JP6416535B2 - Instrument panel reinforcement mounting structure - Google Patents

Description

  One aspect of the present invention relates to an instrument panel reinforcement mounting structure.

  Conventionally, for example, a beam structure described in Patent Document 1 is known as a technique related to instrument panel reinforcement (hereinafter also referred to as instrument panel RF). In the beam structure described in Patent Document 1, a beam portion having a U-shaped open cross section that connects left and right vehicle body side walls and a steering support portion are integrally molded, and a beam portion between the vehicle body side wall and the steering support portion is formed. It is attempted to suppress the deformation of the steering support portion by providing a raised portion on the steering support portion.

JP 2007-261382 A

  Generally, the instrument panel RF extends in the vehicle width direction inside an instrument panel (hereinafter also referred to as an instrument panel) provided on the front side of the vehicle interior of the vehicle, and supports a steering device including at least a steering wheel. For example, when the vehicle collides with another obstacle or the like, the instrument panel RF may be displaced in the vehicle width direction together with the steering device due to an axial load, and particularly when the instrument panel RF is bent and deformed, the steering device May be greatly displaced in the vehicle width direction. In this regard, for example, the steering wheel includes an airbag, and it is preferable that the displacement of the steering device be within a certain range as a further improvement in safety is desired in recent vehicles.

  Accordingly, an object of one aspect of the present invention is to suppress the amount of displacement of the steering device in the vehicle width direction at the time of a vehicle collision.

  An instrument panel RF mounting structure according to one aspect of the present invention is a vehicle including a pair of front pillars disposed on both sides in the vehicle width direction and a steering device including at least a steering wheel. The instrument panel RF extends along the vehicle width direction between the pair of front pillars, supports the steering device on one side in the axial direction, and the bracket is lower than the rigidity of the instrument panel RF. It has rigidity, the other axial side of the instrument panel RF is connected to the front pillar, and the end on the other axial side of the instrument panel RF is a distance greater than the minimum diameter of the outer diameter of the instrument panel RF with respect to the front pillar, It is separated.

  In this instrument panel RF mounting structure, since the bracket has rigidity lower than that of the instrument panel RF, for example, when a vehicle collides with another obstacle or the like, if a compressive load is applied in the vehicle width direction, the bracket is first deformed. . Since the end on the other side in the axial direction of the instrument panel RF is separated from the front pillar by a distance equal to or larger than the minimum outer diameter of the instrument panel RF, when the bracket is deformed, the end of the instrument panel RF Is suppressed from reaching the front pillar, and an increase in the axial compressive load on the instrument panel RF is suppressed. Therefore, bending deformation of the instrument panel RF can be suppressed. As a result, the amount of displacement of the steering device in the vehicle width direction can be suppressed.

  In the instrument panel RF mounting structure according to one aspect of the present invention, the bracket is fixed to the first pillar and the second bracket fixed to the first bracket and the instrument panel RF. In the second bracket, the position fixed to the instrument panel RF may be located on one axial side of the position fixed to the first bracket. In this case, for example, when the vehicle collides, the load applied from the instrument panel RF is concentrated between the position where the first bracket and the second bracket are fixed and the position where the first bracket and the instrument panel RF are fixed. Can be easily deformed, and the axial compressive load applied to the instrument panel RF can be reduced.

  In the instrument panel RF mounting structure according to one aspect of the present invention, the instrument panel RF may have a structure in which a plurality of long members having different outer diameters are arranged and coupled along the axial direction. In this case, since the compressive load in the axial direction is concentrated on the connecting portion and the instrument panel RF is easily bent, the above-described effect of suppressing the bent deformation of the instrument panel RF is particularly effective.

  According to one aspect of the present invention, the amount of displacement of the steering device in the vehicle width direction can be suppressed.

