JP6156277B2 - Automotive instrument panel structure - Google Patents

Description

  The present invention relates to an instrument panel structure of an automobile.

  An automobile has an instrument panel extending in the vehicle width direction in front of the driver seat and the passenger seat. The passenger seat occupant is seated on the passenger seat while directly facing the instrument panel. The position of the rear part of this instrument panel, especially the position from the rear end that is easily visible to the passenger on the front passenger seat to the front part, provides a sense of spaciousness, crampedness, and high speed for the passenger. Psychological effects such as anxiety. Patent Document 1 discloses a device that gives a sense of security by raising the front part of the instrument panel during high speed traveling to narrow the occupant's field of view.

JP 2005-247245 A

  By the way, it is known that depending on the vehicle, the degree of anxiety (degree of security) experienced by the passenger in the passenger seat during acceleration in a high vehicle speed range, particularly in a high vehicle speed range, is different. Research on anxiety at high vehicle speeds reveals that the front scenery flows at a high speed backwards at high vehicle speeds. It became clear that an object was required and the instrument panel in front of the passenger on the passenger seat was used as the fixed object. That is, when the passenger in the passenger seat begins to feel anxiety (fear), he looks down on the instrument panel and confirms his / her spatial position based on the positional relationship with the instrument panel. It turns out that they are trying to get a sense of security. And a vehicle with a low level of anxiety (high security) at high vehicle speeds, especially in the look-down area where the actual distance from the passenger's eye and the perceived distance perceived by the passenger are equal, It was found that this is the case where the instrument panel is present.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide an instrument panel structure for an automobile that can reduce anxiety given to passengers in a passenger seat at a high vehicle speed range.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1,
A horopter surface having a predetermined width in the vertical direction and extending in the vehicle width direction at the rear side end portion on the passenger seat side of the instrument panel and having substantially the same perceived distance from the passenger on the passenger seat is formed. It is like that.

  According to the above solution, when the passenger in the passenger seat feels at least anxiety at high vehicle speeds, he / she can easily and clearly grasp his / her spatial position by observing the horopter surface as a fixed object. Thus, anxiety is reduced. In particular, the horopter surface is perceived as being at the same distance by the passenger on the passenger seat, so that the position of the horopter surface can be instantly recognized, which is extremely preferable in reducing anxiety.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
The horopter surface is linear in an arbitrary position in the vehicle width direction so as to gradually move forward as it goes upward in the side cross-sectional view, while in the vehicle width direction center of the passenger seat in the plan cross-sectional view The center position that is the front of the position is located at the foremost side, and is curved so as to be gradually located at the rear as the distance from the center position increases in the vehicle width direction (corresponding to claim 2). In this case, a specific shape of the horopter surface is provided.

The instrument panel has an upper side surface continuous to the upper end of the horopter surface and a lower side surface continuous to the lower end of the horopter surface,
The boundary between the horopter surface and the upper continuous surface forms an upper ridge line extending in the vehicle width direction,
The boundary between the horopter surface and the lower continuous surface constitutes a lower ridge line extending in the vehicle width direction,
(Corresponding to claim 3). In this case, the design of the instrument panel is sufficiently secured, and the horopter surface is more clearly recognized by the upper and lower ridge lines, which is preferable in order to more fully exhibit the effect corresponding to the first aspect.

  The horopter surface has a belt-like shape that has the same vertical width in the vehicle width direction and extends long in the vehicle width direction (corresponding to claim 4). In this case, it is preferable to form the horopter surface with good appearance so as not to impair the design of the instrument panel.

  At least a part of the horopter surface is formed so as to exist in a depression angle range of 22 degrees to 28 degrees in a passenger seat passenger (corresponding to claim 5). In this case, the horopter surface is present in a region with good perceptibility where the passenger's occupant's perceived angle and the actual angle almost coincide with each other, so that the visibility to the horopter surface is further improved and the anxiety using the horopter surface is increased. This is extremely preferable for reducing the feeling.

  The horopter surface is at least approximately 600 mm in the horizontal distance from the passenger's eyes (corresponding to claim 6). In this case, substantially the same effect as that of the fifth aspect can be obtained.

