JPH1044899A - Occupant knee part protective device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enlarge a knee protector main body, improve collision energy absorbing capacity of knees without increasing weight, and also secure a moving stroke of knees large. SOLUTION: An occupant protective device is provided with a guide member 22 whose outer periphery fixed to a car body is formed as a guide surface 22a of an almost circular arc shape when viewed from the car width direction and a knee protector main body 16 deformable by receiving collision of knees of an occupant at colliding time of a vehicle. The knee protector main body 16 is provided with a load receiving part 30 which is arranged backward and upward in its slant attitude to a car body and to which a load from knees 36 is inputted, an upper connecting part 32 and a lower connecting part 34 whose one ends are connected to the load receiving part 30 and are extended forward to the car body and other ends are fixed to the car body, and the other end part of the upper connecting part 32 is fixed to the guide member 22 as a car body so that a prescribed range 32c (G to H part) of the upper connecting part 32 comes into contact with the guide surface 22a and is bent and deformed along the guide surface 22a when the load receiving part 30 is displaced forward and upward to the car body by receiving collision of the knees 36.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant knee protection device for receiving and protecting a knee of an occupant in the event of a vehicle collision. The present invention relates to a knee protector main body structure that receives a load from the knee and deforms when the vehicle collides with an occupant knee protection device to absorb knee collision energy.

[0002]

2. Description of the Related Art In some vehicles, an occupant knee protection device is provided on an instrument panel in front of a driver's seat or a passenger's seat in order to ensure the safety of the occupant's knee during a vehicle collision. . The occupant knee protection device includes a knee protector main body that receives and deforms a knee of an occupant who moves forward and upward in a vehicle collision and absorbs the knee collision energy to protect the knee.

FIG. 20 is a perspective view showing a conventional general knee protector main body provided in a right-hand drive vehicle. As shown in the figure, a conventional general knee protector body 1 is formed of a substantially U-shaped plate-like member, one end 1a of which is fixed to a steering support member 2 which constitutes a part of a vehicle body. Surface 1b on the other end side via contact member 3 having rigidity
In response to the knees of the occupant who moves upward in front of the car body, it is bent and deformed,
It is configured to absorb the collision energy of the knee by this deformation.

FIG. 21 is a view showing a state of bending deformation of the knee protector body 1 at the time of a knee collision (as viewed from the vehicle width direction). As shown in FIG. In response to 4, the bending deformation occurs at one point P of the U-shaped bent portion from the solid line state to the two-dot chain line state, and the knee deformation energy is absorbed by the bending deformation.

[0005] As shown in FIG. 20, the knee protector body 1 serves as a knee protection device for a driver's seat occupant and a knee protection device for a passenger's seat occupant on instrument panel portions in front of a driver's seat and a passenger's seat, respectively. Two knee protectors 1 are provided at predetermined intervals in the vehicle width direction so that the load from the knees 4 of the occupant input via the contact member 3 is received by the two knee protector bodies 1.

[0006]

However, the conventional substantially U-shaped knee protector main body 1 absorbs the collision energy of the knee only by bending the one point P of the U-shaped bent portion. In order to increase the knee collision energy absorption capacity, the thickness and width (width in the vehicle width direction) of the knee protector body 1 must be increased to increase the knee collision energy absorption amount due to the bending at one point P. This causes an increase in the size and weight of the protector main body 1, which is not preferable.

As shown in FIG. 21, the conventional substantially U-shaped knee protector body 1 has the other end 1c during bending deformation.
The side abuts on the steering support member 2 and the bending deformation ends there.
Despite being able to secure the knee, the actual movement stroke of the knee 4 is as small as L1. Thus, if the movement stroke of the knee 4 is small, the load on the knee must be increased in order to absorb a large amount of knee collision energy. Inevitably, there is a problem in that if the load applied to the knee is reduced, the amount of energy absorbed by the knee collision also decreases.

SUMMARY OF THE INVENTION In view of the above, it is an object of the present invention to improve the collision energy absorbing capacity of a knee protector without increasing the size and weight of the knee protector main body, and to further increase the occupant knee of a vehicle capable of taking a large moving stroke. It is an object of the present invention to provide a unit protection device.

[0009]

In order to achieve the above object, a vehicle occupant knee protection device according to the present invention receives a load from a knee of a vehicle occupant moving upward and forward in the event of a vehicle collision. An occupant knee protection device for a vehicle comprising a deformable knee protector body, comprising a guide member fixed to the vehicle body and having at least a part of an outer periphery serving as a substantially arc-shaped guide surface when viewed from the vehicle width direction, The knee protector main body has a load receiving portion to which a load from the knee is provided, which is inclined toward the rear upper side of the vehicle body, and one end connected to the load receiving portion and extending toward the front of the vehicle body, and having the other end. An upper connecting portion fixed to the vehicle body; and a lower connecting portion having one end connected to the load receiving portion and extending toward the front of the vehicle body and the other end fixed to the vehicle body. The other end of at least one of the connecting portions is When the heavy receiving portion receives a load from the knee and is displaced upward and forward of the vehicle body, the at least one connecting portion abuts on the guide surface and bends and deforms along the guide surface. It is characterized by being fixed.