It is a whole perspective view which shows an example of the attachment structure of instrument panel RF which concerns on embodiment. (A) is an enlarged view which shows an example of the bracket which concerns on embodiment. (B) is the enlarged view seen from another direction which shows an example of the bracket which concerns on embodiment. It is the schematic which shows the example of the collision of a vehicle. (A) is a schematic plane sectional view which shows an example of the state before the collision of the instrument panel RF which concerns on embodiment. (B) is a schematic plane sectional view showing an example of a state after an instrument panel RF collision according to the embodiment. (A) is a figure which shows the example which a bracket deform | transforms at the time of a vehicle collision. (B) is a figure which shows the continuation of (a). (C) is a figure which shows the continuation of (b). (A) is a general | schematic plane sectional view which shows an example of the state before the collision of the conventional instrument panel RF. (B) is a schematic plane sectional view showing an example of a state after a collision of a conventional instrument panel RF.

  Hereinafter, preferred embodiments according to one aspect of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted. The “up”, “right” and “front” directions correspond to the upward direction, right direction and front direction of the vehicle, respectively, and are synonymous with the directions of “UP”, “RH” and “FR” in the figure. It is.

  FIG. 1 is an overall perspective view showing an example of an instrument panel RF mounting structure according to the embodiment. As shown in FIG. 1, an instrument panel RF mounting structure 100 according to the present embodiment is a structure for mounting an instrument panel RF 1 to a vehicle V. The vehicle V includes a pair of front pillars 10 (a left pillar 11 and a right pillar 12) disposed on both sides in the vehicle width direction on the front side of the vehicle interior, and a steering device 20 including at least a steering wheel 21. The vehicle V here is a left-hand drive vehicle including a steering device 20 on the left side in the traveling direction. Examples of the vehicle V include commercial vehicles such as trucks. The vehicle V is not particularly limited, and may be, for example, a large vehicle, a medium-sized vehicle, a normal passenger car, a small vehicle, or a light vehicle.

  The left pillar 11 includes a left pillar inner 11a and a left pillar outer 11b (see FIG. 4). The left pillar inner 11 a and the left pillar outer 11 b are fixed to each other to form the left pillar 11. The right pillar 12 includes a right pillar inner 12a and a right pillar outer 12b (see FIG. 4). The right pillar inner 12 a and the right pillar outer 12 b are fixed to each other to form the right pillar 12.

  The instrument panel RF1 is a long member for supporting the instrument panel on the vehicle interior front side of the vehicle V. The instrument panel RF1 extends inside the instrument panel along the vehicle width direction between the pair of front pillars 10, and connects the left pillar 11 and the right pillar 12. The instrument panel RF1 supports the steering device 20, the instrument panel, the air conditioning duct, the in-vehicle audio system, the passenger side airbag, and the like (not shown) via, for example, a plurality of mounting members.

  The instrument panel RF1 has a structure in which a plurality of long members having different outer diameters are arranged and coupled along the axial direction of the instrument panel RF1. In the instrument panel RF1, a first elongate member 3 on one side in the axial direction (driver's seat side) and a second elongate member 4 on the other side in the axial direction (passenger seat side) are coupled at a coupling portion 5, and Loads can be transmitted to each other.

  As the first elongate member 3, for example, a low-carbon steel cylindrical pipe is used. As the second elongate member 4, for example, a high-strength steel cylindrical pipe is used. The first elongate member 3 has an outer diameter larger than the minimum outer diameter d of the second elongate member 4. As the minimum diameter d of the outer diameter of the second elongate member 4, for example, 38 mm is adopted, but may be appropriately changed in consideration of vibration characteristics, durability, and the like. For example, the first elongated member 3 is formed with a reduced diameter portion 5a on the other side in the axial direction, and the second elongated member 4 is inserted into the reduced diameter portion 5a and welded, whereby the coupling portion 5 is formed. It is formed.

  In the instrument panel RF1, the first long member 3 is connected to the left pillar inner 11a via the bracket 2 (see FIG. 4), and the second long member 4 is connected to the right pillar 12 via the bracket 30. The first elongate member 3 is provided with a support portion 6 that supports the steering column 23 of the steering device 20.

  The steering device 20 is a device that steers the vehicle V when the driver of the vehicle V operates the steering wheel 21. Here, the steering wheel 21 is disposed in front of the driver seated in the driver's seat of the vehicle V. The steering wheel 21 includes an airbag 22 at the center thereof, for example. For example, when the vehicle V collides forward with the obstacle B (front collision), the airbag 22 expands and inflates to protect the driver.

