the bottom wall joint portion 55 extending forward from the highly rigid U-shaped cross-section portion 46 is coupled to the outer peripheral surface 33a of the beam member 33, so that the U-shaped cross-section portion 46 and the bottom wall joint portion are joined. The difference in rigidity with the portion 55 is increased. As a result, the stress can be concentrated on a portion where the difference in rigidity is large, and can be used as a starting point of the second stage deformation. Therefore, the deformation at the second stage can be induced more reliably, and the shock absorbing performance can be made more effective.

  As shown in FIG. 3, in the vehicle knee bolster 30, a virtual extension line L <b> 1 that extends the opposite side end portion 51 a of the front side portion 51 of the side wall 49 toward the vehicle front side is in the cross section of the beam member 33. Since it passes above the center C1, the U-shaped cross-section 46 of the base 41 can be reliably supported by the vehicle body member (beam member) 33 when a load is input from the occupant's knee 19 (see FIG. 1). . Thereby, it is possible to prevent the second-stage deformation from occurring at the same time as the first-stage deformation when the load is input from the occupant's knee 19. As a result, after sufficiently deforming at the first stage, it is possible to shift to the deformation at the second stage, and shock absorption can be stably performed. Therefore, the impact absorbing performance of the knee bolster is improved.

  As shown in FIG. 5, in the vehicle knee bolster 30, the notch portions 56, 56 are provided between the front side coupling portions 54, 54 and the bottom wall joint portion 55 in the base 41. Can be the starting point of the second stage deformation. Therefore, the deformation of the second stage can be induced more reliably, and the impact absorbing performance of the knee bolster can be made more reliable.

  As shown in FIG. 3, in the vehicle knee bolster 30, one end 32 a is coupled to the bottom wall 48 of the base portion 41 and the other end 32 b is coupled to the facing surface portion 44. An upper bracket 32 is provided. That is, when the first stage deformation is performed, the opposing surface portion 44, the bottom wall extension 43, and the upper bracket 32 are simultaneously deformed, so that the shock absorbing performance due to the first stage deformation can be increased.

  In the vehicle knee bolster according to the present invention, as shown in FIG. 5, the front side coupling portions 54 and 54 are MIG welded to the outer peripheral surface 33 a of the beam member 33, and the bottom wall joint portion 55 is coupled to the beam member 33. However, the present invention is not limited to this, and the front side coupling portion or the bottom wall joint portion 55 may be spot welded or bolted to the beam member 33.

  Further, although the beam member 33 is a member having a hollow cross section, it may be a member having a solid cross section.

  The vehicle knee bolster according to the present invention is suitable for use in a vehicle such as a sedan or a wagon whose instrument panel has a short longitudinal length.

DESCRIPTION OF SYMBOLS 19 ... Passenger's knee part, 30 ... Knee bolster for vehicles, 32 ... Upper bracket, 32a ... One end of upper bracket, 32b ... The other end of upper bracket, 33 ... Body member (beam member), 33a ... Outer peripheral surface of beam member 41 ... Base part, 41a ... One end of the base part, 41b ... The other end of the base part, 42 ... Bending part, 43 ... Bottom wall extension part, 43a ... Rear end of bottom wall extension part, 44 ... Opposite surface part,
46 ... U-shaped cross section, 48 ... Bottom wall, 49 ... Pair of side walls, 51 ... Front side, 51a ... Opposite side end, 51b ... Front side end on the vehicle front side, 52 ... Rear side 52a ... opposite side end, 54 ... front side joint, 55 ... bottom wall joint, 56 ... notch, L1 ... virtual extension line, C1 ... center in the cross section.

Claims (3)

A vehicle knee bolster that is deformed by input of a load from a knee of an occupant and absorbs an impact on the knee,
A base portion having one end supported by the vehicle body member and the other end extending toward the rear side and the lower side toward the knee portion;
A bottom wall extension that continuously extends to the vehicle rear side via a bent portion at the other end of the base;
An opposing surface portion extending from the rear end of the bottom wall extension portion toward the vehicle rear side and the upper side,
The base includes a U-shaped cross-section formed into a U-shaped cross section by a bottom wall of the base and a pair of side walls rising upward from a vehicle width outer end of the bottom wall,
The pair of side walls have a front side portion extending along the bottom wall facing the bottom wall, and the opposite side end portion bent continuously from the vehicle rear side of the front side portion. A rear side extending toward the part ,
The vehicle body member is a beam member extending in the vehicle width direction,
The side wall includes a front side coupling part that is coupled to the outer peripheral surface of the beam member while being directed in the vehicle width direction from the vehicle front side end of the front side part,
The bottom wall includes a bottom wall joint portion that extends to the vehicle front side from the front side joint portion and is joined in contact with a lower portion of the outer peripheral surface of the beam member.
The base is a vehicle knee bolster, wherein Rukoto comprises a notch between the said front side coupling portion bottom wall joints. The side walls, a virtual extension line of said opposite end portions of the front side portion extending toward the vehicle front side, claim 1 Symbol mounting, characterized in that through the upper side of the center in the cross section of said beam member Knee bolster for cars. 3. The vehicle according to claim 1, wherein the base portion and the facing surface portion include an upper bracket having one end coupled to the bottom wall of the base portion and the other end coupled to the facing surface portion. Knee bolster.

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