JPH0924786A - Impact energy absorbing structure in cabin - Google Patents

Abstract

PROBLEM TO BE SOLVED: To protect occupants in a cabin while impact energy at the time of collision is being absorbed by restraining a pillar part from being widened while both a width of an opening in the vicinity of the pillar part and the excellent appearance of a vehicle are being secured in relation to an energy absorbing structure in the cabin for protecting occupants in the cabin from impact to the pillar part. SOLUTION: Structure is provided with a pillar part 1, and a trim member 10 which is provided with a front face part 10A covering a front face in a cabin of the pillar part 1, and with a trim member 10 provided with a side peripheral part 10C covering a side peripheral part in the cabin and the like, and an impact absorbing member 23 capable of absorbing impact energy from the oblique side direction of the pillar part 1 in the inside of the cabin, is also provided in the insides of a side peripheral part and the like of the trim member 10, so that the impact absorbing member 23 thereby guides the side peripheral part 10C of the trim member 10 and the like to a position where abutment against a side peripheral end part of the pillar part 1 can be avoided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suitable for use in protecting the occupant by absorbing impact energy applied to the pillar portion of the occupant in the passenger compartment in the event of a collision of the vehicle. The present invention relates to an impact energy absorption structure in a room.

[0002]

2. Description of the Related Art Recently, as the automobile society matures,
The demand for safety measures for passengers is increasing. In particular, various techniques have been developed as protection measures for occupants in the event of an automobile collision.

For example, as a measure for protecting the vehicle cabin (cabin) at the time of a collision, the impact energy from the front and rear of the vehicle body can be absorbed against the impact from the front and rear direction at the time of the collision while the vehicle body itself is crushed. Shock absorbing structures have become widespread. Further, as a measure for directly protecting the occupant's body in the event of a collision, the development of an air bag and the like in addition to a headrest and a seat belt is being promoted.

In other words, as a form of collision, the vehicle may be rear-end collided. In such a rear-end collision, however, the occupant receives a strong rearward force due to inertial force or the like. On the other hand, since the headrest supports the occupant's back and head together with the seatback, the occupant avoids a rearward collision while being supported by the seatback and the headrest.

Further, for example, in the case of a collision from the front,
The occupant receives a strong positive force from inertia. On the other hand, since the seat belt prevents the occupant from moving forward, the occupant can avoid a frontal collision. Also,
When an occupant receives an extremely strong force in the forward direction, the airbag elastically absorbs the impact energy to the front of the occupant, so that the occupant can avoid a collision with the front steering wheel, dash panel, window, etc. it can.

[0006]

By the way, as a typical form of collision of an automobile, a front and rear collision is a typical form of collision. As I have learned that there are many,
As measures against such a side collision, measures have been developed to protect the passenger compartment by increasing the strength of the door, for example, by adding a reinforcing material to the door panel.

Further, in the case of a collision of an automobile, it is possible that the occupant receives a force such as a collision with a side surface of the passenger compartment due to an inertial force acting on the passenger in the passenger compartment. That is, as described above, when a force is applied to the occupant in the front-rear direction of the vehicle body at the time of the collision, the seat back, the headrest, the seat belt, the airbag, etc. are used to avoid the collision of the occupant with the front rear portion of the passenger compartment. However, if the occupant receives a force toward the side surface inside the vehicle compartment, the occupant may collide with the side surface inside the vehicle compartment.

Therefore, in particular, it is desired to prevent an occupant from colliding with a high-strength portion of the side surface of the passenger compartment.
Pillars are typical of the high-strength portion of the side surface of the passenger compartment. For example, FIG. 5 is a diagram showing an example of a test range and a shock direction range of a shock absorption test for inspecting whether or not a shock absorption structure required for a pillar portion for protecting an occupant satisfies a standard. Although the center pillar is shown here, a shock absorption test is performed from a range and a direction indicated by hatching in a required height range of the pillar inner 2 provided on the vehicle interior side of the pillar (center pillar) 1. To do. That is, a predetermined impact load is applied by an object imitating an occupant from a corresponding direction in the entire range of the pillar 1 from the front side flange portion 4 where the pillar inner 2 is coupled with the pillar outer portion 3 to the rear side flange portion 5, and the impact is applied. Test whether absorption is sufficient.

When a shock absorbing structure is provided inside the pillar portion, the shock is absorbed before the object directly reaches the pillar inner 2 even if a predetermined shock load is applied from a required direction in such a region. If it does, it can be determined that there is no problem with the shock absorbing structure. Note that reference numerals 6 and 7 in FIG. 5 are flange trims that are generally mounted on the flange portions 4 and 5.