  FIG. 2A is an enlarged view showing an example of a bracket according to the embodiment. FIG.2 (b) is the enlarged view seen from another direction which shows an example of the attachment structure of the bracket which concerns on embodiment.

  As shown in FIGS. 2A and 2B, the bracket 30 connects the right side (the other side in the axial direction) of the instrument panel RF1 to the right pillar inner 12a. The bracket 30 has rigidity lower than that of the instrument panel RF1. The bracket 30 is composed of a plurality of steel plates, for example, and has a first bracket 31 and a second bracket 34.

  The first bracket 31 is a member that connects the right pillar inner 12 a and the second bracket 34. The first bracket 31 is formed, for example, by bending a low carbon steel plate member with a press or the like, and has a main body portion 31a and a flange portion 31b.

  The main body 31a has a hat shape that is convex in the forward direction. The main body 31a is arranged so as not to be positioned on the extension line of the instrument panel RF1 when viewed from the axial direction of the instrument panel RF1. The main body 31a is provided with nuts 33 on the upper end side and the lower end side, for example. The flange portion 31b extends vertically from the end of the main body portion 31a and is fastened to the right pillar inner 12a by, for example, a square head bolt 32. That is, the first bracket 31 is fixed to the passenger compartment side of the right pillar inner 12a.

  The second bracket 34 is a member that connects the first bracket 31 and the instrument panel RF1. The second bracket 34 is formed, for example, by bending a low carbon steel plate member with a press or the like, and extends in the left-right direction with a length equal to or greater than the minimum outer diameter d of the instrument panel RF1. The second bracket 34 has a cross-sectional hat shape in which a portion in contact with the second elongate member 4 is convex in the rearward direction. The second bracket 34 has rigidity lower than that of the first bracket 31.

  The second bracket 34 is fixed to the first bracket 31 and is fixed to the instrument panel RF1. For example, the second bracket 34 is fixed to the first bracket 31 by bolts 35 on the upper end side and the lower end side thereof, and is fixed to the second long member 4 by a welding portion W on the left end side (inner side in the vehicle width direction). Yes. That is, in the second bracket 34, the position where the second bracket 34 is fixed to the second elongate member 4 by the welded portion W is closer to the driver's seat (one axial direction side) than the position where the second bracket 34 is fixed to the first bracket 31. positioned. For example, in the second bracket 34, the welded portion W is formed along the edge of the through hole provided in the portion that contacts the second long member 4.

  An end 7 on the right side (the other side in the axial direction) of the instrument panel RF1 is connected to the right pillar inner 12a while being separated by the first bracket 31 and the second bracket 34. Specifically, the end 7 is separated from the right pillar inner 12a by a distance D that is equal to or larger than the minimum diameter d of the outer diameter of the instrument panel RF1. In other words, a gap is formed between the end 7 and the right pillar inner 12a that is larger than the assembly tolerance in the vehicle width direction when the instrument panel RF1 is assembled to the right pillar inner 12a. The assembly tolerance is, for example, 20 mm or more and 30 mm or less.

  In addition, the distance D is, for example, that the length of the second elongate member 4 may hinder the installation, vibration characteristics, and durability of the passenger seat side air conditioning duct and the passenger seat side airbag on the second elongate member 4. The distance is not longer than the distance. Therefore, the distance D is, for example, 40 mm or more and 75 mm or less, and preferably 45 mm or more and 60 mm or less.

  Next, with reference to FIG.3 and FIG.4, the deformation | transformation of the bracket 30 when the vehicle V collides with the obstruction B is demonstrated. FIG. 3 is a schematic diagram illustrating an example of a vehicle collision. FIG. 4A is a schematic cross-sectional view illustrating an example of a state before an instrument panel RF collision according to the embodiment. FIG. 4B is a schematic cross-sectional view showing an example of a state after the instrument panel RF collision according to the embodiment. As shown in FIG. 3, here, the vehicle V is traveling forward at a predetermined speed, and an offset frontal collision (small minute) with a predetermined collision load is applied to an obstacle B disposed diagonally to the left of the vehicle V. A case where a lap collision occurs) will be described as an example.