In the above device, the other end of the upper connecting portion is brought into contact with the guide surface when the load receiving portion is displaced in front of the vehicle body by receiving a load from the knee. It may be configured to be fixed to the vehicle body at a position where it is bent along the guide surface.

[0011] In the above device, the upper connecting portion may include:
It may be configured to bend so as to project upward from the vehicle body when viewed from the vehicle width direction, and that a part of the upper connecting portion is located below the guide surface below the vehicle body.

In the above device, the upper connecting portion may be
It may be configured to bend so as to project downward from the vehicle body when viewed from the vehicle width direction, and that a part of the upper connecting portion is located on the vehicle body rear side of the guide surface.

[0013] In the above device, the lower connecting portion may include:
It can be configured to extend substantially linearly toward the front of the vehicle body, or to bend and extend so as to project upward or downward from the vehicle body when viewed from the vehicle width direction, and the other end portion is fixed to the vehicle body. .

[0014] In the above device, the lower connecting portion may include:
The lower connecting portion is bent so as to project downward from the vehicle body when viewed from the vehicle width direction, and the other end of the lower connecting portion is connected to the lower connecting portion when the load receiving portion is displaced upward and forward of the vehicle body by receiving a load from the knee. The portion may be fixed to the vehicle body at a position where the portion abuts on the guide surface and bends along the guide surface.

In the above device, the other end of the connecting portion which comes into contact with the guide surface and bends and deforms along the guide surface when the load receiving portion receives a load from the knee and is displaced upward and forward of the vehicle body. The portion may be configured to be fixed to the guide member.

The upper connecting portion and the lower connecting portion both extend from the load receiving portion toward the front of the vehicle body. In this case, the term "extending toward the front of the vehicle body" simply means that the upper connecting portion or the lower connecting portion. It is sufficient that the other end of the portion extends beyond the one end so as to be located at the front of the vehicle body. Specifically, it may extend not only forward in the horizontal direction but also upward and forward or downward and forward. It is not limited to a linearly extending one, and may be bent and extended, and the bend may be a corner-shaped refraction or an arc-shaped curve.

[0017]

As described above, in the vehicle occupant knee protection apparatus according to the present invention, the other end of at least one of the upper connecting portion and the lower connecting portion of the knee protector body is formed as follows.
When the load receiving portion receives a load from the knee and is displaced upward and forward of the vehicle body, the at least one connecting portion abuts on the substantially arc-shaped guide surface of the guide member and bends along the guide surface. Position, it is fixed to the vehicle body.For example, at the time of a frontal collision of the vehicle, the load receiving part of the knee protector main body is moved upward and forward by the load from this knee after receiving the occupant's knee moving in front of the vehicle body. In the case of displacement, at least one of the upper connecting portion and the lower connecting portion comes into contact with the substantially arc-shaped guide surface of the guide member and is bent and deformed along the guide surface. Is a deformation in which a range of a predetermined length along the guide surface is sequentially bent, so that the bending deformation at only one point as in the case of the conventional substantially U-shaped knee protector body. A much larger knee It is possible to carry out the absorption of the collision energy.

Further, the load required for the bending deformation decreases sharply after the bending deformation has progressed to some extent, that is, to a certain extent, and then sharply decreases after bending, so that only one point is bent like the conventional substantially U-shaped knee protector body. In the case of the above, the energy absorption amount cannot be increased so much even if the degree of the bending is increased, but the present invention is designed to sequentially bend the predetermined range of the knee protector body along a substantially arc-shaped guide surface. Therefore, a large load is required for bending deformation at each position within the predetermined length range,
As a result, it is possible to sufficiently absorb the collision energy of the knee as a whole.

Further, as described above, the knee protector body includes the load receiving portion and the upper connecting portion and the lower connecting portion each having one end connected to the load receiving portion. When displacing upward and forward of the vehicle body under load, not only bending deformation along the guide surface of at least one of the upper connecting portion and the lower connecting portion, but also the load receiving portion and the upper connecting portion and the lower connecting portion. The corner portions such as the connection portion are also bent and deformed, so that the collision energy of the knee can be further absorbed.

Further, as described above, the knee protector body includes the load receiving portion and the upper connecting portion and the lower connecting portion having one end connected to the load receiving portion. When the load is displaced upward and forward in the vehicle body due to the load, the upper connecting portion and the lower connecting portion are fully deformed with little residual deformation due to bending deformation and the like, and as a result, the load receiving portion is displaced sufficiently in front of the vehicle body. As a result, a large movement stroke of the knee can be taken, whereby a sufficiently large collision energy can be absorbed while reducing the collision load of the knee.

Further, even if the collision position and the collision angle of the knee (the moving direction of the knee) are slightly different, the remaining deformation is small and the whole is sufficiently deformed, so that the generation of load and the variation in energy absorption can be suppressed. it can.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a vehicle occupant knee protection device according to the present invention will be described in detail with reference to the drawings.