A typical example of such a mode of applying an impact load is a toward the center of the front of the pillar inner 2.
Direction from the direction of the pillar inner 2 and the impact test from the direction b, b'to the side of the pillar inner 2 and the pillar inner 2
It is an impact test from the c and c'directions toward the flanges 4 and 5 at the edge of the. In this way, the impact absorption test is performed from each direction in consideration of all the directions in which the occupant may collide with the pillar 1, and conversely, the direction in which the occupant moves toward the pillar 1. It is desirable to realize a shock absorbing structure that can surely absorb the impact energy from each of these directions and protect the occupant even if an attempt is made to collide from the vehicle.

Generally, there are widely used passenger cars in which the pillar inner 2 is covered with a trim. Such a trim improves the appearance of the passenger compartment and gives a tactile sensation when an occupant contacts the pillar portion. It's about making it good. As such a conventional trim, for example, a trim shown in FIG. 6 is generally used. That is, as shown in FIG. 6, there is no member interposed between the pillar inner 2 and the trim 7 for absorbing a particular shock, and the gap between the pillar inner 2 and the trim 8 is not provided. d is also small, and when a shock is applied to the trim 8, the pillar inner 2 immediately hits the bottom.

Therefore, as shown in FIGS. 7 and 8, a trim 10 having a shock absorbing rib 11 therein has been developed.
In the trim 10, the impact absorbing rib 11 is made of resin, and the impact absorbing rib 11 is formed integrally with the trim 10. Note that, in FIG. 8, contrary to FIG. 5, the pillar inner 2 is drawn upward and the pillar outer 3 is drawn downward.

As shown in FIG. 8, the trim 10 has a vehicle interior side surface 2A extending vertically in the widthwise center of the pillar inner 2.
Corresponding to the central flat portion 10A and side edge curved portions 10B and 10C that are smoothly curved from both side edges of the central flat portion 10A so as to cover the flange portions 4 and 5 formed at the edges of the pillar inner 2. I have it. Side edge curved portion 10B,
The edges 10b and 10c of 10C reach the outside of the vehicle body rather than the positions of the flange portions 4 and 5. Further, flange trims 6 and 7 are attached to the flange portions 4 and 5.

As shown in FIG. 7, the shock absorbing rib 11 includes a rib 12 for the central portion formed on the back surface of the central flat portion 10A of the trim 10, and a side edge curved portion 10B of the trim 10.
And a side edge rib 13 formed on the back surface of 10C. The central rib 12 includes a plurality of vertical ribs 14A arranged at required intervals so as to extend in the longitudinal direction of the pillar 1.
14B and 14C and a plurality of lateral ribs 15 arranged at required intervals so as to extend in the width direction of the pillar 1 are configured to be coupled to each other.
By A, 14B, 14C and a plurality of lateral ribs 15,
It is formed in a honeycomb structure in which square cells are arranged.

The longitudinal ribs 14A, 14B, 14C
Of the ribs 14A, 14B and the plurality of lateral ribs 15,
The length is set so that when the trim 10 is mounted on the pillar inner 2, the tip end comes into contact with or approaches the vehicle cabin inner surface 2A of the pillar inner 2. On the other hand, the vertical ribs 14C located on the side edge curved portion 10C side cover the side edge curved portion 1 of the trim 10 so as to cover the end faces of the flange portions 4 and 5 of the pillar 1.
It extends to the position of the edge 10b, 10c of 0B, 10C, and the flange 16
It is shaped so as to sandwich the flange portion 5 to which 7 is attached.

A plurality of side edge ribs 13 extend in the width direction of the pillar 1 at a required interval so as to be parallel to the lateral ribs 15, and the side edges 13a thereof are the side edge curved portions of the trim 10. The edge 10c of 10C is formed. Further, the tip end portion 13b is connected to the vertical rib 14C, and has a length of about 4 mm.
It is formed in a kind of honeycomb structure in which prismatic cells are arranged. Here, since the side edge curved portion 10C of the trim 10 is required to have a relatively large rigidity in order to absorb impact, the side edge ribs 13 are provided at a higher density than the lateral ribs 15.

With such a structure, when an occupant tries to collide around the pillar 1, the impact from the direction a is mainly caused by the ribs 14B and 15 being buckled and broken depending on the impact energy. Absorbs energy and absorbs impact energy while the ribs 13 and 14C mainly buckle and break when impacted from the b direction, and when impact is applied from the c direction, the ribs 13 and 14C mainly deform and buckle. It absorbs impact energy while doing or destroying.

