WO2013183388A1

WO2013183388A1 - Knee protector structure for vehicle

Info

Publication number: WO2013183388A1
Application number: PCT/JP2013/062606
Authority: WO
Inventors: 史郎小澤
Original assignee: 日産自動車株式会社
Priority date: 2012-06-06
Filing date: 2013-04-30
Publication date: 2013-12-12
Also published as: JP2013252763A

Abstract

Provided is a knee protector structure for a vehicle, the knee protector structure being configured in such a manner that, when a panel member moves close to a knee protector body, the knee protector structure can continuously generate a deformation load and keep continuously absorbing a knee input load. This knee protector structure for a vehicle comprises a knee protector body (3) for receiving a knee input load from the knees (K) of an occupant and also comprises an instrument panel (4) for covering a surface of the knee protector body (3) with a predetermined gap provided therebetween, the surface facing the knees (K). The knee protector body (3) is provided with a bending guide section (34) for inducing the bending of the instrument panel (4), the bending guide section (34) being located at the intermediate section of the knee protector body (3) in the vertical direction of the vehicle. The instrument panel (4) is provided with a bendable section (41) bent by the bending guide section (34) and is also provided with a contact surface section (42) located above the bendable section (41) with respect to the vehicle. Ribs (44) arranged in the vertical direction of the vehicle are provided between the knee protector body (3) and the contact surface section (42). When the contact surface section (42) moves close to the knee protector body (3), the ribs (44) gradually deform between the knee protector body (3) and the contact surface section (42) from the lower side to the upper side with respect to the vehicle.

Description

Knee protector structure for vehicles

The present invention relates to a vehicle knee protector structure for protecting a passenger's knee in the event of a vehicle collision.

2. Description of the Related Art Conventionally, a knee protector for a vehicle in which a surface of a knee protector body that receives a passenger's knees facing a passenger compartment is covered with a panel member through a predetermined gap, and a rib is set on the surface of the panel member facing the knee protector body The structure is known (for example, refer to Patent Document 1).
In this knee protector structure for a vehicle, when an occupant's knee collides with a panel member, a rib is pinched between the panel member and the knee protector body to break it, thereby absorbing the knee input load from the knee.

Japanese Patent No. 3480326

However, in the conventional vehicle knee protector structure, the rib set on the panel member extends in the vehicle vertical direction and is always in contact with the knee protector body. As a result, when the occupant's knee collides with the panel member, the load is transmitted to the entire rib at the same time. Therefore, it is difficult to absorb the impact stepwise and obtain a flat reaction force characteristic.

The present invention has been made paying attention to the above problem, and when the panel member comes close to the knee protector main body, the deformation load is continuously generated, and the knee input load from the occupant's knee is extended over a long period of time. It is an object of the present invention to provide a vehicle knee protector structure that can be absorbed continuously.

In order to achieve the above object, in the knee protector structure for a vehicle according to the present invention, the surface of the knee protector body that receives the knee input load from the occupant's knee is covered with a panel member through a predetermined gap. .
The knee protector body includes a folding guide portion that guides bending of the panel member when the knee portion interferes with the panel member at an intermediate portion in a vehicle vertical direction, and the panel member is A bent portion that is bent by the guide portion; and a contact surface portion that extends from the bent portion toward the upper side of the vehicle.
Further, between the knee protector main body and the contact surface portion, when the contact surface portion approaches the knee protector main body, the knee protector main body and the contact surface portion are disposed below the vehicle. An interference adjusting mechanism that gradually deforms from the side toward the vehicle upper side is provided.

In the knee protector structure for a vehicle according to the present invention, the knee protector main body includes a folding guide portion that induces bending of the panel member, and the panel member is bent by the folding guide portion, and the bending portion. A contact surface portion extending upward from the vehicle.
That is, the panel member interferes with the knee protector main body because the knee of the passenger collides with the panel member. At this time, the bent portion of the panel member is bent by the bending guide portion, and the panel member is deformed so as to rotate around the bent portion, and the contact surface portion approaches the knee protector main body from the vehicle lower side.
Here, between the knee protector main body and the contact surface portion, when the contact surface portion comes close to the knee protector main body, between the knee protector main body and the contact surface portion, from the vehicle lower side to the vehicle upper side. There is provided an interference adjustment mechanism that gradually deforms toward. For this reason, the interference adjustment mechanism is not deformed by the simultaneous transmission of a load to the whole, and the interference adjustment mechanism is gradually deformed from the lower side of the vehicle according to the proximity state of the contact surface portion with respect to the knee protector body. .
As a result, the interference adjustment mechanism gradually deforms as the panel member approaches the knee protector body, and continuously generates the deformation load, thereby absorbing the knee input load from the occupant's knee for a long period of time. Can continue.