FIG. 1 is a front view (view from the rear of a vehicle) showing an embodiment of a vehicle occupant knee protection apparatus according to the present invention. The vehicle shown is a left-hand drive vehicle, in which an occupant knee protection device 10 on the driver's seat side is provided on an instrument panel portion of the driver's seat in front of the vehicle body, and a passenger seat side device is provided on an instrument panel portion of the driver's seat in front of the vehicle body. An occupant knee protection device 12 is provided.

The driver's seat side occupant knee protection device 10 comprises two knee protector bodies 1 provided at a predetermined interval in a vehicle width direction on an instrument panel portion in front of the vehicle body of the driver's seat.
4, 16 and a plate-shaped contact member 18 having a predetermined rigidity and provided on the rear side of the body of the knee protector bodies 14, 16. The left knee protector body 14 is constituted by the same closed-loop knee protector body as the knee protector body of the passenger seat side knee protection device 12 described below, and the right knee protector body 16 is a vehicle front open knee protector. It is composed of a main body.

The knee protector bodies 14 and 16 are fixed to a steering support member (member for supporting a steering wheel) 22 having a circular cross section and extending in the vehicle width direction. The steering support member 22 has both ends in the vehicle width direction fixed to both side surfaces of the front part of the vehicle body using fixing brackets 24, and forms a part of the vehicle body. The steering support member 22 functions as a guide member which is fixed to the vehicle body and at least a part of the outer periphery has a substantially arc-shaped guide surface when viewed from the vehicle width direction.

The closed loop type knee protector body 16
Is a sectional view taken along the line II-II in FIG. 1, as shown in FIG.
A load receiving portion (C to D portion) 30 and an upper connecting portion (A to B to C)
Part) 32 and a lower connecting part (D-E-A part) 34,
Five straight lines (A-B, B-C,
Closed loop type 5 consisting of CD section, DE section, EA section)
It is formed in a square shape.

The load receiving portion 30 is a portion to which the load from the knee 36 is input in response to the knee 36 moving toward the front and upper part of the vehicle at the time of a vehicle collision, and the steering support member and guide member (hereinafter simply referred to as "the steering support member"). It is disposed below the rear of the vehicle body with respect to the steering support member 22 and extends linearly inclining upward and rearward of the vehicle body.

One end of the upper connecting portion 32 is connected to the load receiving portion 30 at a portion C, extends from the one end toward the front of the vehicle body, and is fixed at the other end to the steering support member 22 as a vehicle body at a portion A. It is bent so as to be convex toward the upper part of the vehicle body (projecting upwardly to the vehicle body with respect to a straight line connecting one end and the other end of the upper connecting portion 32), and extends obliquely upward and forward of the vehicle body. It comprises a substantially straight load receiving portion side portion (BC portion) 32a and a substantially straight vehicle body fixed side portion (AB portion) 32b extending substantially horizontally. The other end (A side) of the upper connecting portion 32 passes through the lower side of the vehicle body of the steering support member 22 and the other end (A portion) is fixed to the front lower surface of the vehicle body on the outer periphery of the steering support member 22 by welding. Have been. In this case, the rear lower surface of the vehicle body on the outer periphery of the steering support member 22 constitutes the guide surface 22a of the guide member. As a result, as will be understood from the following description,
The other end of the upper connecting portion 32 is connected to the upper connecting portion 32 when the load receiving portion 30 receives a load from the knee 36 and is displaced upward in front of the vehicle body.
Is in contact with the guide surface 22a.
The steering support member 22
It will be fixed to.

The lower connecting portion 34 has one end connected to the load receiving portion 30 at a D portion, extends forward from the one end to the front of the vehicle body, and has the other end fixed at the A portion to the steering support member 22 as a vehicle body. And a substantially linear shape that is bent so as to project downwardly toward the vehicle body (projected downwardly toward the vehicle body with respect to a straight line connecting one end and the other end of the lower connecting portion 34), and extends substantially horizontally. A load receiving portion side portion (DE portion) 34a and a vehicle body fixed side portion (EA portion) 34b extending substantially vertically.
It is composed of The load receiving portion side portion 34a is formed to extend from the load receiving portion 30 similarly to the upper connecting portion 32, whereas the vehicle body fixed side portion 34b is formed of a separate member. Is fixed to the load receiving portion side portion 34a by welding, and its upper end (A
) Is fixed to the other end of the upper connecting portion 32 by welding, and is fixed to the steering support member 22 as a vehicle body via the other end of the upper connecting portion 32. The bent portion (E portion) of the lower connecting portion 34 is connected to the steering support member 22.
Is set vertically below or in the vicinity thereof.

The closed loop type knee protector body 16 includes:
Each of the load receiving portion 30, the upper connecting portion 32 and the lower connecting portion 34 is formed by a substantially M-shaped elongated band-shaped member having a uniform cross section as shown in FIG. 3, which is a sectional view taken along the line III-III in FIG. ing. Reference numeral 38 in FIG. 2 denotes a mounting bracket fixed to the center stay 40 of the steering support member 22 in FIG.