By the way, the above-mentioned absorption of impact energy is
Since the trim 10 must be completed before it reaches the pillar inner 2, it is necessary to secure a sufficient distance from the trim 10 to the pillar inner 2 (corresponding to the length of each rib), that is, an energy absorption stroke. However, if an attempt is made to secure a sufficient energy absorption stroke in this manner, the trim 10 will largely protrude toward the passenger compartment, causing a problem. In particular, the side edge curved portion 10 of the trim 10
If an energy absorption stroke is to be secured against impacts from B and 10C toward the flange portion 5, that is, impacts from the c'direction and the c direction, the width of the trim 10 (exterior length in the vehicle length direction). The width of the pillar portion (entire pillar portion including the trim 10) must be increased, which reduces the door opening width and reduces the ease of getting on and off, and the appearance of the vehicle (looks good). ) Will be aggravated.

For example, as shown in FIG. 9, in response to a shock from the side edge curved portion 10C of the trim 10 in the direction c, the rib 13 is mainly deformed and broken to absorb the shock energy, but the surface of the trim 10 is not absorbed. Between the edge of the flange portion 5 (distance D1), in addition to the trim 10, a rib 14C with which the inner end of the rib 13 abuts and a flange trim 7 are interposed,
Since the uncrushed portions 20 such as the ribs 13 intervene in this, as an effective energy absorption stroke S, these interpositions are larger than the distance (protrusion amount) D1 between the surface of the trim 10 and the edge of the flange portion 5. The thickness of the object is reduced by D2 (S = D1-D2).

Therefore, when the impact body H imitating the head is collided, the impact energy is ideally kept until just before the impact body H contacts the edge of the flange portion 5 as indicated by the reference numeral H1. Although it is sufficient to continue absorbing the shock, in reality, shock absorption must be performed before the impact body H advances from the position H2 to the position H3. Since the width of the pillar portion is expanded by the protrusion of the trim 10 corresponding to the thickness D2, there is a problem that the door opening width is reduced to reduce the entry / exitability, and the appearance (look) of the vehicle is deteriorated. is there.

By the way, Japanese Utility Model Laid-Open No. 3-37040 discloses a pillar garnish mounting structure. However, this technique allows the mounting position of the pillar garnish to be adjusted, and as described above, the pillar garnish can be mounted against the impact applied to the pillar. Are not taken into consideration and cannot solve the above-mentioned problems. Further, Japanese Utility Model Laid-Open No. 3-68149 discloses a mounting structure for a pillar trim, but this technique is intended to prevent the deformation of the pillar trim, and as described above, the impact applied to the pillar is taken into consideration. No, it cannot solve the above problems.

The present invention was devised in view of the above-mentioned problems, and even if the occupant collides his head with the inside of the passenger compartment of the pillar, the occupant can be protected while absorbing the impact energy at the time of the collision. In addition, it is an object of the present invention to provide an impact energy absorbing structure in the vehicle interior that suppresses the widening of the pillar portion due to this protection to secure an opening width near the pillar portion and a good appearance of the vehicle. To do.

[0023]

Therefore, an impact energy absorbing structure for a vehicle interior according to a first aspect of the present invention is provided with a pillar provided on a vehicle, and a front surface portion covering a front surface of the pillar on the vehicle interior side. And a trim member having a side edge portion that covers an inner side edge portion of the pillar of the pillar, and a trim member that covers the inner side of the pillar interior portion of the vehicle, and the vehicle of the pillar is provided inside the side edge portion of the trim member. An impact absorbing member capable of absorbing impact energy from an oblique side of the room is provided, and the impact absorbing member abuts the side edge portion of the trim member with the side edge portion of the pillar when absorbing the impact energy. It is characterized in that it is configured to guide the user to a position where he / she does not.

As a result, the impact absorbing member provided inside the side edge portion of the trim member absorbs the impact energy from the side diagonally inside the vehicle interior of the pillar. At the time of absorbing this impact energy, the side edge portion of the trim member is also deformed, but at the time of this deformation, the impact absorbing member guides the side edge portion of the trim member to a position where it does not contact the side edge end portion of the pillar. The deformation of the trim member is not regulated by the side edge portion of the pillar, and the impact energy absorption stroke of the trim member increases.

According to a second aspect of the present invention, in the impact energy absorbing structure for a vehicle interior according to the first aspect, the impact energy from the front side of the interior of the pillar is absorbed inside the front portion. It is characterized in that it is provided with a shock absorbing rib. Thus, when an impact is applied from the front side of the pillar on the vehicle interior side, the impact absorbing rib provided inside the front portion of the trim member absorbs the impact energy.

According to a third aspect of the present invention, there is provided the impact energy absorbing structure for a vehicle interior, wherein the impact absorbing rib and the trim member are integrally formed of a resin material. There is. As a result, the impact absorbing rib and the trim member are integrally formed of a resin material, so that the impact energy can be absorbed easily while the impact absorbing rib cooperates with the trim member.
Further, the number of parts can be reduced, and the impact absorbing rib and the trim member can be extremely easily manufactured by molding or the like.

