JPH07232556A - Interior trim for vehicle - Google Patents

Abstract

PURPOSE:To provide an interior trim where the deformation is started at a relatively low load, the deformation is appropriately advanced until the load reaches a high value, and a sufficient impact absorbing effect can be obtained without using an impact absorbing body such as foamed body in an interior trim for vehicle consisting of an external shell part and a rib. CONSTITUTION:A door trim 10 which is integratedly formed of the synthetic resin material consists of a recess-deformable external shell part 26 which forms a space between the door trim and an inner panel 16 to constitute the inner surface of a vehicle, and a number of ribs 28 which are integratedly provided on the rear side of the external shell part 26 and suppress the deformation of the external shell part 26, and a notched part 32 where a notch 30 is formed is provided in the rib 28 so that the ribs 28 may be broken when the load is applied from the inside of the vehicle. After the ribs are broken, pressing is made from the top part of an end 34 which is steep, and approximately mountain-shaped on the inner panel 16 side of the divided rib 28 to the inner panel 16, and the contact length with the inner panel 16 is gradually increased as the collapsible deformation is advanced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle interior trim, and more particularly to improvement of shock absorbing performance against a load applied from the inside of the vehicle.

[0002]

2. Description of the Related Art In the interior of an automobile, the outside of an instrument panel or door panel having a predetermined rigidity for the purpose of protecting the human body of an occupant in the event of a vehicle collision as well as the shape and appearance of a designed design. (Inside the room)
Various interior members having shock absorbing performance are attached to the. An example is the armrest described in Japanese Utility Model Publication No. 46-3284. Some of such interior members are provided with a shock absorber made of, for example, a urethane-based or olefin-based hard foam. However, while it is easy to obtain the desired shock-absorbing performance, a large volume is required and cost is reduced. Since it becomes high, it was not always applicable to the whole area around the driver's seat. For this reason, as an interior trim such as a door trim that does not use the above-mentioned shock absorber, it is integrally molded with a synthetic resin material and is integrally mounted on a rigid panel that forms a passenger compartment. An interior trim for a vehicle, which absorbs an impact applied from the inside of a vehicle compartment, wherein: 1) it is bulged from the panel so as to form a predetermined space with the panel, and constitutes an inner surface of the vehicle compartment. , An outer shell that deforms to the panel side when a load is applied from the inside of the passenger compartment,
2) It is conceivable that a large number of ribs are integrally provided on the back side of the outer shell so as to project toward the panel in a posture that is substantially perpendicular to the panel and suppress the deformation of the outer shell. ing. The vehicle interior trim shown in FIGS. 9 and 10 is an example of a door trim attached to the upper inside of the door, and the door trim 70 of FIG. 9A has a crosspiece (bone of a shoji) on the back side of the outer shell 72. 10A, the door trim 80 of FIG. 10A is provided with a honeycomb (honeycomb) rib 84 on the back side of the outer shell 82.

[0003]

However, when the door trims 70 and 80 having such ribs 74 and honeycomb ribs 84 are crushed, the crushing test results are shown in FIG. 9 (b) and FIG. As shown in FIG. 10 (b), since the initial rigidity due to the overall structural strength of the plurality of ribs connected to each other is high, the load rapidly increases in the initial stage of deformation, and the individual ribs are broken or seated. Along with sudden changes, peaks appearing in multiple steps due to bending, the final total deformation is small. In other words, even if the load is relatively large, the initial deformation is unlikely to occur, so a large impact is applied to the human body, and if the load exceeds the specified value, the rib breaks rapidly and the door trim is pressed against the panel. After that, the load is directly transmitted between the human body and the panel, and the desired shock absorbing characteristics cannot be obtained.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle interior trim composed of an outer shell and ribs without using a shock absorber such as foam. In (1), the deformation is started at a relatively low load, and the deformation is appropriately advanced until the load becomes high, so that a sufficient shock absorbing action can be obtained.