  As shown in FIG. 4A, before the collision, the axial direction of the instrument panel RF1 is along the vehicle width direction. In the instrument panel RF1, the center portion of the steering wheel 21 is positioned at C1, for example, on the left side of the driver's seat (one side in the axial direction). In the instrument panel RF1, the end 7 on the right side (the other side in the axial direction) is separated from the right pillar inner 12a by a distance D equal to or greater than the minimum diameter d of the outer diameter of the instrument panel RF1.

  As shown in FIG. 4B, for example, when the vehicle V collides with the obstacle B, the collision load due to the collision is transmitted to the instrument panel RF1 via the apron upper member F, the left pillar 11, and the bracket 2. This collision load is transmitted from the instrument panel RF1 to the bracket 30. The bracket 30 is compressed by applying a compressive load in the vehicle width direction between the instrument panel RF1 and the right pillar inner 12a. Since the bracket 30 has rigidity lower than that of the instrument panel RF1, the bracket 30 is deformed before the instrument panel RF1 by the compression load.

  When the bracket 30 is deformed, the position of the instrument panel RF1 is changed. Specifically, for example, the position of the end portion 7 is moved rightward and rearward, and the instrument panel RF1 is rotated around the vertical axis. At this time, since a gap is formed between the end 7 and the right pillar inner 12a, the right end 7 is suppressed from reaching the right pillar inner 12a, and the axial compression load on the instrument panel RF1 is reduced. The increase is suppressed and bending deformation occurring in the instrument panel RF1 is avoided. In this case, the position of the center portion of the steering wheel 21 is C2 where the amount of rightward movement from C1 is ΔS. Here, for example, when the vehicle V collides, in order to deform the bracket 30 until the position of the end 7 reaches the right pillar inner 12a and absorb the collision load by the deformation of the bracket 30, the distance D is the instrument panel RF1. The minimum outer diameter d is equal to or greater than d.

Here, the distance D in FIG. 4A can also be expressed by the following equation (1).
D ≧ ΔX + L · cos θ−L (1)
In the above equation (1), ΔX is the amount of decrease in the vehicle width direction of the distance between the pair of front pillars 10 when the vehicle V collides before offset with a predetermined collision load. ΔX may be, for example, the distance between P1 and P2 in the vehicle width direction in FIG. P1 is a point where the axis of the instrument panel RF1 before the collision and the left pillar inner 11a intersect. P2 is a point where the axis of the instrument panel RF1 after the collision and the left pillar inner 11a intersect.

  In the above formula (1), L is the length of the instrument panel RF1 in the axial direction. For example, when the instrument panel RF1 is not bent and deformed, L may be the same value before and after the collision. In the above equation (1), θ is the rotation angle around the axis of the instrument panel RF1 in the up-down direction when the offset collision occurs with a predetermined collision load. For example, in FIG. 4B, the angle formed between the axis of the instrument panel RF1 before the collision and the axis of the instrument panel RF1 after the collision may be used.

Examples of the predetermined collision load include a collision load when it is assumed that the end portion 7 of the instrument panel RF1 reaches the right pillar inner 12a due to the collision. The predetermined collision load includes, for example, a collision load when it is assumed that the thickness in the vehicle width direction after deformation of the second bracket 34 is B due to the collision. In this case, the distance D in FIG. 4A may be expressed by the following formula (2) in consideration of the B.
D ≧ ΔX + L · cos θ−L + B (2)
Note that ΔX, θ, and B in the above formulas (1) and (2) can be calculated, for example, by actual measurement values or simulations at the time of a vehicle collision.

  With reference to FIG. 5, the said deformation | transformation of the bracket 30 is explained in full detail. FIG. 5A is a diagram illustrating an example in which the bracket is deformed when the vehicle collides. FIG.5 (b) is a figure which shows the continuation of Fig.5 (a). FIG.5 (c) is a figure which shows the continuation of FIG.5 (b).

  As shown in FIG. 5A, when the vehicle V collides with the obstacle B, a collision load is applied to the bracket 30 from the left to the right. Specifically, in the bracket 30, the collision load is transmitted from the second elongate member 4 to the second bracket 34 and is transmitted to the first bracket 31 via the bolt 35.