According to a fourth aspect of the present invention, there is provided the shock energy absorbing structure for a vehicle interior according to any one of the first to third aspects, wherein the shock absorbing member is deformed in a required deformation mode at the time of inputting the shock energy. It is characterized by being a flexible member that can be used. As a result, the impact absorbing member deforms in a required deformation mode while flexing when impact energy is input, so that the side edge portion of the trim member can be appropriately guided so as not to contact the side edge portion of the pillar. .

According to a fifth aspect of the present invention, there is provided a shock energy absorbing structure for a vehicle interior according to the fourth aspect, wherein the impact absorbing member has a bending point in advance so that the impact absorbing member can be deformed in the required deformation mode. It is characterized in that it is a formed sheet metal member. As a result, the impact absorbing member is deformed into the required deformation mode described above while being bent and deformed at the bending point formed in advance. Further, since the impact absorbing member is a sheet metal member, it is possible to secure required rigidity while reducing the plate thickness, and it is easy to absorb impact energy with a short deformation stroke.

According to a sixth aspect of the present invention, there is provided an impact energy absorbing structure for a vehicle interior, comprising:
The shock absorbing member is a trim member mounting bracket having one end coupled to the pillar and the other end coupled to a side edge portion of the trim member. As a result, the impact absorbing member is a trim member mounting bracket, one end of which is connected to the pillar and the other end of which is connected to the side edge portion of the trim member. While supporting the trim member, it is possible to absorb impact energy at the time of impact input.

According to a seventh aspect of the present invention, there is provided a vehicle interior impact energy absorbing structure according to any one of the first to sixth aspects, wherein a flange portion is formed at a side edge portion of the pillar, and the trim is provided. It is characterized in that the side edge portion of the member is disposed so as to cover the flange portion from the inside of the vehicle compartment while keeping a distance from the flange portion for an impact energy absorbing stroke.

As a result, the side edge portion of the trim member covers the flange portion from the inside of the passenger compartment while keeping a distance for the impact energy absorbing stroke from the flange portion, so that the side edge portion of the pillar is directed. Even when an impact is applied, the impact energy is absorbed by the time the trim member reaches the vicinity of the flange portion, and the impact body does not directly contact the flange portion.

According to an eighth aspect of the present invention, there is provided a shock energy absorbing structure for a vehicle interior according to the seventh aspect, wherein a flange trim is attached to the flange portion, and the side edge of the trim member is attached to the flange trim. It is characterized in that a protrusion is formed so as to be joined to the edge of the portion. As a result, the protruding portion of the flange trim mounted on the flange portion is joined to the end edge of the side edge portion of the trim member, so that the flange portion is completely covered with these flange trim and trim member. This improves the appearance of the vehicle.

[0033]

Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show an impact energy absorbing structure in a vehicle compartment as one embodiment of the present invention. In this embodiment, a center pillar will be described as an example. Further, although FIG. 1 mainly shows the second half of the center pillar, the first half is also configured in substantially the same manner as the second half around the pillar center line CL shown by the chain line.

As shown in FIG. 1, the inner side surface 2 of the pillar (center pillar) 1 of the pillar inner (inner member) 2
A trim (trim member) 10 is provided so as to cover A. Inside the trim 10, shock absorbing ribs 11 and 12 are provided, so that the trim 10 can be installed in the pillar inner 2
The impact absorbing ribs 11 and 12 are interposed between the vehicle interior side surface 2A of the pillar inner 2 and the trim 10 by mounting the impact absorbing ribs 11 and 12. In addition, 3 is a pillar outer (outer member).

In this embodiment, the trim 10 and the shock absorbing ribs 11 and 12 are both made of resin, and the shock absorbing ribs 11 and 12 are formed integrally with the trim 10. As shown in FIGS. 1 and 2, such a trim 10 includes a front face portion 10A corresponding to a front face (a front face inside the vehicle interior) of a vehicle interior side face 2A extending vertically in the center of the pillar inner 2 in the width direction, and the pillar inner. A side edge curved portion that is smoothly curved from both side edges of the front portion 10A so as to cover the flange portions 4 and 5 formed on the edge portion 2 (that is, the edge portion on the vehicle interior side of the pillar 1) from the vehicle interior side. (Side edge) 10B, 10C
With Here, the side edge curved portions 10B, 10
The edges 10b and 10c of C are formed slightly inward of the vehicle body relative to the positions of the flange portions 4 and 5, but the flange portions 4 and 5
Is arranged so as to cover the interior of the vehicle from the inside of the vehicle, thereby improving the appearance of the inside of the vehicle near the pillar.