[0005]

To achieve the above object, the first invention is integrally formed of a synthetic resin material and integrally attached to a rigid panel forming a passenger compartment. An interior trim for a vehicle, which absorbs an impact applied from the inside of the vehicle compartment, and (a) is bulged from the panel so as to form a predetermined space between the panel and the vehicle interior trim. And an outer shell portion that forms an inner surface of the vehicle and that is deformed to the panel side when a load is applied from the inside of the passenger compartment, and (b) is substantially perpendicular to the panel on the back side of the outer shell portion. It is integrally provided so as to project to the panel side in such a posture that it suppresses the deformation of the outer shell portion, and when a load is applied to the outer shell portion from the inside of the vehicle compartment, the notch portion is provided in advance. Fractures along with the deformation of its outer shell And having a plurality of ribs is caused to collapse deformed by being pressed to the panel.

[0006]

In the interior trim for a vehicle as described above, a large number of ribs provided on the back side of the outer shell portion suppress the deformation of the outer shell portion to form the panel and the outer shell portion. Holds a predetermined space in between and backs up that the outer shell constitutes the inner surface of the passenger compartment, and when a load is applied to the outer shell from the inside of the passenger compartment, it breaks at the notch provided in advance. When the outer shell is deformed, the panel is pressed and deformed. In this case, since the rib is provided with the notch, the rib breaks from the relatively low load region to deform the outer shell toward the panel side, and the rib breaks due to the deformation. When is pressed substantially perpendicularly to the panel, the deformation of the outer shell progresses while the ribs are crushed and deformed. That is, the outer shell portion against which the human body is pressed begins to deform from the relatively low load region due to the breakage of the ribs, and the deformation gradually progresses to the high load region where the ribs are crushed and deformed. A good shock absorbing action is obtained in the process of crushing deformation, and the shock to the human body is alleviated. Further, since the vehicle interior trim of the present invention does not use a shock absorber such as foam, it is simple and inexpensive, and the protrusion to the vehicle interior is small so that it does not interfere with each part in the vehicle interior. There is an advantage that it can be arranged.

It should be noted that the size of the notch provided in the rib is determined so as not to break when a human body contacts the outer shell in a normal riding state, and the notch Characteristics of load (deformation resistance of interior trim) and amount of deformation applied to the outer shell depending on shape and size,
In particular, the magnitude of the load when the rib breakage progresses can be arbitrarily set.

[0008]

A second aspect of the present invention is a vehicle interior trim according to the first aspect of the present invention, wherein when the rib is divided by breakage at the cutout portion, One end has a pointed, generally mountain-like shape facing the panel and is pressed against the panel from the top of the mountain-like shape, and the contact length with the panel is gradually increased as the crush deformation progresses. It is a thing.

[0009]

When the rib is configured as described above, in the crushing deformation after the breakage at the notch,
The top of the approximately mountain shape that is sharp on the panel side first comes into contact with the panel to start crush deformation, and as the crush deformation progresses, the contact length with the panel gradually increases. The change in the deformation resistance during the transition is small, and the deformation resistance is smoothly increased with the progress of the crushing deformation, so that the impact on the human body is further alleviated. The characteristics of the load (deformation resistance) and the deformation amount when the crush deformation proceeds can be arbitrarily set by the shape and size of the mountain shape. The crush deformation of the rib does not necessarily have to start after the rupture in the cutout portion is completely completed, and the rupture and the crush deformation may partially overlap each other.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 1 is an example of a vehicle door 12 provided with a door trim 10 as a vehicle interior trim according to the present invention. It is a perspective view which abbreviate | omits a part and is shown. As can be seen from FIG. 2 showing the II-II cross section in FIG. 1, the door 12 includes an outer panel 14 made of a steel plate that forms the outer shape of the vehicle body, and an inner panel made of a rigid body that forms the predetermined shape of the vehicle interior. 16 and 16 are integrally coupled via a reinforcing connecting member (not shown) interposed in the middle so as to form a shell-like structure, and the door glass 18, the armrest and the armrest on the side of the interior and the cabin side. 20, a door pocket 22 and the like. Door trim 10
Is located on the inner upper portion of the door 12 where the shoulders and upper arms of the human body 24 in the riding state are mainly brought into contact, and is integrally attached to the inner panel 16 so as to have an appearance of a designed design and By absorbing the impact applied from the inside of the room, the human body 24
It has a function to protect. In this embodiment, the inner panel 16 corresponds to the panel.