The knee body protector body 14 on the left side of the vehicle body front side is configured in the same manner as the knee protector body of the occupant knee protection device 12 on the front passenger seat side, which will be described below, and the description thereof will be omitted. As shown in FIG. 1, the other end of the lower connecting portion of the left knee protector body 14 is attached to a mounting bracket 42 fixed to a fixing bracket 24 for fixing the left end of the steering support member 22 to the vehicle body. It is fixed by welding or the like, and is fixed to the vehicle body via the mounting bracket 42 and the fixing bracket 24.

Next, the passenger's knee protection device 12 on the passenger's seat side is a view as seen from the direction of arrow IV in FIG. 1 and FIGS.
5 and FIG. 1 as viewed from the direction of arrow V in FIG.
A description will be given with reference to FIG. 6 which is a line cross-sectional view (the glove lid portion is a cross-section taken along line VI-VI in FIG. 5).

The passenger's knee protection device 12 on the passenger seat side is composed of two knee protector bodies 1 provided at predetermined intervals in the vehicle width direction on an instrument panel in front of the vehicle body on the passenger seat.
4 and 14, and a contact member 44 having a predetermined rigidity provided on the rear side of the body of the knee protector bodies 14, 14. The left and right knee protector bodies 14 are both constituted by a body protector body that is open front side of the vehicle body. Also,
The contact member 44 is configured by a glove box lid provided on the instrument panel in front of the passenger seat.

The left and right vehicle body front open knee protector bodies 14, 14 are also partially formed by the steering support members 22.
It is fixed to. The steering support member 22 forms a part of the vehicle body as described above, and functions as a guide member that is fixed to the vehicle body and at least a part of the outer periphery is a substantially arc-shaped guide surface when viewed from the vehicle width direction. I have.

As shown in FIG. 6, the left and right vehicle body front open knee protector bodies 14, 14 are load receiving portions (C to C).
D section) 30, an upper connection section (A to B to C section) 32, and a lower connection section (D to E to F section) 34, and five linear sections (A to B) as viewed from the vehicle width direction. Part, BC part, CD part, DE
, E to F) are formed in a pentagonal shape of a vehicle body front open type.

The load receiving portion 30 is a portion to which a load is applied from the knee 36 when the knee 36 moves toward the front and upper side of the vehicle at the time of a vehicle collision, and is provided to the steering support member 22 which also serves as the guide member. On the other hand, it is disposed below the rear of the vehicle body, and extends linearly inclining upward and rearward of the vehicle body.

The upper connecting portion 32 has one end connected to the load receiving portion 30 at a portion C, extends from the one end toward the front of the vehicle body, and has the other end fixed at the portion A to the steering support member 22 as a vehicle body. And is bent so as to be convex toward the upper part of the vehicle body (projecting upwardly from the vehicle body with respect to a straight line connecting one end and the other end of the upper connecting portion 32), and extends obliquely upward and in front of the vehicle body. Linear load receiving part side (B to C parts)
32a and a substantially straight vehicle body fixed side portion (A and B portions) 32b extending substantially horizontally. The other end (A side) of the upper connecting portion 32 passes through the lower side of the vehicle body of the steering support member 22 and the other end (A portion) is fixed to the front lower surface of the vehicle body on the outer periphery of the steering support member 22 by welding. Have been. In this case, the rear lower surface of the vehicle body on the outer periphery of the steering support member 22 constitutes the guide surface 22a, and as a result, as will be understood from the following description, the upper connecting portion
When the load receiving portion 30 receives the load from the knee 36 and is displaced upward in front of the vehicle body, the other end of the upper connecting portion 32 abuts on the guide surface 22a and the other end of the load receiving portion 30 comes into contact with the guide surface 22a. It is fixed to the steering support member 22 at a position where it is bent along.

One end of the lower connecting portion 34 is connected to the load receiving portion 30 at a D portion, extends toward the front of the vehicle body from the D portion, and the other end is fixed to the vehicle body at a F portion. (A straight-line load receiving portion side (D) that is bent so as to be convex toward the vehicle body (projecting upward from the vehicle body with respect to the straight line connecting one end and the other end of the lower connecting portion 34) and extending substantially horizontally. ~ E portion) 34a and a vehicle body fixed side portion (E
-F portion) 34b. The front end of the vehicle body fixed side portion 34b (the other end of the lower connecting portion 34) is fixed to a mounting bracket that forms a part of the vehicle body at an F portion. This mounting bracket is the left knee protector body
In the case of 14, as shown in FIGS. 1 and 6, the mounting bracket 46 is fixed to the center stay 40 of the steering support member 22, and in the case of the knee protector body 14 on the right, as shown in FIG. The mounting bracket 48 is fixed to the fixing bracket 24 for fixing the right end of the steering support member 22 to the vehicle body. The other end of the lower connecting portion 34 can be fixed to the mounting brackets 46 and 48 by welding or the like. Alternatively, for example, as shown in the left knee protector body 14 shown in FIG. It can also be fixed to 46 with screws 49 or the like. The lower connecting part 34
The bent portion (E portion) is located vertically below or in the vicinity of the steering support member 22 and has a lower connecting portion.
The other end (F portion) of 34 is also set so as to be fixed to the vehicle body below or near the steering support member 22 in the vertical direction.