  As shown in FIG. 5B, as the collision load is transmitted, for example, the second bracket 34 is deformed in the right direction and the rearward direction. For example, the position of the weld W is relative to the position of the bolt 35. Is displaced relatively rearward. And from the instrument panel RF1 between the position where the first bracket 31 and the second bracket 34 are fixed (position of the bolt 35) and the position where the first bracket 31 and the instrument panel RF1 are fixed (position of the welded portion W). The applied load is concentrated.

  Subsequently, as shown in FIG. 5C, the second bracket 34 is deformed as a whole. In the second bracket 34, for example, the deformation extends to a position where the first bracket 31 and the second bracket 34 are fixed (position of the bolt 35), and the right edge portion of the second bracket 34 is displaced to the right side. As described above, since the deformation of the second bracket 34 easily proceeds from the position between the position of the bolt 35 and the position of the welded portion W, the axial compressive load applied to the instrument panel RF1 is reduced.

  The position of the center part of the steering wheel 21 will be described with reference to FIG. FIG. 6A is a schematic plan sectional view showing an example of a state before a collision of a conventional instrument panel RF. (B) is a schematic plane sectional view showing an example of a state after a collision of a conventional instrument panel RF.

  As shown in FIGS. 6A and 6B, in the conventional instrument panel RF50 mounting structure, a right pillar inner end 57 is formed by a bracket 51 and a bracket 52 at an end 57 on the right side (the other side in the axial direction) of the instrument panel RF50. They are connected to 12a without any particular separation. And as the 1st elongate member 53 and the 2nd elongate member 54, the cylindrical pipe of a low carbon steel is used, for example. The brackets 51 and 52 have a rigidity equal to or higher than that of the instrument panel RF50 (the long members 53 and 54).

  As shown in FIG. 6B, the collision load due to the collision is transmitted to the instrument panel RF 50 via the apron upper member F, the left pillar 11 and the bracket 2, and is transmitted from the instrument panel RF 50 to the brackets 51 and 52. For example, when the vehicle V collides with the obstacle B, the instrument panel RF 50 is compressed by applying a compressive load in the vehicle width direction between the bracket 2 and the brackets 51 and 52. In the instrument panel RF50, the compressive load in the axial direction increases, and for example, the load (stress) concentrates on the connecting portion 55 where the long members 53 and 54 are connected, and bending deformation occurs. In this case, the position of the center portion of the steering wheel 21 is C2 'where the amount of rightward movement from C1 is ΔS'. In this respect, in the present embodiment, the position C2 of the center portion of the steering wheel 21 is ΔS in which the rightward movement amount from C1 is smaller than ΔS ′, so that the displacement amount of the steering device 20 in the vehicle width direction is suppressed. Will be.

  As described above, in the present embodiment, the bracket 30 has a lower rigidity than that of the instrument panel RF1 and has a crushable structure. The right end (the other side in the axial direction) 7 of the instrument panel RF1 is separated from the right pillar inner 12a by a distance D equal to or greater than the minimum diameter d of the outer diameter of the instrument panel RF1. Thereby, for example, when the vehicle V collides with the obstacle B, when a compressive load is applied in the vehicle width direction, the bracket 30 is first deformed, and the right end 7 of the instrument panel RF1 reaches the right pillar inner 12a. Thus, an increase in the axial compressive load on the instrument panel RF1 is suppressed. Therefore, the bending deformation of the instrument panel RF1 can be suppressed. As a result, the amount of displacement of the steering device 20 in the vehicle width direction can be suppressed.

  In the present embodiment, in the second bracket 34, the position fixed to the instrument panel RF1 is closer to the driver's seat (one side in the axial direction) than the position fixed to the first bracket 31. In this case, when the second bracket 34 is deformed, the position where the first bracket 31 and the second bracket 34 are fixed (the position of the bolt 35) and the position where the first bracket 31 and the instrument panel RF1 are fixed (of the welded portion W). The load applied from the instrument panel RF1 can be concentrated between the second bracket 34 and the second bracket 34 easily. As a result, it is possible to reduce the axial compressive load applied to the instrument panel RF1.