As shown in FIG. 2, the door trim 10 has a substantially elliptical outer shape in a cross section perpendicular to the vehicle front-rear direction, and a predetermined space is formed between the door trim 10 and the inner panel 16 from the inner panel 16 side. The outer shell portion 26 that is bulged into the outer shell portion 26 and the back surface of the outer shell portion 26 that are continuously provided in the vehicle front-rear direction so as to project toward the inner panel 16 in a posture that is substantially perpendicular to the inner panel 16. It is an integrally molded product having a large number of ribs 28 formed therein, and is molded by injection molding, press molding (hot flow stamping), injection compression molding, blow molding or the like from a synthetic resin material such as ABS or polypropylene. The large number of ribs 28 are provided substantially in parallel in the vertical direction of the vehicle so as not to intersect with each other. Although the door trim 10 of this embodiment is separate from the armrest 20 and the door pocket 22, it is also possible to integrally form them.

The outer shell portion 26 is often constructed by bonding a surface material (not shown) such as a vinyl chloride sheet or a fabric sheet to the surface of the above resin base material (core material). It has a predetermined wall thickness as a material to form the inner surface of the vehicle interior by a design design, and when a load is applied from the inside of the vehicle interior, it is deformed so as to be recessed toward the inner panel 16 side. The many ribs 28 are formed on the outer shell 2.
By reinforcing 6 from the back side, the outer shell portion 26 constitutes a back surface of the inner surface of the vehicle compartment, and the structural strength of the entire door trim 10 enhances the rigidity to suppress the outer shell portion 26 from deforming (plastic deformation). To do. Therefore, the outer shell portion 26 does not have a recess even when pressed by the normal contact with the human body 24. The rib height projecting to the inner panel 16 side of the rib 28, the wall thickness dimension, the arrangement pitch, and the like are plastically deformed to the door trim 10 even if a load of a predetermined value or more, which is larger than the load during normal pressing, acts. It is stipulated that no

As can be seen from the perspective view of FIG. 3, each rib 28 has a width V from the rib ridge line at an intermediate position in the up-down direction corresponding to the most bulged portion of the outer shell portion 26 inside the vehicle compartment.
Notch 32 in which a notch 30 is formed by cutting out in a V shape
Have respectively. FIG. 4 shows a cross section perpendicular to the thickness direction at the position of the cutout 32. That is, the rib 28
Shows that the cross-sectional area is reduced at the position of the notch 32 and the strength is locally reduced. Particularly, when a tensile load is applied in the ridge direction of the rib 28, stress concentration occurs in the recessed corner of the notch 30. Occurs, and cracks are likely to occur from that position. However, the size and the corner shape of the notch 30 are determined so that the notch 32 does not break when the human body 24 contacts the outer shell portion 26 and is pressed in a normal riding state. Therefore, when a load of a certain amount or more is applied to the outer shell portion 26 from the inside of the vehicle compartment, the rib 28 is provided with the cutout portion 32.
In addition to being broken, the outer shell 26 is crushed and deformed by being pressed by the inner panel 16 as the outer shell 26 is deformed.

A process when the door trim 10 is crushed by applying a load from the outer shell portion 26 side is shown in FIG. 5, and the relationship between the deformation amount and the load is shown by a test device equipped with a load cell or the like for detecting the load value. Measured crushing test result (load-
A deformation amount diagram) is shown by a solid line in FIG. When a load F is applied as shown in FIG. 5A, stress concentration occurs at the corners of the notches 30 of the ribs 28, and cracks occur with tissue destruction, as shown in FIG. The outer shell portion 26 is broken at the notch portion 32 and is deformed by being recessed toward the inner panel 16 side.
The deformation area A in FIG. 6 is the cutout portion 32 of the rib 28.
It is a deformed part due to the progress of tissue destruction and fracture in
As compared with the test results of the conventional door trims 70 and 80 shown in FIGS. 9 and 10 shown by the one-dot chain line S and the two-dot chain line H, the load F, that is, the tendency of the deformation resistance to increase is very moderate. . This is the door trim 1 of this embodiment.
0 has ribs 28 of a suitable number (density) and arrangement, and the ribs 28 have cutouts 32, the door trim 70,
This is because, unlike 80, the rigidity is not increased more than necessary. Further, the magnitude of the load F in the deformation area A can be arbitrarily set by changing the shape and the size of the notch 30.