Knee protector body 14 with open front side of the vehicle body
The load receiving portion 30, the upper connecting portion 32 and the lower connecting portion 34
In both cases, a cross section as shown in FIG. 8, which is a cross-sectional view taken along the line VIII-VIII in FIG. 6, is formed by a substantially M-shaped elongated band-shaped member. However, as shown in FIG. 6 and FIG. 7 showing the knee protector body 14 as viewed from the direction of arrow VII in FIG. 6, the connecting portions (C and D portions) of the load receiving portion 30 and the upper and lower connecting portions 32 and 34 are shown. 8) has a flat top surface in FIG.

As described above, the passenger's knee protection device 12 on the passenger seat side is provided in the glove box portion of the instrument panel in the front of the passenger seat. 4 and 5
As shown in FIG. 6 and FIG. 6, an opening 52a for a glove box is formed in a lower panel 52 which is an instrument panel in a portion where the glove back 50 is provided.
A glove box 50 is provided in 52a. The glove box 50 includes a glove box main body 54 and a glove box lid 56 provided on the rear surface of the main body of the glove box. A glove box body 54 is provided between the left and right knee protector bodies 14, 14, and both knee protector bodies are provided.
The rear edge of the lower panel (opening
52b) and both ends in the vehicle width direction of the glove hook lid 56.

The opening edge 52b of the lower panel is fixed to the mounting bracket 46 with the screws 49 and the like together with the other end of the lower connecting portion 34 of the knee protector body. The glove box lid 56 is fixed to the rear surface of the glove box main body 54 with screws 58 as shown in FIG. Also, on the rear surface of the body of the glove box body 54,
One bar-shaped reinforcing member 62 extending in the vehicle width direction, which is fixed to the mounting bracket 60 by welding or the like, is fixed with screws 64 or the like via the mounting bracket 60.
Except for 62a, the cross-section is circular, and both end portions 62a are formed in a flat plate shape. The plate-shaped end portions 62a face the load receiving portions 30 of the left and right knee protector bodies 14, 14, respectively. Department
It is arranged to be located parallel to 30. The glove box 50 is rotatably supported on the lower panel 52 so as to be rotatable in the direction of arrow N about a rotation center 50a. It should be noted that a plate-like reinforcing member arranged substantially parallel to the glove lid 56 can be used instead of the rod-like reinforcing member 42.

The driver's knee protection device 10 for the driver's seat includes a left body open front knee protector body 14 and a right closed loop knee protector 14 disposed at predetermined intervals in the vehicle width direction as described above. When the driver's seat occupant's knee moves upward in front of the vehicle body at the time of a vehicle collision, the knee collides with the plate-shaped contact member 18, and the load from the knee is applied to the left and right through the contact member 18. Acts on the knee protector bodies 14, 16, whereby the left and right knee protector bodies 14, 16 are deformed to absorb the collision energy of the knee.

The passenger's knee protection device 12 on the passenger seat side is also provided.
Is provided with left and right vehicle body front open knee protector bodies 14, 14 arranged at a predetermined interval in the vehicle width direction as described above, and when a driver's seat occupant's knee moves upward in front of the vehicle body during a vehicle collision. The knee collides with the contact member 44 formed by the glove box lid 56 and the reinforcing member 62, and the load from the knee is applied to the left and right knee protector main bodies 14, via the contact member 44 (particularly, the reinforcing member 62). 14, the left and right knee protector bodies 14, 14 are deformed to absorb the collision energy of the knee.

Next, the deformation of the knee protector body and the absorption of the collision energy of the knee at the time of a vehicle collision will be described. Since the deformation and the collision energy absorption of the knee are the same whether the closed loop type or the vehicle body front side open type, the closed loop type knee protector body 16 is used.
The case will be described as a representative.

FIG. 9 shows a deformation process of the knee protector body 16 caused by a load from the knee when the occupant's knee moves upward and in front of the vehicle body and collides with the occupant knee protection device at the time of a vehicle collision. FIG. As shown in the figure, the knee protector body 16 initially having the shape shown by the solid line changes to the shape shown by the broken line as the knee 36 moves, and finally changes to the shape shown by the thick broken line. In the process of this shape change, the load receiving portion 30 moves upward and forward with the movement of the knee 36, whereby the corners B, C, D, and E bend, and the other end of the upper connecting portion. Predetermined range 32c (G ~
H range) abuts on the guide surface (outer peripheral surface between I and J) 22a of the steering support member 22 and bends sequentially along the guide surface 22a, whereby sufficient collision energy can be absorbed. it can.

Further, as shown in the figure, the knee 36 finally moves to the position indicated by the two-dot chain line 36a, and as a result, the movement stroke is secured to almost the maximum L1 (to a value close to the maximum movement stroke L0). As a result, it is possible to absorb a large amount of knee collision energy while reducing the load acting on the knee 36.