The front portion 10A of the trim 10 is separated from the side surface 2A of the interior of the pillar inner 2 by a predetermined distance D1, and the impact absorbing ribs 11 and 12 have such a trim 1
0 is formed on the back surface, and the front portion 10A and the vehicle interior side surface 2A
It is installed so as to intervene between and. The shock absorbing ribs 12 are provided in the center of the trim 10 in the width direction, and the shock absorbing ribs 11 are provided on both sides of the shock absorbing ribs 12.

Of these, the shock absorbing rib 11 is the trim 1
On the back surface of the front portion 10A of No. 0, it is configured as a plane perpendicular to the center portion of the front portion 10A or the side surface 2A of the pillar inner 2 in the passenger compartment. Further, the shock absorbing rib 12 is provided on the front surface portion 10.
A and a pair of inclined flat surfaces 12A having a slight angle with the central portion of the vehicle interior side surface 2A of the pillar inner 2 and a central front surface 12B that abuts against the vehicle interior side surface 2A of the pillar inner 2. The trim 10 is screwed to the central plane. A screw hole 12C for screwing to the pillar inner 2 through 22 is provided, and the shock absorbing rib 12 is configured as a shock absorbing member / mounting member.

These impact absorbing ribs 11 and 12 mainly absorb the impact from the front direction (a direction) of the pillar inner 2, and also the oblique direction (b, b ') of the pillar inner 2.
It absorbs some of the impact from the direction).
Particularly, in cooperation with a bracket 23 as a shock absorbing member made of sheet metal, which will be described later, the trim 10 is provided with respect to a required magnitude of impact from, for example, a direction, b, b'direction, c, c'direction. In order to absorb the energy before the collision with the surface of the pillar inner 2, the trim 10 itself and each rib 11,
12 rigidity and the distance D between the trim 10 and the pillar inner 2
1 and D2 are set. The rigidity of the trim 10 and the ribs 11 and 12 may be set to a desired size by the thicknesses T, T1 and T2 and the intervals D3 and D4, depending on the material settings thereof. The angle θ can also contribute to the rigidity adjustment.

On the other hand, the side edge curved portions 10B and 10C are separated from the flange portions 4 and 5 of the pillar inner 2 by a predetermined distance D2, and the side edge curved portions 10B and 10C and the pillar inner 2 are made of sheet metal. Trim mounting bracket (hereinafter referred to as shock absorbing bracket) that is the shock absorbing member of
3 is interposed. This shock absorbing bracket 23
Is made of sheet metal and has screws or screws 24A, 24 at both ends.
B is connected to the pillar inner 2 and the side edge curved portions 10B and 10C, and the trim 10 is fixed to the pillar inner 2.
Therefore, the shock absorbing bracket 23 and the pillar inner 2
And the side edge curved portions 10B and 10C have screw holes or screw holes 2
5 are formed.

The shock absorbing bracket 23 made of sheet metal is pre-bent at the bending points P1, P2 and P3, and a shock is applied to the pillar inner 2 from a shallow inclination direction (c, c'direction). Then, the impact absorbing bracket 23 absorbs impact energy while increasing the degree of bending at the bending points P1, P2, P3. In particular, the deformation mode of the bracket 23 at the time of bending is, as shown by the chain line in FIG. 1, the side edge curved portions 10B and 10B.
It is set so as to guide the end portion of C to the inside of the vehicle compartment rather than the flange portions 4 and 5.

The bracket 23 mainly absorbs the impact from the shallow inclination direction (c, c'direction) on the pillar inner 2, and also a part of the impact from the oblique direction (b, b'direction) of the pillar inner 2. The shock absorbing ribs 11 and 12 cooperate with each other to absorb the shock. Therefore, the bracket 23 can absorb energy by a required magnitude of impact from, for example, the c, c'direction or the b, b'direction until the trim 10 collides with the surface of the pillar inner 2. , Its stiffness is set. Of course, the rigidity of the bracket 23 is determined by the trim 10 and the ribs 11, 1 described above.
It is set in relation to the rigidity of 2.

The deformation mode of the bracket 23 as described above is determined by the fixing point (the screw or the screw 24) of the bracket 23.
A, 24B) and bending points P1, P2, P3
It can be set by adjusting the mutual distance between. In addition, here, although it is expressed as a point such as a bending point or a fixed point, this is a point in a plan view state as shown in FIG. 1, and the bracket 23 is actually a vertical position as shown in FIG. It has a length in the direction, and the bending point and the fixing point are actually linear.