The rib 28, which is broken and divided as shown in FIG. 5B, has one end 34 on the notch 32 side (notch 30 side).
Has a sharp mountain shape facing the inner panel 16, and when the outer shell portion 26 is further deformed, one end 34 thereof is formed.
The top portion of the rib first comes into contact with the inner panel 16 substantially vertically, and the crushing deformation of the rib 28 starts. Since the crushing deformation of the rib 28 starts from the top of the one end 34 in this way, the initial deformation resistance, that is, the load F, is relatively small, and the fluctuation of the load F when transitioning from rupture to crushing deformation is small. Further, since the contact length between the rib 28 and the inner panel 16 gradually increases as the deformation of the outer shell portion 26 progresses, the deformation resistance (load F) of the crushing deformation is the deformation region B of FIG. It is smoothly increased as shown in. FIG. 5C shows a state in which the crush deformation of the rib 28 has progressed in this way. The shape of the rib 28 is determined such that the one end 34 faces the inner panel 16 to form a sharp, substantially mountain shape by being broken and divided at the cutout portion 32 in this manner. By appropriately changing the shape and size, it is possible to arbitrarily set the characteristics of the load F and the deformation amount when the crush deformation proceeds.

When the deformation area B of FIG. 6 is exceeded, the rib 28 is crushed almost completely, and the load F rapidly increases due to the deformation resistance of the inner panel 16. The total amount of deformation (A + B) until it exceeds the deformation area B is the same as that of the conventional door trim 70, 8
Although it is larger than 0, this is mainly due to the crushing deformation of the ribs 28, and in the present embodiment, the number (density) of the ribs 28.
Are formed relatively independently of each other,
In addition, since the mountain-shaped top is pressed against the inner panel 16 after being broken, a relatively large amount of deformation can be secured by the crushing deformation of the rib 28. On the other hand, the cross-shaped ribs 74 intersecting each other as shown in FIG. 9A and the ribs 84 continuous as a honeycomb as shown in FIG. 10A are provided between the outer shells 72 and 82 and the panel. The rib itself occupies a large volume in the space
The deformation resistance of the portion where the rib intersects is large, and the displacement of the outer shell portion due to the crushing deformation of the rib cannot be expected as expected.

As described above, in the door trim 10 of this embodiment, since the rib 28 is provided with the notch 32,
The ribs 28 are ruptured from a relatively low load region to deform the outer shell portion 26 toward the inner panel 16 side, and
When the ruptured rib 28 comes to be pressed by the inner panel 16, the deformation of the outer shell portion 26 proceeds while crushing and deforming the rib 28. That is, the outer shell portion 26 against which the human body 24 is pressed starts to deform from the relatively low load region due to the fracture of the rib 28, and gradually deforms to the high load region where the rib 28 is crushed and deformed. A good shock absorbing action is obtained in the process of the rib 28 being ruptured or crushed and deformed, and the shock to the human body 24 is alleviated. Further, since a shock absorber such as a foam that needs to be separately prepared is not used, the door trim 10 can be configured easily and inexpensively, and the protrusion into the vehicle interior can be minimized to obstruct the door 12. There is an advantage that it can be arranged so as not to become

When the notch 32 is broken and divided, the rib 28 has a substantially mountain-like shape in which one end 34 on the notch 32 side faces the inner panel 16 and has a sharp peak shape. When it comes into contact with the inner panel 16 and crushing deformation begins,
Since the contact length with the inner panel 16 is gradually increased as the crushing deformation progresses, the change in the deformation resistance (load F) when the rib 28 shifts from the rupture to the crushing deformation is small, and the crushing deformation The deformation resistance is smoothly increased with the progress, and the impact on the human body 24 is further moderated.

Next, another embodiment of the present invention will be described. The same parts as those in the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted.