  The vertical width of the horopter surface is set to 25 mm or more (corresponding to claim 7). In this case, it is preferable for improving the recognizability to the horopter surface.

  The length of the horopter surface in the vehicle width direction is set to 300 mm or more (corresponding to claim 8). In this case, it is preferable for improving the recognizability of the horopter surface.

The instrument panel is connected to the center console at the center in the vehicle width direction.
The horopter surface is formed long from the vicinity of the boundary portion with the center console of the instrument panel to the vicinity of the vehicle width direction end portion on the passenger seat side,
(Corresponding to claim 9). In this case, the horopter surface is formed as long as possible in the vehicle width direction, emphasizing the existence of the horopter surface, and the horopter surface exists in the field of view even when the passenger on the passenger seat is slightly looking sideways. In this way, it is extremely preferable in reducing the anxiety of the passenger in the passenger seat.

A first reference position where the actual distance and the perceived distance coincide with each other in the first distance range of 800 mm in the horizontal direction distance on the first depression angle line of 10 degrees for the passenger on the passenger seat;
When the second reference position where the actual distance and the perceived distance coincide with each other in the range of the second distance of 600 mm in the horizontal distance on the line of the second depression angle of 22 degrees in the passenger on the passenger seat is set,
At least a part of the horopter surface is formed so as to be located above a reference line connecting the first reference position and the second reference position.
(Corresponding to claim 10). In this case, while improving the instantaneous visibility of the horopter surface, it gives a moderate feeling of tightness to the passenger on the passenger seat (prevents the situation of feeling like floating in the passenger compartment at high vehicle speeds). This is more preferable in reducing the anxiety of passengers in the passenger seat.

  The horopter surface is decorated to distinguish it from the surrounding portion of the horopter surface (corresponding to claim 11). In this case, the recognizability of the horopter surface is further improved, which is more preferable in reducing the anxiety of the passenger on the passenger seat.

  According to the present invention, it is possible to reduce the feeling of anxiety of the passenger at the time of high vehicle speed.

The perspective view which shows the instrument panel part to which this invention was applied. Explanatory drawing for demonstrating a horopter surface. The figure which shows the horopter surface of FIG. 2 as a side view in the passenger | crew's passenger | crew's straight front position. Experimental data showing the correct answer rate for an actual distance of 600 mm from the passenger in the passenger seat, with the depression angle of the passenger in the passenger seat as a parameter. Experimental data showing the relationship between the display angle of the actual distance and the perceived angle while the actual distance from the passenger on the passenger seat is 600 mm. The side view which shows the specific example of a perception line setting. The figure for demonstrating the specific example of formation of the horopter surface formed in an instrument panel. The figure which looked at the horopter surface formed in the instrument panel from the passenger seat side. FIG. 9 shows another embodiment of the present invention and corresponds to FIG. 8. The figure corresponding to FIG. 8 which shows another example of formation of a horopter surface.

  In FIG. 1, 1 is a steering handle, 2 is a front window glass, 3 is an instrument panel extending in the vehicle width direction at the front of the vehicle interior, 4 is a center console, and 5 is a passenger seat. In FIG. 1, it is a right-hand drive vehicle.

  Next, the horopter surface will be described with reference to the explanatory diagrams of FIGS. 2 and 3. The horopter surface is a surface in which points and rows that are perceived to be at the same distance are collected (the perceived distance is the same). ), A surface in which the focal point in peripheral vision coincides with a certain fixed viewpoint (a set of points / columns where binocular parallax is 0), and exists in any direction and at any distance.

  FIGS. 2 and 3 show a horopter surface H obtained when the passenger seat passenger J traces the perceived distance in the vertical and horizontal directions that he feels (perceives) at a certain equidistant distance (for example, 600 mm). The horopter surface H is an upwardly inclined surface in the vertical direction, and is gradually positioned forward (back side) as it goes upward in the elevation (upward) direction, with the horizontal line passing through the eyes of the passenger on the passenger seat as a boundary. As it goes downward, it is gradually located at the rear (front). Further, the horopter surface H is convex outward in the left-right direction with the passenger seat occupant J (its eyes) as the center (rearward in the vehicle width direction from the center position immediately before the passenger seat 5). A curved surface). The meanings of the symbols used in FIGS. 2 and 3 are the same as those in FIG. 1. However, since they are explanatory diagrams, the specific shape of the instrument panel 3 is the same as in FIG. Is different.