In this embodiment, the shock absorbing rib 1 is used.
The end of the bracket 1 on the side of the pillar inner 2 is in contact with the end of the bracket 23 on the side of the pillar inner 2. Further, in this structure, the flange trim 6, which is attached to the flange portions 4 and 5,
Lip-shaped protrusions 6A and 7A are protruded from the outer end portion of 7, and the protrusions 6A and 7A are joined to the vehicle outer surface of the side edge curved portions 10B and 10C of the trim 10 to form the trim 10.
The inside is shielded. 6B and 7B are flange portions 4,
5 is an integrally formed weather strip.

Since the impact energy absorbing structure for the vehicle interior as one embodiment of the present invention is constructed as described above, when the occupant tries to collide around the pillar 1, the shock absorbing structure is provided as follows. And protect the occupants. That is, for example, as shown in FIG.
When a shock is applied from the direction, mainly the shock absorbing rib 1
1, 12 bear this impact and these ribs 11, 12
While the buckle deforms or breaks according to the impact energy, the impact energy is absorbed before the front portion 10A of the trim 10 reaches the pillar inner 2.

Therefore, the occupant can see the front portion 1 of the trim 10.
Even if the vehicle collides with 0A from the a direction, the impact is buffered to a certain level or less, and the occupant can be protected. Further, for example, as shown in FIG. 1, when an impact is applied to the front portion 10A and the side edge curved portions 10B and 10C of the trim 10 from the b'direction or the b direction, the ribs 11 and 12 and the impact absorbing bracket 23 are provided.
Cooperate with each other to bear this impact, and while these 11 and 12 buckle or break depending on the impact energy and the bracket 23 bends and deforms, the trim 10 is applied to the corner of the pillar inner 2. Before it reaches this impact energy is absorbed. Therefore, even if the occupant collides with the trim 10 from the b and b'directions, the impact is buffered to a certain level or less, and the occupant can be protected.

Further, as shown in FIG. 1, for example, when an impact is applied to the side edge curved portions 10B and 10C of the trim 10 from the c'direction or the c direction, in this case, the bracket 23 mainly bears the impact. The impact energy is absorbed before the trim 10 reaches the positions of the flange portions 4 and 5 of the pillar 1 while the bracket 23 is flexibly deformed (due to elastic deformation or plastic deformation). Therefore, even if the occupant collides with the trim 10 from the c and c'directions, the impact is buffered to a certain level or less, and the occupant can be protected.

In particular, when an impact is applied from the c'direction or the c direction, the end portions of the side edge curved portions 10B and 10C are shown by chain lines in FIG. 1 guided by the bending of the bracket 23. As described above, since it advances toward the passenger compartment side from the flange portions 4 and 5, it is possible to continue absorbing the impact energy until the surfaces of the side edge curved portions 10B and 10C reach the vicinity of the tips of the flange portions 4 and 5. it can.

That is, when the impact such as the thickness of the trim or the rib or the uncrushed portion of the rib is eliminated, and the impact body H imitating an occupant is collided, as shown in FIG.
As shown by the symbol H1, the impact energy can be continuously absorbed until just before the contact with the edge of the flange portion 5. Therefore, the entire distance D1 (see FIG. 9) between the surface of the trim 10 and the edge of the flange portion 5 can be effectively used as the impact energy absorption stroke S.

As a result, it is possible to suppress the width of the pillar portion from widening while sufficiently securing the absorption stroke S, avoiding the reduction of the door opening width, ensuring the entry / exitability, and the appearance of the vehicle. It is possible to obtain effects such as improving (look). And the bracket 2 for mounting the trim
Since 3 also serves as a shock absorbing member, it contributes to a reduction in the number of parts.

Further, the side edge curved portions 10B, 1 of the trim 10 are
Since 0C is arranged so as to cover the flange portions 4 and 5 from the vehicle interior side, the appearance on the vehicle interior side near the pillar portion is improved. In addition, in this structure, the flange trim 6,7
The lip-shaped protrusions 6A and 7A are joined to the vehicle outer surfaces of the side edge curved portions 10B and 10C of the trim 10 to shield the interior of the trim 10, so that the appearance (look) of the vehicle is improved. is there.

Further, in the present embodiment, the end of the shock absorbing rib 11 on the pillar inner 2 side is in contact with the end of the bracket 23 on the pillar inner 2 side, so that the two shock absorbing ribs 11 are formed. , 11 or the distance between the impact absorbing ribs 11 and 12 can be set to be large, and the deformation of the bracket 23 can be used against the impact from the front direction (a direction), Improved shock absorption performance, frontal direction (a direction) and diagonal direction (b,
There is also an effect that the stroke S for absorbing impact energy from the b'direction) can be increased.