It is a perspective view which shows the steering member to which the vehicle knee protector structure of Example 1 was applied. It is a perspective view of the instrument panel to which the vehicle knee protector structure of Example 1 was applied. It is a perspective view which shows the knee protector main body of the knee protector structure for vehicles of Example 1. FIG. It is a front view of the knee protector structure for vehicles of Example 1. FIG. 4 is a sectional view taken along line AA shown in FIG. It is an enlarged view of the B section shown in FIG. In the vehicle knee protector structure of Example 1, it is explanatory drawing which shows a deformation | transformation initial state when a passenger | crew's knee part collides. In the vehicle knee protector structure of Example 1, it is explanatory drawing which shows a deformation | transformation middle state when a passenger | crew's knee part collides. In the vehicle knee protector structure of Example 1, it is explanatory drawing which shows a deformation | transformation late state when a passenger | crew's knee part collides. It is the side view to which the principal part in the knee protector structure for vehicles of Example 2 was expanded. In the vehicle knee protector structure of Example 2, it is explanatory drawing which shows a deformation | transformation initial state when a passenger | crew's knee part collides. In the vehicle knee protector structure of Example 1, it is explanatory drawing which shows a deformation | transformation middle state when a passenger | crew's knee part collides. In the vehicle knee protector structure of Example 1, it is explanatory drawing which shows a deformation | transformation late state when a passenger | crew's knee part collides. It is a perspective view which shows the knee protector main body of the knee protector structure for vehicles of Example 3. FIG. It is the side view to which the principal part in the knee protector structure for vehicles of Example 3 was expanded. In the vehicle knee protector structure of Example 3, it is explanatory drawing which shows a deformation | transformation initial state when a passenger | crew's knee part collides. In the vehicle knee protector structure of Example 3, it is explanatory drawing which shows a deformation | transformation intermediate state when a passenger | crew's knee collides. In the vehicle knee protector structure of Example 3, it is explanatory drawing which shows a deformation | transformation late state when a passenger | crew's knee collides. In the knee protector structure for a vehicle of Example 3, it is explanatory drawing which shows the knee protector main body after a deformation | transformation. It is a perspective view which shows the knee protector main body of the knee protector structure for vehicles of Example 4. FIG. It is the side view to which the principal part in the knee protector structure for vehicles of Example 4 was expanded. In the vehicle knee protector structure of Example 4, it is explanatory drawing which shows a deformation | transformation initial state when a passenger | crew's knee part collides. In the vehicle knee protector structure of Example 4, it is explanatory drawing which shows a deformation | transformation middle state when a passenger | crew's knee collides. In the vehicle knee protector structure of Example 4, it is explanatory drawing which shows a deformation | transformation late state when a passenger | crew's knee collides.

Hereinafter, modes for carrying out a vehicle knee protector structure of the present invention will be described based on Examples 1 to 4 shown in the drawings.

Example 1
First, the configuration of the knee protector structure for a vehicle according to the first embodiment will be described by dividing it into “basic configuration of knee protector structure”, “configuration of knee protector body”, and “configuration of instrument panel”.

[Basic structure of knee protector structure]
FIG. 1A is a perspective view showing a steering member to which the vehicle knee protector structure of the first embodiment is applied, and FIG. 1B is a perspective view of an instrument panel to which the vehicle knee protector structure of the first embodiment is applied. is there. Hereinafter, the basic configuration of the vehicle knee protector structure of the first embodiment will be described with reference to FIG.

In a vehicle such as an automobile, a steering member 1 extending in the vehicle width direction indicated by an arrow X in FIG. The steering member 1 is a body strength member made of a metal cylinder, and both ends are fixed to a side dash panel (not shown). The steering member 1 is provided with a knee protector body 3 via a knee absorber 2, and a column shaft, an air conditioner unit and the like (not shown) are attached.

Further, an instrument panel (panel member) 4 made of synthetic resin as shown in FIG. 1B is provided on the vehicle compartment side of the steering member 1. At this time, the load receiving surface 31 facing the passenger compartment of the knee protector body 3 is covered with the instrument panel 4 with a predetermined gap.

The vehicle knee protector structure of the first embodiment includes a knee protector body 3 and an instrument panel 4.

[Configuration of the knee protector body]
FIG. 2 is a perspective view illustrating a knee protector body having a vehicle knee protector structure according to the first embodiment. Hereinafter, the configuration of the knee protector body of the first embodiment will be described with reference to the drawings.

The knee protector body 3 protects the occupant's knee by receiving a knee input load from the occupant's knee in an emergency by a load receiving surface 31 that faces the occupant's knee seated in the passenger compartment. Is. The knee protector body 3 includes a pair of

knee support portions

32 and 32 that are formed of a steel plate and are arranged in the vehicle width direction, and a connecting portion 33 that connects the pair of

knee support portions

32 and 32. Yes.

The knee support portion 32 has a width in the vehicle width direction that can receive the occupant's knee portion in the vehicle width direction, and extends in the vehicle vertical direction. When the knee part interferes with the instrument panel 4, the knee support part 32 comes into contact with the instrument panel 4 pushed forward of the vehicle when the knee part interferes with the instrument panel 4, and induces bending of the instrument panel 4. A folding guide portion 34 is formed.
The folding guide portion 34 is a bent ridge line extending in the vehicle width direction formed by bending the lower portion 32a of the knee receiving portion 32 toward the front of the vehicle. Here, the knee support portion 32 is formed so that the folding guide portion 34 that is a ridge line protrudes toward the vehicle rear side (instrument panel 4 side) rather than the upper portion 32b on the vehicle upper side of the folding guide portion 34. The lower end is bent slightly toward the rear of the vehicle (see FIG. 5). Note that the entire upper portion 32b stands substantially along the vertical direction.