  At the position where the passenger occupant J looks directly ahead, the side surface of the horopter surface H is a straight line that rises forward as shown in FIG. In FIG. 3, if the actual distance to the horopter plane H on a certain line of sight is 600 mm, for example, the actual distance to the horopter plane H with respect to the upper position is a distance greater than 600 mm.

  The passenger occupant J feels a sense of security when the perceived distance to the instrument panel 3 and the actual distance coincide with each other, which is preferable. Now, if the rear end position of the instrument panel 3 on the passenger seat side is positioned in front of the “just good distance”, anxiety is felt during high-speed driving. On the other hand, if the rear end position of the instrument panel 3 on the passenger seat side is located behind the “just good distance”, a new feeling of being wrapped in the vehicle is generated, so the degree of anxiety is relatively low. Become.

  Here, for the experiment, a screen is arranged in front of the passenger seated in the passenger seat, and a display point with a distance of 600 mm is displayed on the screen downward from the passenger seat passenger. And the depression angle (the downward angle from the horizontal line of sight, the display angle in FIG. 4) made by this display point with respect to the display passenger seat occupant J was variously changed. The correct answer rate at which the actual distance of 600 mm was correct was then counted for each depression angle indicating each display point. As can be understood from FIG. 4, when the depression angle is around 22 degrees, the correct answer rate is 100%, and when the error range of 2 degrees is the correct answer, the actual distance is 600 mm and the perceived distance is 600 mm in the range of 20 degrees to 24 degrees. Will match. As in the case of FIG. 4, as a result of an experiment with respect to an actual distance of 800 mm from the passenger occupant J, the depression angle at which the actual distance of 800 mm substantially coincides with the perceived distance of 800 mm is 10 degrees (2 degrees of Purami is 8 degrees to the correct answer) 12 degrees).

  Further, the downward angle (display angle) of the display point is changed variously, and the relationship between the perceived angle (perceived depression angle) perceived by the passenger occupant J and the actual display angle (display depression angle and actual depression angle) is changed. This is shown in FIG. As understood from FIG. 5, the vicinity of 22 degrees is an angle at which the actual depression angle and the perceived depression angle coincide with each other, and 22 to 28 degrees are high perception in consideration of the error by the subject. When the actual depression angle is 22 to 28 degrees at a distance of 600 mm, the perceived distance coincides with the actual distance 600 mm, and the perceived depression angle also coincides with the actual depression angle. Similarly to the case of FIG. 5, when the actual distance was set to 800 mm, the depression angle was 10 degrees (8 to 12 degrees in consideration of the error by the subject), and the perception was high.

  The distance of 600 mm is a distance assuming a relatively low position portion of the rear end portion of the instrument panel 3 based on data of many actual vehicles. Further, the above-mentioned 800 mm is a distance assuming a position that is forward and upward from the rear end of the instrument panel 3 based on data of many actual vehicles. In other words, the front end (upper end) position of the portion of the instrument panel 3 that is easily seen by the front passenger occupant J facing forward is the distance of 800 mm, and the rear end (lower end) position is 600 mm. In the experiment, a person corresponding to a standard physique (male with a height of 175 cm) as a passenger on the passenger seat J was used as a test subject.

  In FIG. 6, the upwardly perceived line is indicated by a symbol L. The upper end (front end) of the perceptual line L is the first reference position α1 at the above-described forward distance of 800 mm and the depression angle of 10 degrees (θ1 = 10 degrees in FIG. 6). Further, the lower end (rear end) of the perceptual line L is the second reference position α2 at the position where the forward distance is 600 mm and the depression angle is 22 degrees (θ2 = 22 degrees in FIG. 6).