The structure in which the protruding portions 6A and 7A are provided,
The structure in which the end of the shock absorbing rib 11 is brought into contact with the bracket 23 is not essential for securing the shock absorbing stroke S particularly from the c and c'directions, and may be omitted.
In the present embodiment, the bracket 23 is formed in a plate shape continuous in the longitudinal direction of the pillar 1.
The bent portion (the portion that absorbs the impact energy) of 3 may be provided intermittently as shown in FIG. 3, for example. In the example shown in FIG. 3, only the bent portion is cut out, but the bracket 23 itself may be divided into a plurality of pieces and provided intermittently.

Further, instead of the shock absorbing rib 12 which also serves as a mounting member, as shown in FIG. 4, a shock absorbing rib between the shock absorbing ribs 11, 11 is substantially equal to the shock absorbing rib 11. 13 may be provided, and the trim 10 may be attached by inserting the attachment clip 16 attached to the end of the impact absorbing rib 13 into the hole formed in the pillar inner 2.

Although the ribs 11 and 12 are formed integrally with the trim 10, they may be formed separately, and like the ribs 11 and 12, the front direction (direction a) and the oblique direction (b, The member that absorbs the impact energy from the b'direction) may be made of a metal other than resin, such as elastic deformation or plastic deformation. Further, a cushioning material such as rubber or urethane may be used together with these.

Further, although the above-mentioned embodiment relates to the center pillar, this structure can be applied to other pillars such as a front pillar and a rear pillar.

[0056]

As described in detail above, according to the impact energy absorbing structure for a vehicle interior of the present invention as set forth in claim 1, the pillar provided on the automobile and the front portion covering the front surface of the pillar inside the vehicle interior. And a trim member that has a side edge portion that covers an edge portion of the pillar inside the vehicle compartment, and a trim member that covers the inside of the pillar interior portion of the vehicle, and the pillar is provided inside the side edge portion of the trim member. Is provided with an impact absorbing member capable of absorbing impact energy from an oblique side of the passenger compartment, and when the impact absorbing member absorbs impact energy, the side edge portion of the trim member is directed to the side edge portion of the pillar. By being configured to guide the trim member to a position where it does not contact, the absorption stroke required when absorbing the impact from the side edge portion of the trim member to the pillar is determined by the width of the trim member (that is, the pillar portion). Be able to secure without expanding Therefore, while protecting the occupant by absorbing the impact energy from the inside of the passenger compartment to the pillars, the expansion of the pillars due to this protection is suppressed to secure an opening width near the pillars and a good appearance of the vehicle. There is an effect that can be secured.

According to the impact energy absorbing structure for a vehicle interior of the present invention according to claim 2, in the structure according to claim 1,
With the structure in which a shock absorbing rib capable of absorbing impact energy from the front side of the interior of the pillar of the pillar is provided inside the front portion, it is sufficient even for impact from the front side of the interior of the pillar. As a result, the passenger protection performance can be improved.

According to the impact energy absorbing structure for a vehicle interior of the present invention according to claim 3, in the structure according to claim 2,
Since the impact absorbing rib and the trim member are integrally formed of a resin material, impact energy can be easily absorbed, the number of parts can be reduced, and the impact absorbing rib and the trim can be formed by molding or the like. The member can be manufactured extremely easily, and there is also a cost reduction effect.

According to the impact energy absorbing structure for a vehicle interior of a fourth aspect of the present invention, in the configuration according to any one of the first to third aspects, the impact absorbing member has a required deformation mode when impact energy is input. With the configuration of being a flexible member that can be deformed by, it is possible to reliably guide the side edge portion of the trim member to a position where it does not contact the side edge end portion of the pillar, and more reliably, The effect of absorbing impact energy to the pillar can be obtained while ensuring the opening width near the pillar portion and ensuring a good appearance of the vehicle.

According to the impact energy absorbing structure for a vehicle interior of the present invention according to claim 5, in the structure according to claim 4,
With the configuration that the shock absorbing member is a sheet metal member in which a bending point is formed in advance so that it can be deformed in the above-described required deformation mode, the side edge portion of the trim member can be reliably and inexpensively attached to the side of the pillar. It is possible to reliably guide to a position where it does not come into contact with the edge part, and more reliably obtain the impact energy absorption effect on the pillar while ensuring the opening width near the pillar part and ensuring a good appearance of the vehicle be able to.