The connecting portion 33 has a strip shape extending in the vehicle width direction, and connects the

lower portions

32a and 32a of the pair of

knee support portions

32 and 32.

The knee absorber 2 that supports the knee protector body 3 on the steering member 1 is plastically deformed when the knee input load received by the knee protector body 3 exceeds a predetermined value, and absorbs the knee input load above the predetermined value. Is. A pair of knee absorbers 2 are provided side by side in the vehicle width direction, and each has an upper bracket 21 and a lower bracket 22.

The upper bracket 21 has one end 21a fixed to the steering member 1 by welding and the other end 21b extending rearward of the vehicle is fixed to the upper portion 32b of the knee support 32 by welding. A plurality of energy absorbing portions 21c serving as bending centers are formed in the middle portion of the upper bracket 21 by changing the extending direction.

The lower bracket 22 has one end 22a welded and fixed to the lower surface of the intermediate portion of the upper bracket 21, and the other end 22b extending rearward of the vehicle is fixed to the lower portion 32a of the knee support portion 32 by welding. A bent portion 22c bent substantially at a right angle is formed at an intermediate portion of the lower bracket 22.

[Instrument panel configuration]
FIG. 3 is a front view of the vehicle knee protector structure according to the first embodiment. 4 is a cross-sectional view taken along line AA shown in FIG. FIG. 5 is an enlarged view of a portion B shown in FIG. Hereinafter, the structure of the instrument panel of Example 1 will be described based on the drawings.

The instrument panel 4 is a panel member that covers the load receiving surface 31 of the knee protector body 3 as shown in FIG. The instrument panel 4 includes a bent portion 41 that is bent by the bending guide portion 34, a contact surface portion 42 that is on the vehicle upper side of the bent portion 41, and a contact surface portion that is on the vehicle lower side of the bent portion 41. 43.

The bent portion 41 is an intermediate portion of the instrument panel 4 in the vehicle vertical direction, and has a V-shaped groove into which the fold guide portion 34 can be fitted at a position facing the fold guide portion 34 of the knee protector body 3. It is configured by forming. Note that the bent portion 41 extends in the vehicle width direction.

The contact surface portion 42 extends so as to face the upper portion 32b of the knee support portion 32 of the knee protector body 3. The contact surface portion 42 is inclined such that the upper end portion 42a is inclined toward the rear of the vehicle. Thereby, the contact surface portion 42 is separated from the upper portion 32b of the knee support portion 32 standing up along the vertical direction toward the upper side of the vehicle. That is, the distance between the knee support portion 32 and the contact surface portion 42 gradually increases from the vehicle lower side toward the vehicle upper side.

The contact surface portion 43 extends to face the lower portion 32a of the knee support portion 32 of the knee protector body 3. The contact surface portion 43 is inclined such that the lower end portion 43a is inclined toward the front of the vehicle. Thereby, the contact surface part 43 becomes substantially parallel to the lower part 32a of the knee receiving part 32 bent toward the front of the vehicle. That is, the distance between the knee support portion 32 and the contact surface portion 43 is substantially constant in the vehicle vertical direction.

Furthermore, a plurality of ribs 44 serving as an interference adjusting mechanism are provided on the back surface 42b of the contact surface portion 42 facing the knee receiving portion 32 so as to protrude in the vertical direction of the vehicle. Here, the “interference adjustment mechanism” is the vehicle lower side between the knee protector body 3 and the contact surface portion 42 when the contact surface portion 42 of the instrument panel 4 comes close to the knee protector body 3. It is a part which deform | transforms gradually toward the vehicle upper direction.

The rib 44 protrudes in a substantially orthogonal direction from the contact surface portion 42 and extends in the vehicle width direction (see FIG. 3). Each rib 44 has a constant protrusion height H. Further, a reinforcing portion 45 that maintains the standing state of the rib 44 is provided on the vehicle upper side surface 44 c of the base portion 44 b of the rib 44. The reinforcing portion 45 is a so-called triangular patch, and is formed by extending the thickness of the root portion 44b toward the vehicle upper side surface 44c.

Next, the initial energy absorption action in the vehicle knee protector structure of the first embodiment will be described.
[Initial energy absorption]
6A to 6C are explanatory views showing a deformed state when the knee portion of the occupant collides in the vehicle knee protector structure of the first embodiment, FIG. 6A shows an initial stage of deformation, and FIG. 6B shows a middle stage of deformation. FIG. 6C shows a later stage of deformation.

The surface of the knee protector body that faces the occupant's knee is covered with an instrument panel at a predetermined interval. Therefore, when the knee moves to the front of the vehicle and interferes with the instrument panel, the instrument panel is pushed and interferes with the knee protector body. At this time, relatively small initial energy can be absorbed by once receiving and absorbing the knee input load by the instrument panel. In addition, when there is a knee input load greater than or equal to a predetermined value, the knee absorber that supports the knee protector body is plastically deformed to absorb relatively large basic energy. In this manner, once the knee input load is received by the instrument panel, it is possible to separate and absorb the large and small knee input loads.