The door trim 40 shown in FIG. 7 is attached to the inner panel 16 of the door 12 similarly to the door trim 10, and is an embodiment showing a mode in which the notch portion of the rib 28 is different. Outer shell portion 42 and rib 4
The basic shape of 4 is the same as the outer shell portion 26 and the rib 28. Each rib 44 has a pair of grooves 46 at the same position from both sides in the thickness direction at an intermediate position in the vertical direction corresponding to a portion of the outer shell portion 42 that bulges out to the innermost side of the vehicle compartment. Each thin cutout 48 is formed along the direction perpendicular to the panel 16. FIG. 8 shows a cross section perpendicular to the thickness direction at the position of the cutout portion 48. Also in this case, the rib 44 is easily broken at the cutout portion 48, and the outer shell portion 42 starts to deform from a relatively low load region.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, in the above embodiment, one rib 28,
Although one notch 32, 48 is provided in 44, the rib may be divided into three or more parts by providing a plurality of notches in the ridge direction of the rib.

Further, in FIG. 6, the load F is temporarily reduced at the boundary between the deformation region A due to the rupture of the rib 28 and the deformation region B due to the crushing deformation. By changing or providing protrusions on both sides of the notch 32, a part of the rib 28 abuts the inner panel 16 near the end of the rupture so that crush deformation starts, and the load F changes more smoothly. It is also possible to do so.

Although the ribs 28 and 44 are provided in the vertical direction perpendicular to the vehicle front-rear direction in the above embodiment, the ribs are provided in a direction parallel to the vehicle front-rear direction. The present invention can be similarly applied to various aspects including a rib provided in a posture that is substantially vertical to the inner panel 16 including other directions. It is also possible to provide ribs that intersect with each other within a range that does not hinder the crushing deformation of the ribs.

Further, in the above embodiment, the door trims 10, 4 are
Although the case of 0 has been described, it goes without saying that the present invention can be similarly applied to other vehicle interior trims such as a front header trim and a pillar garnish.

Although not illustrated one by one, the present invention can be carried out in variously modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a perspective view showing an example of a door provided with a door trim which is an example of a vehicle interior trim of the present invention.

FIG. 2 is a sectional view taken along line II-II in FIG.

FIG. 3 is a perspective view illustrating the structure on the back side of the door trim shown in FIG.

FIG. 4 is a cross-sectional view in a thickness direction of a notch portion of a rib of the door trim shown in FIG.

FIG. 5 is a cross-sectional view showing a deformation process in which a load is applied to the door trim of FIG. 3 from the outer shell side to crush the door trim in the order of (a), (b), and (c).

6 is a diagram showing a relationship between a deformation amount and a load when the door trim shown in FIG. 3 is deformed as shown in FIG.

FIG. 7 is a perspective view illustrating the structure of the back side of a door trim that is another embodiment of the present invention.

8 is a lateral cross-sectional view in the thickness direction of a notch portion of a rib of the door trim shown in FIG.

FIG. 9 is a diagram illustrating an example of a conventional door trim, and is a diagram illustrating a structure of a back surface side and a relationship between a deformation amount and a load in a crushing deformation test.

FIG. 10 is a view for explaining another example of the conventional door trim, and is a view showing the structure of the back surface side and the relationship between the deformation amount and the load in the crush deformation test.

[Explanation of symbols]

 10, 40: Door trim (vehicle interior trim) 16: Inner panel (panel) 26, 42: Outer shell portion 28, 44: Rib 32, 48: Notch portion 34: One end

Claims (2)

[Claims] 1. An interior trim for a vehicle, which is integrally molded with a synthetic resin material and is integrally attached to a rigid panel forming a passenger compartment to absorb a shock applied from the inside of the passenger compartment. When the panel is bulged from the panel so as to form a predetermined space between the panel and the inner surface of the vehicle compartment, a load is applied from the inside of the vehicle compartment. An outer shell portion that deforms toward the panel side, and a back side of the outer shell portion that are integrally provided so as to project toward the panel side in a posture that is substantially perpendicular to the panel, and suppress deformation of the outer shell portion At the same time, when a load is applied to the outer shell portion from the inside of the vehicle compartment, the outer shell portion is broken at a notch portion provided in advance, and is deformed by being pressed by the panel as the outer shell portion is deformed. Vehicle having a rib of Interior trim. 2. When the rib is divided by breaking at the notch, one end on the notch side has a substantially mountain shape that is sharp facing the panel, and from the top of the mountain shape. The vehicle interior trim according to claim 1, wherein the contact length with the panel is gradually increased as the panel is pressed by the panel and the crushing deformation progresses.