  As is apparent from the above description, when the rear end shape (position) of the instrument panel 3 is set along the perceptual line L, the passenger occupant J feels secure at high speed. . When the rear end of the instrument panel 3 is located behind the perceptual line L (indicated by IP3 in FIG. 6), although a tight feeling (tight feeling) is enhanced, a sense of security at high speed traveling is further increased. Will increase. Conversely, if the rear end of the instrument panel 3 is positioned forward of the perceptual line L (indicated by IP1 or IP2 in FIG. 6), the sense of spaciousness is improved, although the sense of security at high speeds is reduced. Will be.

  Based on the above experimental results, in the present invention, the horopter surface 10 is formed on the rear side end of the instrument panel 3. An example of a method for forming the horopter surface 10 will be described with reference to FIG. First, the perceptual line L described above is shown by a one-dot chain line in FIG. In addition, a depression angle range of 22 degrees to 30 degrees including the entire range of 22 degrees to 28 degrees is set as a depression angle at which the perception angle of the depression angle and the actual angle substantially coincide.

  In the embodiment, the horopter surface 10 is formed in a depression angle range of 22 degrees to 30 degrees. The upper end position of the horopter surface 10 is indicated by β1, and the lower end position is indicated by β2. The upper end position β1 is set to a position at a depression angle of 22 degrees for the passenger on the passenger seat J. Further, the lower end position β2 is set to a depression angle 30 degrees of the passenger seat occupant J. The lower end position β2 is set to a position where the perceptual line L and the depression angle 30 degrees intersect, and the horopter surface 10 is formed so as to be positioned above the perceptual line L as a whole.

  The horopter surface 10 formed as described above is shown as a cross-hatched portion in FIG. In FIGS. 8 to 10 described later, the horopter surface 10 is also cross-hatched so that the range becomes clear. The horopter surface 10 has a predetermined width (a width between β1 and β2) in the vertical direction and extends in the vehicle width direction. In the embodiment, as shown in FIGS. 1 and 8, the horopter surface 10 extends in the vehicle width direction with a predetermined vertical width, but in the embodiment, the vertical width corresponds to β1 and β2 in FIG. The distance is between 25 mm and 30 mm. Although the vertical width of the horopter surface 10 can be set as appropriate, it is preferably set to 20 mm or more so that it can be immediately recognized by the passenger on the passenger seat J. Note that the upper and lower upper limit values are not particularly limited in terms of improving the recognition from the passenger occupant J, and may be determined from the viewpoint of the design of the instrument panel 3.

  The length in the vehicle width direction of the horopter surface 10 is sufficiently shorter than the distance between the center console 4 and the end in the vehicle width direction on the passenger seat 5 side of the instrument panel 3, and is about 30 cm to 45 cm. The length is set (the torso width of the passenger occupant J to the shoulder width). From the viewpoint of good recognizability from the passenger occupant J, the vehicle width direction length is also preferably at least 20 cm, preferably 30 cm. The longer the length of the horopter surface 10 in the vehicle width direction, the higher the recognizability from the passenger occupant J, so there is no particular upper limit, and the length may be determined from the viewpoint of the design of the instrument panel 3.

  An example in which the length in the vehicle width direction of the horopter surface 10 is maximized is shown in FIG. That is, the horopter surface 10 may be formed over the entire length corresponding to the passenger seat 5 in the instrument panel 3 (the vehicle width on the passenger seat 5 side from the vicinity of the center console 4 in the instrument panel 3). Set the length over the end of the direction).

  FIG. 10 shows a modification in the case where the horopter surface 10 is formed as long as possible as shown in FIG. In the example of FIG. 10, the rear projecting end portion of the instrument panel 3 is substantially constituted by the horopter surface 10, and the presence of the horopter surface 10 is made more conspicuous.

  Here, the formation position (formation range) of the horopter surface 10 does not have to be based on a position where the angle can be easily perceived. That is, in FIG. 7, the upper end position β1 or the lower end position β2 of the horopter surface 10 can be determined as appropriate (for example, the depression angle of the upper end position β1 is set to 10 degrees, and the depression angle of the lower end position β2 is set to 15 degrees, etc. ). As described above, the horopter plane is a plane in which the focal point in peripheral vision coincides with a certain single viewpoint, and therefore exists in any direction and at any distance. However, the formation position of the horopter surface 10 is formed at a position satisfying either the position where the actual distance and the perceived distance substantially coincide, or the position where the actual depression angle and the perceived depression angle substantially coincide. Preferably, it is most preferable to form at a position satisfying both. From such a viewpoint, as described above, it is preferable that at least a part of the horopter surface 10 is formed so as to exist at a depression angle of 22 degrees.