However, for example, when a rib extending in the vertical direction of the vehicle is provided on the back side of the instrument panel (the surface facing the knee protector body), if the rib is clamped with a force of a predetermined value or more, the entire rib is simultaneously The load is transmitted and the entire surface of the instrument panel interferes with the knee protector body without absorbing the impact in stages and obtaining a flat reaction force characteristic. If the entire surface of the instrument panel interferes with the knee protector body, the knee input load is input to the knee protector body, and the initial energy of the knee input load cannot be absorbed by the instrument panel. That is, unless a flat reaction force characteristic over a long period of time is obtained, it is difficult to sufficiently absorb the initial energy of the knee input load. For this reason, it is necessary to continuously generate a certain deformation load between the instrument panel and the knee protector body. Hereinafter, the initial energy absorption action in the vehicle knee protector structure of the first embodiment reflecting this will be described.

When the occupant's knee K moves forward of the vehicle due to an impact or the like acting on the vehicle, the knee K interferes with the instrument panel 4 disposed in the front of the vehicle interior. Thereby, the instrument panel 4 is pushed forward of the vehicle and interferes with the knee support portion 32 of the knee protector main body 3 that is covered with a predetermined interval.

Here, the contact surface portion 43 of the instrument panel 4 extends substantially in parallel to the lower portion 32 a of the knee support portion 32, and the contact surface portion 42 of the instrument panel 4 corresponds to the upper portion 32 b of the knee support portion 32. The distance is higher toward the top of the vehicle.
Therefore, even if the knee support part 32 of the knee protector body 3 interferes with the contact surface part 43 of the instrument panel 4 by the instrument panel 4 being pushed forward of the vehicle, the knee support part 32 and the contact surface part 42 The interval is preserved.

When the knee portion K further moves forward of the vehicle, the folding guide portion 34 formed in the knee receiving portion 32 and the bent portion 41 of the instrument panel 4 interfere with each other as shown in FIG. 6A. Thereby, the bending of the bent portion 41 is induced, and the contact surface portion 42 moves so as to rotate around the bent portion 41. That is, the bent portion 41 that is a V-shaped groove extending in the vehicle width direction is bent so as to protrude rearward of the vehicle, and the contact surface portion 42 approaches the knee receiving portion 32.

At this time, a plurality of ribs 44 project from the back surface 42b of the contact surface portion 42 at regular intervals in the vehicle vertical direction. On the other hand, the distance between the abutment surface portion 42 and the knee support portion 32 increases toward the upper side of the vehicle. For this reason, as shown in FIG. 6B, the plurality of ribs 44 interfere with the knee support portion 32 in order from the one formed at the vehicle lower position as the contact surface portion 42 approaches the knee support portion 32.

When each of the ribs 44 interferes with the load receiving surface 31 of the knee receiving portion 32, the distal end portion 44a bends and generates a bending load when the contact surface portion 42 is not very close to the knee receiving portion 32. . At this time, the amount of bending deformation gradually increases according to the proximity state of the contact surface portion 42, and the bending load increases accordingly. When the knee input load becomes equal to or greater than a predetermined value, the intermediate position is bent and deformed (buckling deformation) to generate a bending load.
As described above, the rib 44 is deformed (bending deformation → folding deformation), thereby generating a bending load or a bending load, thereby absorbing the knee input load from the knee portion K.

Furthermore, since the plurality of ribs 44 interfere with the knee support portion 32 in order from the one formed at the vehicle lower position, the ribs 44 are gradually deformed from the one formed at the vehicle lower position. Therefore, as shown in FIG. 6C, the plurality of ribs 44 continue to be deformed in order until the contact surface portion 42 becomes substantially parallel to the upper portion 32b of the knee support portion 32, and a constant deformation load (bending load / folding load) is applied. It can occur continuously. As a result, it is possible to continue to absorb the knee input load from the knee K over a long period of time, which is the initial input of the knee input load from the knee K, and the initial energy is relatively small. Can absorb enough.

In particular, in the knee protector structure of the first embodiment, a plurality of ribs 44 are provided between the knee protector main body 3 and the contact surface portion 42 as an interference adjusting mechanism that gradually deforms from the vehicle lower side toward the vehicle upper side. . For this reason, an interference adjustment mechanism can be formed with a simple configuration. That is, by appropriately changing the protruding height H of each rib 44, the interval between the ribs 44, the dimension in the vehicle width direction of each rib 44, etc., the magnitude of the deformation load generated when the rib 44 is deformed, and the continued deformation Time etc. can be adjusted to a desired thing.

Furthermore, in the first embodiment, a reinforcing portion 45 that maintains the standing state of each rib 44 is provided at the root portion 44 b of each rib 44. Therefore, even if the rib 44 interferes with the knee receiving portion 32, it is difficult for the rib 44 to be bent and deformed, the deformation load is increased, and the absorbable knee input load can be increased.

Next, the effect will be described.
In the vehicle knee protector structure according to the first embodiment, the following effects can be obtained.