According to the impact energy absorbing structure for a vehicle interior of a sixth aspect of the present invention, in the structure of the fourth or fifth aspect, the impact absorbing member has one end coupled to the pillar and the other end thereof. The configuration of the trim member mounting bracket coupled to the side edge portion of the trim member has an effect of reducing the number of parts. According to the impact energy absorbing structure for a vehicle interior of the present invention described in claim 7, in the configuration according to any one of claims 1 to 6, a flange portion is formed at a side edge portion of the pillar, and the trim member. The side edge portion of the vehicle is arranged so as to cover the flange portion from the inside of the vehicle compartment while maintaining a distance from the flange portion for the impact energy absorbing stroke, and the impact energy can be reliably absorbed. It is possible to improve the appearance of the interior of the vehicle in the vicinity of the pillar portion.

According to the impact energy absorbing structure for a vehicle interior of the present invention according to claim 8, in the structure according to claim 7,
A flange trim is attached to the flange portion, and the flange trim is formed with a protrusion that is joined to an end edge of the side edge portion of the trim member. Can be improved.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of a main portion of a pillar portion showing a trim having a shock energy absorbing structure in a vehicle compartment as an embodiment of the present invention.

FIG. 2 is a perspective view showing a back surface of a trim having an impact energy absorbing structure in a vehicle compartment as an embodiment of the present invention.

FIG. 3 is a perspective view of the rear surface of the trim showing a modified example of the impact energy absorbing structure in the vehicle compartment as the embodiment of the present invention.

FIG. 4 is a cross-sectional view of a main part of a pillar portion showing a modified example of the impact energy absorbing structure in the vehicle compartment as the embodiment of the present invention.

FIG. 5 is a cross-sectional view of a pillar portion for explaining an impact load considered as an object of the impact energy absorbing structure for the vehicle interior of the present invention.

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

FIG. 7 is a perspective view of the back surface of the trim showing the technique proposed in the devising process of the present invention.

FIG. 8 is a sectional view of a pillar portion showing a technique proposed in the devising process of the present invention.

FIG. 9 is a cross-sectional view of a main part of a pillar portion for explaining the problem of the present invention.

[Explanation of symbols]

1 Pillar (center pillar) 2 Pillar inner 2A Pillar inner 2 vehicle interior side surface 3 Pillar outer 4,5 Pillar 1 flange portion 6,7 Flange trim 10 Trim (trim member) 10A Trim 10 front portion 10B, 10C Side edge of trim 10 Curved part (side edge part) 10b, 10c End edge of side edge curved part 10B, 10C 11,12 Impact absorbing rib 12A Inclined plane of impact absorbing rib 12B Middle plane of impact absorbing rib 12 12C Impact absorbing rib 12 screw holes 16 mounting clip 22 screw 23 bracket for trim mounting as a shock absorber (bracket for shock absorbing) 24A, 24B screw or screw 25 screw hole or screw hole

Claims (8)

[Claims] 1. A vehicle compartment of a pillar, comprising: a pillar provided on an automobile; a front surface portion that covers a front surface of the pillar interior side of the vehicle interior; and a side edge portion that covers an edge portion of the pillar interior side of the vehicle interior. A shock absorbing member is provided inside the side edge portion of the trim member, the shock absorbing member being capable of absorbing impact energy from an oblique lateral side of the vehicle interior side of the pillar. The member is configured to guide the side edge portion of the trim member to a position where it does not contact the side edge portion of the pillar when absorbing impact energy.
Impact energy absorption structure inside the vehicle. 2. The vehicle according to claim 1, wherein a shock absorbing rib capable of absorbing impact energy from the front side of the interior side of the pillar is provided inside the front portion. Indoor impact energy absorption structure. 3. The impact energy absorbing structure for a vehicle interior according to claim 2, wherein the impact absorbing rib and the trim member are integrally formed of a resin material. 4. The impact in the vehicle interior according to claim 1, wherein the impact absorbing member is a flexible member that can be deformed in a required deformation mode when impact energy is input. Energy absorption structure. 5. The impact energy in the vehicle compartment according to claim 4, wherein the impact absorbing member is a sheet metal member having a bending point formed in advance so as to be deformable in the required deformation mode. Absorption structure. 6. The shock absorbing member is a trim member mounting bracket having one end coupled to the pillar and the other end coupled to a side edge portion of the trim member. 5. The impact energy absorbing structure in the vehicle interior according to 5. 7. A flange portion is formed on a side edge portion of the pillar, and the side edge portion of the trim member opens the flange portion while maintaining a distance from the flange portion for an impact energy absorption stroke. The impact energy absorbing structure for a vehicle interior according to any one of claims 1 to 6, wherein the impact energy absorbing structure is arranged so as to cover from the inside. 8. A flange trim is attached to the flange portion, and the flange trim is formed with a protrusion that is joined to an end edge of the side edge portion of the trim member. Item 7. The impact energy absorption structure for a vehicle interior according to item 7.