  When the horopter surface 10 is formed, the horopter surface 10 can be formed only on the assumption that the passenger seat passenger J looks directly ahead. Unlike this, a plurality of regions are set in the vehicle width direction, a divided horopter surface is formed for each of the plurality of regions, the plurality of divided horopter surfaces are smoothly continued, and finally one The horopter surface 10 may be used. That is, for example, the plurality of areas are set at intervals of 5 cm to 10 cm in the vehicle width direction, and the central area immediately in front of the passenger seat 5 is a divided horopter surface when the passenger seat occupant J looks directly ahead. If the area at the position shifted in the vehicle width direction from the central area is formed as a divided horopter surface when the passenger seat occupant J looks at the shifted position in the vehicle width direction. Good. Even when the horopter surface 10 is formed long in the vehicle width direction by smoothly continuing such a plurality of divided horopter surfaces to form a single horopter surface 10, the horopter surface at an arbitrary position in the vehicle width direction can be used. Recognition can be improved. Of course, the horopter plane 10 includes an approximate horopter plane (in consideration of the fact that there are some errors in the perceived point / row position with the same distance).

  Here, the horopter surface 10 can also be subjected to a decoration process in order to improve the recognition from the passenger occupant J. For example, the horopter surface 10 can be configured by using a metal panel material such as an aluminum alloy or a wood-grained panel material. By the decorating process, the recognizability of the horopter surface 10 is further improved, which is more preferable in reducing anxiety at high vehicle speeds.

  The upper side surface portion 3a of the instrument panel 3 is continuous with the upper end of the horopter surface 10, and a ridge line extending in the vehicle width direction is formed at the boundary portion (the upper end position β1 in FIG. Line connected in the width direction). The lower side 3b of the instrument panel 3 is continuous with the lower end of the horopter surface 10, and a ridge line extending in the vehicle width direction is formed at the boundary portion (the lower end position β2 in FIG. Line connected in the width direction). Such formation of the ridge line is preferable for clearly identifying the horopter surface 10 from the surrounding portion to the passenger seat passenger J. Note that the ridge line may not be formed.

  In the embodiment, the horopter surface 10 is formed integrally with the instrument panel 3 (the horopter surface 10 is molded together when the instrument panel 3 is formed). Unlike this, the instrument panel 3 is divided into a large-sized main body member formed separately from each other and a small horopter-surface-constituting member having the horopter surface 10, and the horopter-surface structure is configured with respect to the main body member. The members may be integrated later by bonding or the like. By using this horopter surface constituent member, the present invention can be easily applied to an existing instrument panel. Moreover, it becomes a preferable thing also in performing the above decorating processes.

  By forming the horopter surface 10 as described above, the passenger occupant J can clearly and instantly determine his / her spatial position in the vehicle interior by visually observing the horopter surface 10 when accelerating at a high vehicle speed type, particularly in a high vehicle speed range. Can be recognized, and anxiety can be reduced (improvement of security can reduce gaze fluctuation and suppress fear of speed).

  In FIG. 7 again, it is preferable that the formation positional relationship of the horopter surface 10 with respect to the perception line L is as follows. First, in a sports type vehicle that is assumed to travel a lot at high vehicle speeds, at least a part of the horopter surface 10 is above the perception line L (in the rear side, an embodiment shown by a broken line in FIG. 7). (In particular, a reduction in anxiety at high vehicle speeds and an improvement in tightness preferred by sports type vehicles). On the other hand, in a family type vehicle that is expected to perform a lot of leisurely travel, the horopter surface 10 is formed below the perception line L (front side, not shown in FIG. 7). Preferred (gets a sense of spaciousness while reducing anxiety at high vehicle speeds). Of course, the horopter surface 10 may be formed so as to straddle the perceptual line L (it exists on both the upper side and the lower side of the perceptual line L).

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. It is also possible to form the perception line L as a curved line instead of a straight line (in addition to the longitudinal distances of 600 mm and 800 mm, for example, a reference position (and depression angle at that time) for a distance of 700 mm is set). And a curve that smoothly connects the three reference positions). Although not the present invention, when the passenger seat is an electric type, the front and rear positions of the passenger seat can be automatically driven forward when the vehicle is traveling at a high speed when the vehicle is stopped or traveling at a low speed. Yes (to achieve both a sense of spaciousness when stopped or at low speeds while reducing anxiety at high speeds). Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is preferable in reducing the anxiety of passengers in the passenger seat at high vehicle speeds.

3: Instrument panel 3a: Upper side surface portion 3b: Lower side surface portion 4: Center console 5: Passenger seat 10: Horopter surface (formed on the instrument panel)
J: Passenger seat occupant β1: Upper position of the horopter surface (upper ridge line)
β2: Lower end position of the horopter surface (lower ridge line)
L: Perception line H: Horopter surface (for explanation)
α1: First reference position α2: Second reference position θ1: First depression angle θ2: Second depression angle

Claims (11)

  A horopter surface having a predetermined width in the vertical direction and extending in the vehicle width direction at the rear side end portion on the passenger seat side of the instrument panel and having substantially the same perceived distance from the passenger on the passenger seat is formed. A vehicle instrument panel structure characterized by that. In claim 1,
The horopter surface is linear in an arbitrary position in the vehicle width direction so as to gradually move forward as it goes upward in the side cross-sectional view, while in the vehicle width direction center of the passenger seat in the plan cross-sectional view An instrument panel structure for an automobile, characterized in that a center position that is in front of the position is located at the foremost position and is curved so as to be gradually located at the rear as the distance from the center position increases in the vehicle width direction. In claim 1 or claim 2,
The instrument panel has an upper side surface continuous to the upper end of the horopter surface and a lower side surface continuous to the lower end of the horopter surface,
The boundary between the horopter surface and the upper continuous surface forms an upper ridge line extending in the vehicle width direction,
The boundary between the horopter surface and the lower continuous surface constitutes a lower ridge line extending in the vehicle width direction,
A vehicle instrument panel structure characterized by that. In any one of Claims 1 thru | or 3,
An instrument panel structure for an automobile, wherein the horopter surface has a strip shape in which the vertical width is set to be the same in the vehicle width direction and extends long in the vehicle width direction. In any one of Claims 1 thru | or 4,
An instrument panel structure for an automobile, wherein at least a part of the horopter surface is formed so as to exist in a depression angle range of 22 degrees to 28 degrees for a passenger in a passenger seat. In claim 4,
An instrument panel structure for an automobile, wherein the horopter surface is present at a position approximately 600 mm in a horizontal distance from at least the eyes of a passenger on the passenger seat. In any one of Claims 1 thru | or 6,
An automotive instrument panel structure, wherein the horopter surface has a vertical width of 25 mm or more. In any one of Claims 1 thru | or 7,
A vehicle instrument panel structure, wherein a length of the horopter surface in a vehicle width direction is set to 300 mm or more. In claim 8,
The instrument panel is connected to the center console at the center in the vehicle width direction.
The horopter surface is formed long from the vicinity of the boundary portion with the center console of the instrument panel to the vicinity of the vehicle width direction end portion on the passenger seat side,
A vehicle instrument panel structure characterized by that. In any one of Claims 1 thru | or 9,
A first reference position where the actual distance and the perceived distance coincide with each other in the first distance range of 800 mm in the horizontal direction distance on the first depression angle line of 10 degrees for the passenger on the passenger seat;
When the second reference position where the actual distance and the perceived distance coincide with each other in the range of the second distance of 600 mm in the horizontal distance on the line of the second depression angle of 22 degrees in the passenger on the passenger seat is set,
At least a part of the horopter surface is formed so as to be located above a reference line connecting the first reference position and the second reference position.
A vehicle instrument panel structure characterized by that. In any one of Claims 1 thru | or 10,
An automotive instrument panel structure, wherein the horopter surface is decorated for identification with a surrounding portion of the horopter surface.

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