(1) The knee protector body 3 that receives the knee input load from the knee part K of the occupant,
A panel member (instrument panel) 4 that covers a surface of the knee protector body 3 facing the knee K via a predetermined gap;
In the vehicle knee protector structure with
The knee protector body 3 includes a folding guide portion 34 that guides the bending of the panel member 4 when the knee portion K interferes with the panel member 4 at an intermediate portion in the vehicle vertical direction.
The panel member 4 includes a bent portion 41 that is bent by the folding guide portion 34, and a contact surface portion 42 on the vehicle upper side than the bent portion 41,
Between the knee protector main body 3 and the contact surface portion 42, when the contact surface portion 42 comes close to the knee protector main body 3, the knee protector body 3 and the contact surface portion 42 are located between the knee protector main body 3 and the contact surface portion 42. Thus, an interference adjusting mechanism (rib 44) that gradually deforms from the vehicle lower side toward the vehicle upper side is provided.
For this reason, when the panel member 4 comes close to the knee protector main body 3, the deformation load can be continuously generated, and the knee input load from the knee part of the occupant can be continuously absorbed for a long period of time.

(2) In the panel member (instrument panel) 4, when the bent portion 41 is bent by the bend guide portion 34, the contact surface portion 42 is directed toward the front of the vehicle with the bent portion 41 as a fulcrum. It was set as the structure which rotates.
For this reason, when the contact surface part 42 adjoins with respect to the knee protector main body 3, the movement of this contact surface part 42 can be controlled, and an interference adjustment mechanism (rib 44) can be deform | transformed appropriately.

(3) The interference adjusting mechanism includes a plurality of ribs 44 protruding from the contact surface portion 42 and extending in the vehicle width direction and arranged in the vehicle vertical direction.
For this reason, a desired deformation load can be generated with a simple configuration, and an interference adjustment mechanism that continuously outputs a constant load can be formed.

(4) The plurality of ribs 44 are configured such that a reinforcing portion 45 that maintains the standing state of each rib 44 is provided on the vehicle upper side surface 44c of the root portion 44b.
For this reason, the deformation load of the plurality of ribs 44 can be increased to increase the absorbable knee input load.

(Example 2)
The second embodiment is an example in which the interference adjustment mechanism includes a plurality of ribs and a locking portion that locks the tip of each rib.

First, the configuration will be described.
FIG. 7 is an enlarged side view of a main part of the vehicle knee protector structure according to the second embodiment. Hereinafter, the configuration of the vehicle knee protector structure of the second embodiment will be described with reference to the drawings. In addition, about the structure equivalent to Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted.

In the knee protector structure for a vehicle according to the second embodiment, a knee protector body 5 that receives a knee input load from an occupant's knee (not shown here) and a load receiving surface 51 of the knee protector body 5 are provided with a predetermined gap. And an instrument panel 6 that covers the instrument panel.

The instrument panel 6 is provided at an intermediate portion in the vertical direction of the vehicle and is bent by a folding guide portion 54 provided in the knee protector main body 5, and an abutment on the vehicle upper side with respect to the bending portion 61. A surface portion 62 and a contact surface portion 63 on the vehicle lower side than the bent portion 61 are provided. Furthermore, a plurality of ribs 64 serving as an interference adjusting mechanism are provided on the back surface 62b of the contact surface portion 62 so as to protrude at a constant interval in the vehicle vertical direction.

On the other hand, the knee protector main body 5 has a knee support portion 52, and a folding guide portion 54 that induces bending of the instrument panel 6 is formed at an intermediate portion of the knee support portion 52 in the vehicle vertical direction. ing. The folding guide portion 54 is a bent ridge line extending in the vehicle width direction formed by bending the lower portion 52a of the knee support portion 52 toward the front of the vehicle. Furthermore, a locking portion 55 that locks the tip portions 64a of the plurality of ribs 64 is provided as an interference adjustment mechanism on the upper portion 52b above the vehicle with respect to the folding guide portion 54.

The engaging portion 55 is engaged so that the contact position of the tip end portion 64a does not shift with the movement of the contact surface portion 62 when the tip end portion 64a of the rib 64 comes into contact. Here, the locking part 55 is configured such that the tops 52b of the knee receiving parts 52 are formed with irregularities in which the tip parts 64a of the plurality of ribs 64 are individually fitted and caught. The unevenness extends in the vehicle width direction in accordance with the extending direction of the ribs 64.

Next, the initial energy absorption action in the vehicle knee protector structure of the second embodiment will be described.
8A to 8C are explanatory views showing a deformed state when the knee part of the occupant collides in the vehicle knee protector structure of the second embodiment, FIG. 8A shows an initial stage of deformation, and FIG. 8B shows a middle stage of deformation. FIG. 8C shows a later stage of deformation.

In the vehicle knee protector structure according to the second embodiment, when the occupant's knee K interferes with the instrument panel 6, the instrument panel 6 is pushed forward of the vehicle and is applied to the knee support 52 of the knee protector body 5. have a finger in the pie. Thereby, as shown to FIG. 8A, the bending guide part 54 formed in the knee support part 52 and the bending part 61 of the instrument panel 6 interfere. Then, bending of the bent portion 61 is induced, and the contact surface portion 62 moves so as to rotate around the bent portion 61.

At this time, a plurality of ribs 64 project from the back surface 62b of the contact surface portion 62 at regular intervals in the vehicle vertical direction. On the other hand, the knee receiving portion 52 that faces the contact surface portion 62 is provided with a locking portion 55 that is configured by unevenness that the tip portions 64 a of the plurality of ribs 64 are locked. Therefore, the rib 64 that has come into contact with the locking portion 55 is locked with the tip end portion 64a fitted into the unevenness constituting the locking portion 55, and the contact position of the tip end portion 64a is shifted even if the contact surface portion 62 moves. There is nothing.