The deformation of the knee protector body and the absorption of the knee collision energy will be described with reference to FIGS. 10 and 11. FIG. 10 shows the knee protector body 16.
FIG. 11 is a diagram schematically illustrating a relationship between a moving stroke amount of a knee and a load.

The K region in FIG. 11 is the winding of the upper connecting portion 32 around the guide surface 22a (bending deformation along the guide surface 22a).
And a load region generated by the bending deformation of each of the corners B, C, D, and E, and this region is determined by the second moment of area (section coefficient) of the knee protector body and the radius of curvature of the guide surface 22a. When the locality radius is small, the generated load is small, and when the locality radius is large, the generated load is large. This is because when the local radius is small, the guide surface 22a
This is because the predetermined range 32c of the upper connecting portion 32 deformed along the length becomes shorter.

The area L in FIG. 11 is a high-load area immediately after the start of deformation.
The angle AC may be set so as to be close to the penetration angle α, the angle ABC to be close to 180 °, and the section modulus of the corner B to be large. Conversely, it has been experimentally confirmed that if it is not desired to generate a load in the region L, the angles OAC <the penetration angle α and the angles ABC <160 ° should be satisfied. In the figure
The ten straight lines OA are horizontal lines passing through the point A, and the intrusion angle α is the angle of the invasion direction of the knee (the movement direction of the knee) with respect to the horizontal direction.

In the area M in FIG. 11, the load caused by the tension between the respective linear portions of the knee protector body caused by the shape bottom during deformation (the ridges, ie, the corners B and E are moved into the linear portions by the pulling). Load).
The size with shape bottom is Q = AB + AE / BC + CD + DE
(AB, AE, BC, CD, and DE are lengths). If Q is 1, the shape bottom is not generated at the time of deformation, so no load is generated in the M region, and Q exceeds 1.2. And the load in the M region is so large and abruptly generated that it cannot be ignored. Therefore, the above Q is preferably set to 1 ≦ Q <1.2. Also, from the experimental results so far, the deformation angle CDE =
It is known that when the angle BCD is 180 °, the load in the M region is generated suddenly when the angle BCD ≦ 90 °, and when the angle BCD> 90 °, the load in the M region is generated gently. L above
Since the load in the region decreases when the deformation enters the plastic region, it is desirable to generate the load in the M region to compensate for the deformation. Note that the load in the M region can be freely controlled by appropriately setting the length of the square straight line portion as described above, and FIG.
Also in the case of the knee protector body shown in FIG. 19, the load in the M region can be freely controlled by appropriately setting the length of the square straight portion.

As described above, according to the knee protector body of the present embodiment, the generation of a load during deformation can be easily controlled by appropriately controlling the angles, the Q value, the section modulus, and the like. The ideal load generation and energy absorption can be easily set.

FIG. 12 is a diagram showing a deformation of the knee protector body 14 of the vehicle body front side open type. FIG. 12 (a) shows a state before deformation, and FIG. 12 (b) shows a final deformation state. In the case of the knee protector main body 14 of the vehicle body front open type, the knee protector main body 16 of the closed loop type is deformed through substantially the same process as that of the closed loop type knee protector main body 16, and the deformation and knee collision energy absorption are reduced by the closed loop type knee protector main body 16. Knee protector body
Same as 16. The lower connecting portion 34 is fixed to the vehicle body at the X mark position of the F portion. This is illustrated in the diagram below.
The same applies to FIG. 14, FIG. 16 and FIG.

Next, another embodiment of the knee protector body will be described.

FIG. 13 shows the knee protector main body 16 having the shape shown in FIG. 2 above, in which the upper connecting portion 32 is bent by bending it upwardly in an arcuate shape, and FIG. FIG. 13 (b) shows a final deformed state. In the case of the knee protector body 16 shown in this figure as well, the knee protector body 16 shown in FIG.
The knee protector body 14 shown in FIG. 14 is of the type shown in FIG. 13 and is of the type shown in FIG. 13, and is also deformed by the same process as the knee protector body 14 shown in FIG. Similar knee collision energy absorption is performed.

FIG. 15 shows a knee protector body 16 having the shape shown in FIG. 2 above, in which the upper connecting portion 32 is bent so as to protrude downward, and the other end is fixed to the rear upper surface of the steering support member 22. FIG. 15A shows a state before deformation, and FIG. 15B shows a state of final deformation. In the case of the knee protector body 16 shown in this figure as well, the knee protector body 16 shown in FIG. However,
As can be easily understood from FIG. 15 (b), the other end of the upper connecting portion 32 is bent in a clockwise direction along the guide surface 22a, and the corner portions B and C are in the opposite directions to those in FIG. Bends. Also, the knee protector body 14 shown in FIG.
It is a vehicle body front open type in the type shown in 15,
Also in this case, the knee protector body 14 shown in FIG. 15 is deformed by the same process through the same process, and the same knee collision energy absorption is performed.

FIG. 17 shows a knee protector body 16 having the shape shown in FIG. 2 formed by bending a single band-like member as a whole, and the other end side (F side) of the lower connecting portion 34 is a steering support member. 17 (a) shows a state before deformation, FIG. 17 (b) shows a final deformation state, and FIG. 17 (c) shows an arrow in FIG. 17 (a). It is the figure seen from the R direction. Knee protector body 16 shown in this figure
In this case, the knee protector body 16 is deformed by the same process through the same process as that of the knee protector body 16 shown in FIG. 2 to absorb the same knee collision energy. In particular, the lower connecting portion 34 is also deformed at the other end (F Side) abuts against the guide surface 22a of the steering support member and bends clockwise along the guide surface 22a, so that even greater knee collision energy can be absorbed.

FIG. 18 shows the knee protector body 16 having the shape shown in FIG. 17 in which the shape of the load receiving portion 30 is changed. FIG. 17 (a) shows a state before deformation, and FIG. 17) shows the final deformed state, and FIG. 17 (c) is a view as seen from the direction of arrow R in FIG. 17 (a). As shown in these figures, the knee protector body 16 includes an upper connecting portion 32 and a lower connecting portion.
34 and 34 are composed of separate band-shaped members, which are displaced in the width direction of the vehicle, arranged adjacent to each other, and the components of the load receiving portion 30 of both members are fixed to each other at the × mark positions. 17, when viewed from the width direction, one end of the upper connecting portion 32 and one end of the lower connecting portion 34 are connected to the center of the load receiving portion 30 as compared with the one shown in FIG. In this case as well, FIG.
Then, the knee protector body 16 is deformed by the same process through the same process as that shown in FIG. The knee protector body 14 shown in FIG. 19 is of the type shown in FIG. 18 and is of the type shown in FIG. 18, and is also deformed by the same process as the knee protector body 16 shown in FIG. Similar knee collision energy absorption is performed.

In each of the above embodiments, the steering support member is used as the guide member 22 which is fixed to the vehicle body and at least a part of the outer periphery is a substantially arc-shaped guide surface 22a when viewed from the vehicle width direction. As the guide member 22, a member other than the steering support member can be used.

In each of the above embodiments, the upper connecting portion 32
Alternatively, the other end side of the lower connecting portion 34 is a guide surface of the guide member.
In bending and deforming along the line 22a, the connecting portion 3
The other ends of the members 2 and 34 are fixed to the guide member 22 itself. However, the other end does not necessarily need to be directly fixed to the guide member 22, but is brought into contact with such a guide surface 22a to make contact with the guide surface 22a.
Can be fixed to a vehicle body portion other than the guide member 22 as long as the position can be bent along.

The upper connecting portion 32 or the lower connecting portion 34
If the other end of the guide member 22 is not bent along the guide surface 22a, the other end may be fixed to the vehicle body at any position. It is desirable to fix to the vehicle body in or near the area.

Each of the vehicle body front open knee protector bodies 14 shown in FIGS. 12, 14, 16 and 19 is bent so that the lower connecting portion 34 is convex upward of the vehicle body. When bending to be convex upward, the guide member 22
In the vertical lower region or in the vicinity thereof, it is bent at the portion E, the vehicle body fixed side portion 34b extends substantially vertically downward, and the other end (F) is in the vertical lower region of the guide member 22 or in the vicinity thereof. It is desirable to be fixed to the vehicle body at the mark position. When the lower connecting portion 34 is bent so as to project downward from the vehicle body as shown in FIGS. 2 and 13, the lower connecting portion 34 is bent at the E portion in a vertically lower region of the guide member 22 or in the vicinity thereof, and It is desirable that the portion is fixed to the vehicle body in the vertical upper region or the lower region of the guide member 22 or in the vicinity thereof. In addition, the lower connecting portion 32 is only a load receiving portion side portion 32a extending substantially linearly forward of the vehicle body, and the other end portion of the lower connecting portion 32 is fixed to the vehicle body in a vertically lower region of the guide member 22 or in the vicinity thereof. Can also.

The bends at the bent portions B, C, D and E may be angular refractions or arc-shaped curves.

In each of the above embodiments, the movement of the point E is restricted, that is, it is fixed directly or is restricted to be movable only within a predetermined range by the vehicle body fixed side portion 32b of the lower connecting portion. ing. The term "within the predetermined range" means a movement range in which the knee protector body can be deformed substantially in the same manner as when the E portion is fixed, even if the E portion moves.

[Brief description of the drawings]

FIG. 1 is a view of an embodiment of a vehicle occupant knee protection device of the present invention as viewed from the rear of a vehicle body.

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

FIG. 3 is a sectional view taken along line III-III in FIG. 2;

4 is a view of the occupant knee protection device on the passenger side viewed from the direction of arrow IV in FIG. 1;

5 is a view of the occupant knee protection device on the passenger's seat side as viewed from the direction of arrow V in FIG. 4;

FIG. 6 is a sectional view taken along line VI-VI of FIG. 1;

FIG. 7 shows the knee protector body shown in FIG.
Figure viewed from direction I

8 is a sectional view taken along line VIII-VIII in FIG.

FIG. 9 is a view showing a deformation process of the knee protector body shown in FIG. 2;

FIG. 10 is a view schematically showing a deformation process of the knee protector body shown in FIG. 2;

11 is a view showing knee collision energy absorption of the knee protector body shown in FIG. 2;

12 is a view showing the knee protector body shown in FIG. 6, wherein FIG. 12 (a) shows a state before deformation, and FIG. 12 (b) shows a state of final deformation;

13A and 13B are diagrams showing another embodiment of the knee protector main body, wherein FIG. 13A shows a state before deformation and FIG. 13B shows a final deformation state.

14A and 14B are diagrams showing another embodiment of the knee protector main body, wherein FIG. 14A shows a state before deformation, and FIG. 14B shows a state after final deformation.

FIG. 15 is a view showing another embodiment of the knee protector main body, in which FIG. 15 (a) shows a state before deformation and FIG. 15 (b) shows a final deformation state.

FIG. 16 is a view showing another embodiment of the knee protector main body, in which FIG. 16 (a) shows a state before deformation and FIG. 16 (b) shows a final deformation state.

17A and 17B are diagrams showing another embodiment of the knee protector main body, wherein FIG. 17A shows a state before deformation, FIG. 17B shows a state of final deformation, and FIG. Figure 17 (a) as seen from the direction of arrow R

18A and 18B are diagrams showing another embodiment of the knee protector main body, where FIG. 18A shows a state before deformation, FIG. 18B shows a state after final deformation, and FIG. Figure 18 (a) as seen from the direction of arrow R

FIG. 19 is a view showing another embodiment of the knee protector main body, where FIG. 19 (a) shows a state before deformation and FIG. 19 (b) shows a final deformation state.

FIG. 20 is a perspective view showing a conventional occupant knee protection device.

FIG. 21 is a view showing a deformed state of the knee protector body shown in FIG. 20;

[Explanation of symbols]

 10 Passenger knee protection device on driver side 12 Passenger knee protection device on passenger seat 14 Knee protector body open front side of vehicle body 16 Knee protector body closed loop type 22 Guide member (steering support member) 22a Guide surface 30 Load bearing Part 32 Upper connection part 34 Lower connection part 36 Knee

Claims (7)

[Claims] An occupant knee protection device for a vehicle, comprising: a knee protector body that is deformed by receiving a load from a knee of an occupant that moves upward in front of the vehicle body at the time of a vehicle collision, and that is fixed to the vehicle body. The knee protector body includes a guide member having at least a part of an outer periphery formed as a substantially arc-shaped guide surface when viewed from the vehicle width direction. A load receiving portion, an upper connecting portion having one end connected to the load receiving portion and extending toward the front of the vehicle body, and the other end fixed to the vehicle body; and one end connected to the load receiving portion and facing the front of the vehicle body. And a lower connecting portion having the other end fixed to the vehicle body, and the other end of at least one of the upper connecting portion and the lower connecting portion receives the load from the knee by the load receiving portion. At least one of the above A knee protection device for an occupant of a vehicle, wherein the connecting portion is fixed to the vehicle body at a position where the connecting portion abuts on the guide surface and bends along the guide surface. 2. The upper connecting portion abuts on the guide surface when the other end of the upper connecting portion is displaced upward and forward of the vehicle body by receiving a load from the knee. 2. The occupant knee protection device for a vehicle according to claim 1, wherein the occupant knee protection device is fixed to a vehicle body at a position where the vehicle knee is bent along. 3. The upper connecting portion is bent so as to project upward from the vehicle body when viewed from the vehicle width direction, and a part of the upper connecting portion is located below the guide surface below the vehicle body. The vehicle occupant knee protection device according to claim 2, wherein 4. The vehicle according to claim 1, wherein the upper connecting portion is bent so as to project downward from the vehicle body when viewed from the vehicle width direction, and a part of the upper connecting portion is located on the rear side of the vehicle body with respect to the guide surface. The vehicle occupant knee protection device according to claim 2, wherein 5. The lower connecting portion extends substantially linearly toward the front of the vehicle body, or bends and extends so as to project upward or downward from the vehicle body when viewed from the vehicle width direction, and the other end portion includes the vehicle body. 2. The fixing device according to claim 1, wherein
The vehicle occupant knee protection device according to claim 4. 6. The lower connecting portion is bent so as to project downward from the vehicle body when viewed from the vehicle width direction, and the other end of the lower connecting portion receives the load from the knee when the load receiving portion receives a load from a knee. The vehicle according to claim 1, wherein the lower connecting portion is fixed to the vehicle body at a position where the lower connecting portion abuts on the guide surface and bends along the guide surface when the vehicle body is displaced upward in front of the vehicle body. The vehicle occupant knee protection device according to claim 4. 7. The other end of a connecting portion that abuts on the guide surface and bends and deforms along the guide surface when the load receiving portion receives a load from a knee and is displaced upward and forward of the vehicle body, The fixing device is fixed to the guide member.
7. The occupant knee protection device for a vehicle according to claim 6.