  In the present embodiment, the instrument panel RF1 has a structure in which a plurality of long members (a first long member 3 and a second long member 4) having different outer diameters are arranged and coupled along the axial direction. ing. In this case, the compressive deformation of the instrument panel RF1 is liable to occur because the axial compressive load is concentrated at the joint location, and thus the above-described effect of suppressing the bending deformation of the instrument panel RF1 is particularly effective.

  Incidentally, in the present embodiment, the gap between the right end 7 and the right pillar inner 12a exhibits the above-described effects of suppressing the increase in compressive load on the instrument panel RF1 and suppressing the bending deformation of the instrument panel RF1, And it is found that the void portion has a correlation with the above-described effects. Further, it is actually found that the effect is sufficiently and sufficiently exhibited when the gap is defined by the minimum diameter d of the outer diameter of the instrument panel RF1. The instrument panel mounting structure 100 is based on such knowledge.

  As mentioned above, although embodiment which concerns on 1 side of this invention was described, this invention is not restricted to the said embodiment, It deform | transforms in the range which does not change the summary described in each claim, or it changes to others. You may apply.

  For example, although the vehicle V has been described as a left-hand drive vehicle in the above embodiment, the vehicle V may be a right-hand drive vehicle. Moreover, in the said embodiment, although the 1st bracket 31 (bracket 30) was directly fixed to the compartment side of the right pillar inner 12a, the 1st bracket 31 is added to the additional member which the right pillar inner 12a has on the compartment side, for example. It may be fixed. In this case, the right end 7 only needs to be separated from the additional member of the right pillar inner 12a by a distance D equal to or greater than the minimum diameter d of the outer diameter of the instrument panel RF1.

  In the above embodiment, the outer diameter d is the minimum diameter of the instrument panel RF1, but for example, the average diameter of the instrument panel RF1 may be adopted as the outer diameter d. Further, although the cylindrical pipe is used as the instrument panel RF1, it is not limited to the cylindrical pipe, and may be a square bar or a U-shaped cross section. In this case, as the outer diameter of the instrument panel RF1, for example, the diameter of a circle circumscribing a cross section of a square bar or a U-shaped cross section may be employed.

  DESCRIPTION OF SYMBOLS 1 ... Instrument panel reinforcement, 3 ... 1st elongate member (elongate member), 4 ... 2nd elongate member (elongate member), 7 ... End part of an axial direction other side, d ... Instrument panel reinforcement Minimum diameter of the outer diameter of the instrument, 10 ... front pillar, 20 ... steering device, 21 ... steering wheel, 30 ... bracket, 31 ... first bracket, 34 ... second bracket, 100 ... installation structure for instrument panel reinforcement, V: Vehicle.

Claims (3)

In a vehicle including a pair of front pillars disposed on both sides in the vehicle width direction and a steering device including at least a steering wheel, an attachment structure for attaching an instrument panel reinforcement via a bracket,
The instrument panel reinforcement is
Extending along the vehicle width direction between the pair of front pillars,
Supporting the steering device on one side in the axial direction;
The bracket is
Having a lower rigidity than that of the instrument panel reinforcement,
Connecting the other axial side of the instrument panel reinforcement to the front pillar,
The end on the other side in the axial direction of the instrument panel reinforcement is separated from the front pillar by a distance equal to or greater than the minimum diameter of the outer diameter of the instrument panel reinforcement ,
The bracket includes a first bracket disposed on the front side in the vehicle front-rear direction with respect to the extension line of the instrument panel reinforcement as viewed from the axial direction of the instrument panel reinforcement, and the first bracket as viewed from the axial direction. And a second bracket disposed on the rear side of the vehicle longitudinal direction,
The mounting structure of an instrument panel reinforcement, wherein the second bracket has a rigidity lower than that of the first bracket . Wherein the first bracket is fixed to the passenger compartment side of the front pillar,
Said second bracket, wherein is fixed to the first bracket is fixed to the instrument panel reinforcement,
2. The instrument panel reinforcement according to claim 1, wherein a position of the second bracket fixed to the instrument panel reinforcement is positioned on one axial side of a position fixed to the first bracket. 3. Attachment structure.   The instrument panel reinforcement mounting structure according to claim 1 or 2, wherein the instrument panel reinforcement has a structure in which a plurality of long members having different outer diameters are arranged along the axial direction and joined together. .

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