As a result, as shown in FIG. 8B, the rib 64 clamped with a force of a predetermined value or more between the contact surface portion 62 and the knee support portion 52 is buckled in order from the one formed at the vehicle lower position. Deform. For this reason, the plurality of ribs 64 gradually generate a buckling deformation load according to the deformation state of the contact surface portion 62. As a result, as shown in FIG. 8C, the plurality of ribs 64 continue to deform in order until the contact surface portion 62 becomes substantially parallel to the upper portion 52b of the knee support portion 52, and a constant buckling deformation load is continuously generated. In addition, initial energy having a relatively small amount of energy can be sufficiently absorbed.

In particular, in the second embodiment, since the locking portion 55 for locking the distal end portion 64a of the rib 64 is provided in the knee receiving portion 52, the plurality of ribs 64 can be buckled and deformed. Therefore, the deformation load generated when the instrument panel 6 comes close to the knee protector body 5 can be set to a higher deformation load than in the first embodiment.

Next, the effect will be described.
In the vehicle knee protector structure of the second embodiment, the following effects can be obtained.

(5) The interference adjustment mechanism is provided on the knee protector main body 5 and includes a locking portion 55 that locks the front end portions 64a of the plurality of ribs 64.
For this reason, the plurality of ribs 64 can be buckled and deformed, and the deformation load generated when the instrument panel 6 comes close to the knee protector body 5 can be improved.

(Example 3)
The third embodiment is an example in which the interference adjusting mechanism is bulged from the knee protector body and includes a plurality of bulging curved portions arranged in the vehicle vertical direction.

First, the configuration will be described.
FIG. 9 is a perspective view illustrating a knee protector body having a vehicle knee protector structure according to a third embodiment. FIG. 10 is an enlarged side view of a main part of the vehicle knee protector structure according to the third embodiment. Hereinafter, the configuration of the vehicle knee protector structure of the third embodiment will be described with reference to the drawings. In addition, about the structure equivalent to Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted.

In the knee protector structure for a vehicle according to the third embodiment, a knee protector body 7 that receives a knee input load from an occupant's knee (not shown here) and a load receiving surface 71 of the knee protector body 7 are provided with a predetermined gap. And an instrument panel 8 that covers the instrument panel.

The instrument panel 8 is provided at an intermediate portion in the vertical direction of the vehicle and is bent by a folding guide portion 74 provided on the knee protector main body 7, and a contact portion on the vehicle upper side with respect to the bending portion 81. A surface portion 82 and a contact surface portion 83 on the vehicle lower side than the bent portion 81 are provided.

On the other hand, the knee protector body 7 has a knee support portion 72, and a folding guide portion 74 that guides the bending of the instrument panel 8 is formed at an intermediate portion of the knee support portion 72 in the vehicle vertical direction. ing. The folding guide portion 74 is a bent ridge line that extends in the vehicle width direction and is formed by bending the lower portion 72a of the knee support portion 72 toward the front of the vehicle. Further, a plurality of bulging curved portions 75 are provided as an interference adjusting mechanism in the upper portion 72b above the vehicle with respect to the folding guide portion 74.

The bulging curved portion 75 is crushed and deformed with the movement of the contact surface portion 82 when the contact surface portion 82 of the instrument panel 8 comes into contact. The bulging curved portion 75 is a curved surface that bulges between the pair of cuts formed in the upper portion 72b of the knee receiving portion 72 and extending in the vehicle width direction toward the contact surface portion 82 (vehicle rear side). They are lined up and down in the vertical direction of the vehicle at a predetermined interval. In addition, as for these some bulging curved part 75, the vehicle width direction dimension is long, so that it is provided in the vehicle lower position.

Next, the initial energy absorption action in the vehicle knee protector structure of the third embodiment will be described.
11A to 11C are explanatory views showing a deformed state when the knee part of the occupant collides in the vehicle knee protector structure of the second embodiment, FIG. 11A shows an initial stage of deformation, and FIG. FIG. 11C shows a later stage of deformation. FIG. 11D is an explanatory diagram illustrating a deformed knee protector body in the vehicle knee protector structure according to the third embodiment.

In the vehicle knee protector structure according to the third embodiment, first, when the knee K of the occupant interferes with the instrument panel 8, the instrument panel 8 is pushed forward of the vehicle to the knee support 72 of the knee protector body 7. have a finger in the pie. Accordingly, as shown in FIG. 11A, the folding guide portion 74 formed in the knee support portion 72 interferes with the bent portion 81 of the instrument panel 8. Then, bending of the bent portion 81 is induced, and the contact surface portion 82 moves so as to rotate around the bent portion 81.

At this time, a plurality of bulging curved portions 75 are provided in the knee support portion 72 facing the contact surface portion 82. Therefore, when the contact surface portion 82 comes close to the knee receiving portion 72, as shown in FIG. 11B, the contact surface portion 82 sequentially interferes with the contact surface portion 82 from the bulging curved portion 75 provided at the vehicle lower position, and is provided at the vehicle lower position. The bulging and bending portions 75 are sequentially compressed and crushed and deformed to gradually generate a crushed load.

Then, as shown in FIG. 11C, the plurality of bulging curved portions 75 continue to be deformed in order from the lower side of the vehicle until the contact surface portion 82 becomes substantially parallel to the upper portion 72b of the knee support portion 72. As described above, the plurality of bulging curved portions 75 are crushed and deformed in order from the lower side of the vehicle, so that the crushed load is gradually generated. Therefore, a constant load can be continuously generated.

Furthermore, in the third embodiment, the bulging curved portion 75 provided at the vehicle lower position has a longer vehicle width direction dimension. Here, the bulging curved portion 75 provided at the lower position of the vehicle receives a larger knee input load from the contact surface portion 82. Therefore, as shown in FIG. 11D, the bulging curved portion 75 provided at the vehicle lower position collapses more greatly, but the bulging curved portion 75 provided at the vehicle lower position increases the vehicle width direction dimension. A large crushing load can be generated, and a constant load can be continuously generated.

Next, the effect will be described.
In the vehicle knee protector structure according to the third embodiment, the following effects can be obtained.

(6) The interference adjustment mechanism includes a plurality of bulging curved portions 75 that are bulged from the knee protector body 7 and are arranged in the vehicle vertical direction.
For this reason, a desired crushing deformation load can be generated with a simple configuration, and an interference adjustment mechanism that continuously outputs a constant load can be formed.

(Example 4)
The fourth embodiment is an example in which the interference adjustment mechanism is formed by cutting out the knee protector main body, tilts so as to gradually protrude from the lower end of the vehicle, and includes a plurality of cutout pieces arranged in the vehicle vertical direction.

First, the configuration will be described.
FIG. 12 is a perspective view showing a knee protector body having a vehicle knee protector structure according to a fourth embodiment. FIG. 13 is an enlarged side view of a main part of the vehicle knee protector structure according to the third embodiment. Hereinafter, the configuration of the vehicle knee protector structure according to the fourth embodiment will be described with reference to the drawings. In addition, about the structure equivalent to Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted.

In the knee protector structure for a vehicle according to the fourth embodiment, a knee protector body 9 that receives a knee input load from an occupant's knee (not shown here) and a load receiving surface 91 of the knee protector body 9 are provided with a predetermined gap. And an instrument panel 10 that covers the instrument panel.

The instrument panel 10 is provided at an intermediate portion in the vertical direction of the vehicle and is bent by a folding guide portion 94 provided at the knee protector main body 9, and an abutment on the vehicle upper side with respect to the bending portion 11. It has a surface portion 12 and a contact surface portion 13 on the vehicle lower side than the bent portion 11.

On the other hand, the knee protector main body 9 has a knee support portion 92, and a folding guide portion 94 for guiding the bending of the instrument panel 10 is formed in the middle portion of the knee support portion 92 in the vehicle vertical direction. ing. The folding guide portion 94 is a bent ridge line extending in the vehicle width direction formed by bending the lower portion 92a of the knee support portion 92 toward the front of the vehicle. Furthermore, a plurality of notch pieces 95 are provided as an interference adjustment mechanism in the upper part 92b above the vehicle with respect to the folding guide part 94.

The notch piece 95 is bent and deformed with the movement of the contact surface portion 12 when the contact surface portion 12 of the instrument panel 10 comes into contact. The notch piece 95 is inclined so that a plan view type notch formed in the upper part 92b of the knee receiving part 92 protrudes gradually from the end part 95a on the lower side of the vehicle toward the contact surface part 12 side (vehicle rear side). The cut sections are arranged in the vehicle vertical direction at a predetermined interval.

Next, the initial energy absorption action in the vehicle knee protector structure of the fourth embodiment will be described.
FIGS. 14A to 14C are explanatory views showing a deformed state when the knee part of the occupant collides in the vehicle knee protector structure of the fourth embodiment, FIG. 14A shows an initial stage of deformation, and FIG. 14B shows a middle stage of deformation. FIG. 14C shows a later stage of deformation.

In the vehicle knee protector structure of the fourth embodiment, first, when the occupant's knee K interferes with the instrument panel 10, the instrument panel 10 is pushed forward of the vehicle to the knee support portion 92 of the knee protector body 9. have a finger in the pie. Thereby, as shown to FIG. 14A, the bending guide part 94 formed in the knee support part 92 and the bending part 11 of the instrument panel 10 interfere. Then, bending of the bent portion 11 is induced, and the contact surface portion 12 moves so as to rotate around the bent portion 11.

At this time, a plurality of notch pieces 95 are provided in the knee support portion 92 facing the contact surface portion 12. Therefore, when the contact surface portion 12 comes close to the knee support portion 92, as shown in FIG. 14B, the contact surface portion 12 sequentially interferes with the contact surface portion 12 from the notch piece portion 95 provided at the vehicle lower position, and is provided at the vehicle lower position. It is pressed in order from the notch piece portion 95 to bend and deform, and a bending load is gradually generated.

And as shown to FIG. 14C, the some notch piece part 95 continues deform | transforming in order from the vehicle downward until the contact surface part 12 becomes substantially parallel with the upper part 92b of the knee support part 92. FIG. As described above, since the plurality of notch pieces 95 are bent and deformed in order from the lower side of the vehicle, the bending load is gradually generated, so that a constant load can be continuously generated.

Next, the effect will be described.
In the vehicle knee protector structure of the fourth embodiment, the following effects can be obtained.

(7) The interference adjusting mechanism is formed by notching the knee protector body 9, and tilts so as to gradually protrude from the lower end portion 95a of the vehicle, and includes a plurality of notched piece portions 95 arranged in the vehicle vertical direction. The configuration.
For this reason, a desired bending deformation load can be generated with a simple configuration, and an interference adjustment mechanism that continuously outputs a constant load can be formed.

Although the vehicle knee protector structure of the present invention has been described based on the first to fourth embodiments, the specific configuration is not limited to these embodiments, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention.

In Example 1, although the example which formed the some rib 44 which comprises an interference adjustment mechanism in the contact surface part 42 of the instrument panel 4 was shown, it is not restricted to this. For example, a plurality of ribs arranged in the vehicle vertical direction may be provided on the knee support portion 32 of the knee protector body 3, or a plurality of ribs may be provided on both the contact surface portion 42 and the knee support portion 32. When ribs are provided on both the contact surface portion 42 and the knee support portion 32, the rib formed on the contact surface portion 42 and the knee support when the contact surface portion 42 comes close to the knee support portion 32. It may be provided at a position where the ribs formed on the portion 32 are engaged with each other, or may be provided at a position where the rib formed on the contact surface portion 42 and the rib formed on the knee support portion 32 face each other.

Further, with respect to the second embodiment, a rib may be provided on the knee protector main body 5 and a locking portion may be formed on the instrument panel 6. Furthermore, with respect to the case of Example 3 or Example 4, a bulging curved part or a notch piece part may be formed on the instrument panel.

In either case, the interference adjustment mechanism gradually moves from the vehicle lower side toward the vehicle upper side between the knee protector body and the contact surface portion when the contact surface portion approaches the knee protector body. Anything that deforms is acceptable.

Further, in the first embodiment, an example in which the protrusion height H from the contact surface portion 42 of the plurality of ribs 44 is constant is shown. However, the present invention is not limited to this. For example, the protrusion height H of the rib formed at the upper position of the vehicle may be lowered. Furthermore, the dimension in the vehicle width direction of the plurality of ribs 44 may be made longer as the ribs 44 provided at the vehicle lower position. That is, the protruding height of each rib, the vehicle width direction dimension, and the like may be appropriately designed according to the deformation load necessary for absorbing the knee input load.

And in each Example, although the instrument panel was applied as a panel member, it is not restricted to this, For example, the lower driver provided in the lower part by the side of the driver's seat of an instrument panel may be sufficient.

Cross-reference of related applications

This application claims priority based on Japanese Patent Application No. 2012-128695 filed with the Japan Patent Office on June 6, 2012, the entire disclosure of which is fully incorporated herein by reference.

Claims

A knee protector body that receives the knee input load from the knee of the occupant;
A panel member that covers a surface facing the knee of the knee protector body through a predetermined gap;
In the vehicle knee protector structure with
The knee protector main body includes a folding guide portion that guides bending of the panel member when the knee portion interferes with the panel member at an intermediate portion in a vehicle vertical direction,
The panel member includes a bent portion that is bent by the folding guide portion, and a contact surface portion on the vehicle upper side than the bent portion,
Between the knee protector body and the contact surface portion, when the contact surface portion approaches the knee protector body, between the knee protector body and the contact surface portion, from the vehicle lower side. A vehicle knee protector structure comprising an interference adjustment mechanism that gradually deforms toward the top of the vehicle.
The vehicle knee protector structure according to claim 1,
The vehicle member knee protector structure, wherein the panel member rotates toward the front of the vehicle with the bent surface portion as a fulcrum when the bent portion is bent by the bent guide portion. .
In the vehicle knee protector structure according to claim 1 or 2,
The vehicle knee protector structure characterized in that the interference adjusting mechanism includes a plurality of ribs protruding from at least one of the knee protector body or the contact surface portion and extending in the vehicle width direction and arranged in the vehicle vertical direction. .
The vehicle knee protector structure according to claim 3,
The plurality of ribs is provided with a reinforcing portion for maintaining the standing state of each rib on a vehicle upper side surface of a root portion. A vehicle knee protector structure.
In the vehicle knee protector structure according to claim 3 or 4,
The vehicle knee protector structure characterized in that the interference adjustment mechanism includes a locking portion that is provided on at least the other of the knee protector body or the contact surface portion and locks tip ends of the plurality of ribs.
In the vehicle knee protector structure according to claim 1 or 2,
The vehicle knee protector structure characterized in that the interference adjustment mechanism includes a plurality of bulging curved portions that bulge from at least one of the knee protector body or the contact surface portion and are arranged in the vehicle vertical direction.
In the vehicle knee protector structure according to claim 1 or 2,
The interference adjusting mechanism is formed by cutting out at least one of the knee protector main body or the contact surface portion, and tilts so as to gradually protrude from an end portion below the vehicle, and a plurality of cutout piece portions arranged in the vehicle vertical direction. A vehicle knee protector structure characterized by comprising: