WO2021117797A1

WO2021117797A1 - Steering member structure

Info

Publication number: WO2021117797A1
Application number: PCT/JP2020/045983
Authority: WO
Inventors: 雅人安部
Original assignee: マレリ株式会社
Priority date: 2019-12-13
Filing date: 2020-12-10
Publication date: 2021-06-17
Also published as: JP6732396B1; JP2021094867A

Abstract

In the present invention, even if a support member is connected to a dash panel, it is possible to absorb a shock at the time of a frontal collision without interfering with an air conditioning device.　A steering member structure comprises a member body (6) and a support member (7).　The support member (7) includes: a first support member (21) that extends diagonally downward from the member body (6) and is connected to a dash panel (8); and a second support member (22) that extends from the member body (6) and is connected to the dash panel (8) above the first support member (21).　In the first support member (21), a fragile part (23) for causing downward bending deformation is formed, and in the second support member (22), a fragile part (72) for causing upward bending deformation is formed.　An air conditioning device (24) is disposed in an adjacent manner, toward the side of the first support member (21) and of the second support member (22). In a side view, the first support member (21) and the second support member (22) overlap a section of the air conditioning device (24). An air conditioning duct (63) is disposed in between the first support member (21) and the second support member (22).

Description

Steering member structure

This case is related to the steering member structure.

Vehicles such as automobiles are equipped with interior panels such as instrument panels at the front of the passenger compartment. Inside the instrument panel, a metal steering member that extends in the width direction of the vehicle and connects the left and right body panels is installed. This steering member is mainly composed of a member body that supports the steering column. A support member called a stay or the like is attached to the intermediate portion of the member body in the vehicle width direction, and the stay supports the intermediate portion of the member body in the vehicle width direction in the vertical direction with respect to the vehicle body.

In the case of a general steering member, the stay is extended almost directly below the member body and attached to the floor panel of the vehicle body so that the member body is supported by the stay on the floor panel of the vehicle body.

However, in recent years, instrument panels have tended to be thinner. Therefore, if the stay is extended almost directly below the member body, the lower part of the stay will be exposed from the thinned instrument panel, resulting in poor appearance. Therefore, it is necessary to cover the exposed portion of the lower part of the stay with a cover, but if the cover is provided in this way, the cover impairs the spaciousness of the feet of the instrument panel.

Therefore, for example, in Patent Document 1, a support member having a function corresponding to a stay (hereinafter referred to as an alternative stay) is extended diagonally downward from the member main body toward the dash panel located on the front side of the vehicle to form the dash panel. I try to connect it to the bottom. Then, a post bracket (another support member) provided between the dash panel and the member body to support the member body in the front-rear direction of the vehicle is extended diagonally upward from the member body toward the front side of the vehicle. It is connected to the top of the dash panel. As a result, the post bracket is provided with a part of the support function in the vertical direction in addition to the support function in the front-rear direction of the vehicle, and the support function for the shortage of the slanted alternative stay is supplemented by the post bracket. There is. These make it possible to prevent the lower part of the alternative stay from being exposed from the thinned instrument panel.

US2019 / 0031247

However, the steering member structure described in Patent Document 1 has the following problems.
That is, in the case of a stay extending directly below the normal member body, the floor panel to be connected is a surface extending in the front-rear direction of the vehicle. In addition, the floor panel has a reinforcing structure in the front-rear direction of the vehicle such as a center tunnel. In this way, since the floor panel has a structure that is strong against input in the front-rear direction of the vehicle, the amount of movement of the connection portion between the lower end of the stay and the floor panel to the rear side of the vehicle at the time of a front collision ( The amount of retreat) can be small.

Therefore, at the time of a front collision, the two members, the member body and the stay, act as a wall to receive the input from the post bracket to the rear side of the vehicle, so that the post bracket is crushed without any trouble and shock absorption is performed. I was able to.

On the other hand, in the case of Patent Document 1, the connecting portion between the lower end of the alternative stay and the vehicle body is a dash panel. However, the dash panel is a surface that is almost orthogonal to the front-rear direction of the vehicle. Therefore, since the dash panel has a structure that is weaker than the floor panel with respect to the input in the front-rear direction of the vehicle, the amount of retreat (or rearward) of the connection portion at the time of front collision is larger than that of the connection portion between the normal stay and the floor panel. The amount of movement) becomes large.

Therefore, at the time of a front collision, the member body simultaneously receives the input from the two members, the post bracket and the alternative stay, to the rear side of the vehicle. In addition, it is necessary to use only the member body as a wall and crush both the post bracket and the alternative stay to absorb the impact at the time of a front collision.

In Patent Document 1, the impact force on the member body is alleviated by deforming the two members, the post bracket and the alternative stay, so as to bulge in the vehicle width direction (horizontal) at the time of a front collision. However, since the air conditioner is arranged on the side of the alternative stay in the vehicle width direction, even if the alternative stay is bent in the vehicle width direction (horizontal), it interferes with the air conditioner and cannot absorb the impact, so that the member cannot absorb the impact. The amount of retreat of the main body to the passenger compartment side cannot be sufficiently suppressed.

Therefore, in view of this problem, even when the support member corresponding to the stay is connected to the dash panel, the impact is absorbed while avoiding interference with the air conditioner at the time of front collision. It is a thing.

In order to solve the above problems,
The member body that extends in the vehicle width direction and supports the steering column,
A dash panel located on the front side of the vehicle is provided with a support member that connects the member body and supports the member body.
The support member
A first support member extending diagonally downward from the member body toward the dash panel and connected to the dash panel.
It has a second support member that extends from the member body to the front side of the vehicle and is connected to the dash panel above the first support member.
The first support member is formed with a fragile portion for bending and deforming the first support member downward.
The second support member is formed with a fragile portion for bending and deforming the second support member upward.
An air conditioner is arranged adjacent to the first support member and the side of the second support member.
In the side view, the first support member and the second support member overlap with a part of the air conditioner.
It features a steering member structure in which an air conditioning duct of the air conditioner is arranged between the first support member and the second support member.

According to this case, according to the above configuration, even when the support member is connected to the dash panel, it is possible to absorb the impact at the time of a front collision while avoiding interference with the air conditioner.

It is an overall perspective view of the steering member which concerns on embodiment. It is a side view (vertical sectional view seen from the side) at the position of the support member of the steering member of FIG. It is a side view which shows the vertical rotation of a steering column. It is a perspective view of a floor panel. It is a side view which shows the retreat amount of the mounting position of a support member at the time of a front collision. It is a side view which shows the arrangement of an air conditioner. It is a rear view which shows the mounting state of the air conditioner. It is a figure which shows the shape of each part of the 1st support member. It is a partially enlarged side view which shows the state after welding of the member mounting part. It is a partially enlarged side view which shows the state before welding of a member mounting part. It is a side view of the support member which concerns on a comparative example. It is the same side view as FIG. 5 of the comparative example of FIG.

Hereinafter, the present embodiment will be described in detail with reference to the drawings.
1 to 11 are for explaining this embodiment.

<Structure> The configuration of this embodiment will be described below.

FIG. 1 is a perspective view showing the structure (steering member structure) of the steering member 1 of this embodiment. The directions in the figure are the vehicle front-rear direction X, the vehicle width direction Y, and the vertical direction Z.

As shown in the side view of FIG. 2, a vehicle 2 such as an automobile is provided with an interior panel such as an instrument panel 4 at the front portion in the passenger compartment 3. Inside the instrument panel 4, a metal steering member 1 (FIG. 1) extending substantially in the vehicle width direction Y and connecting the left and right vehicle body panels (side panels) is installed as a vehicle body strength member.

The steering member 1 includes a member main body 6 that extends in the vehicle width direction Y and supports the steering column 5 (FIG. 3), and a support member 7 that supports the member main body 6.

More specifically, a dash panel 8 is provided at the front of the passenger compartment 3. The dash panel 8 is a panel member provided at the front portion of the vehicle body and constitutes a part of the vehicle body. The dash panel 8 is a partition wall that separates the engine room 9 and the vehicle interior 3 from the front and rear. The dash panel 8 is a substantially vertical surface that extends substantially in the vehicle width direction Y and substantially in the vertical direction Z. The dash panel 8 is installed substantially below the position of the lower side of the front window 10. Then, the instrument panel 4 is installed so as to cover the rear surface of the dash panel 8. Therefore, the instrument panel 4 is installed at a position substantially below the front window 10.

The lower edge of the dash panel 8 is joined to the front edge of the floor panel 11 (FIG. 4) that constitutes the floor of the passenger compartment 3. The floor panel 11 is a panel member that forms a part of the vehicle body. The floor panel 11 is a substantially lateral surface extending in the vehicle width direction Y and the vehicle front-rear direction X. A convex portion such as a center tunnel 12 extending in the vehicle front-rear direction X can be formed at substantially the center of the floor panel 11 in the vehicle width direction Y. The center tunnel 12 has a reinforcing structure for the floor panel 11 in the front-rear direction X of the vehicle. Therefore, the floor panel 11 has a structure that is strong against the input of the vehicle front-rear direction X. On the other hand, the dash panel 8 is a vertical surface substantially orthogonal to the vehicle front-rear direction X. Therefore, the dash panel 8 is weaker than the floor panel 11 with respect to the input of the vehicle front-rear direction X. Further, the retreat amount x1 (or the rearward movement amount, FIG. 5) of the dash panel 8 at the time of a front collision is larger than the retreat amount x2 of the floor panel 11. Needless to say, the reason why the retreat amount x1 of the dash panel 8 is large is that the engine of the vehicle 2 directly contacts the dash panel 8 at the time of a front collision and presses the dash panel 8 backward. The amount of retreat x1 at the upper part and the lower part of the dash panel 8 is not always the same.

The steering member 1 is mainly composed of a member body 6 that supports the steering column 5. The member main body 6 is installed behind the dash panel 8 in a state separated from the dash panel 8. The member main body 6 is installed at a position lower than the upper end portion of the dash panel 8 and higher than the lower end portion of the dash panel 8. For example, the member main body 6 is installed at a position higher than the central portion of the dash panel 8 in the vertical direction Z, etc., in a state of being separated upward from the floor panel 11.

The member main body 6 is a long member extending substantially in the vehicle width direction Y. The member main body 6 has various shapes and structures. The member main body 6 may have any shape and structure, but in this embodiment, it is a hollow tubular member having a circular cross section and extending substantially linearly in the vehicle width direction Y. As a result, the member main body 6 has, for example, a thin instrument panel 4 having a space between the lower surface of the instrument panel 4 and the floor panel 11 over the entire area (total width) in the vehicle width direction Y. It will be the most suitable for installation inside.

As shown in FIG. 1, the member main body 6 has a large diameter portion 13 on the driver's seat side and a small diameter portion 14 on the passenger seat side due to the difference in required strength. A conical diameter-reduced portion 15 that gradually reduces the diameter from the large-diameter portion 13 to the small-diameter portion 14 is formed between the large-diameter portion 13 and the small-diameter portion 14. The large-diameter portion 13 and the small-diameter portion 14 have substantially constant diameter dimensions both inside and outside, and have smooth cylindrical surfaces. Further, each of the large diameter portion 13 and the small diameter portion 14 has a substantially constant wall thickness over the entire length. The member main body 6 has a uniform inner and outer diameter, a uniform cross section, and a uniform wall thickness over the entire length from the driver's seat side to the passenger's seat side. 6 may also be such a thing.

Side brackets 16 are provided at both ends of the member body 6. By attaching the side brackets 16 to the left and right vehicle body panels (side panels), the member main body 6 is installed on the vehicle body. That is, both ends of the member body 6 are fixed to the vehicle body.

A column bracket 17 is provided on the driver's seat side portion (large diameter portion 13) of the member main body 6. The steering column 5 is attached to the member body 6 by the column bracket 17. The steering column 5 is a steering means for the vehicle 2 having a steering wheel. The steering column 5 is attached to the lower side of the member main body 6 in a suspended state.

Further, the member main body 6 is adapted so that the intermediate portion in the vehicle width direction Y is supported by the vehicle body by the support member 7. The support member 7 is installed between the member main body 6 and the vehicle body. The support member 7 described above is mainly attached to the position of the large diameter portion 13 of the member main body 6 (closer to the small diameter portion 14) in a state separated from the column bracket 17. The support member 7 will be described below.

In contrast to the above configuration, the steering member structure of this embodiment can be provided with the following configuration.

(1) As shown in FIG. 2, the support member 7 is
A first support member 21 extending diagonally downward and connected to the dash panel 8 from the member main body 6 toward the dash panel 8 located on the front side of the vehicle.
It has a second support member 22 that extends from the member main body 6 to the front side of the vehicle and is connected to the dash panel 8 above the first support member 21.
The first support member 21 is formed with a fragile portion 23 for bending and deforming the first support member 21 downward. The second support member 22 is formed with a fragile portion 72 for bending and deforming the second support member 22 upward.
Air conditioners 24 (FIGS. 6 and 7) are arranged adjacent to the first support member 21 and the second support member 22. The first support member 21 and the second support member 22 are installed so as to overlap a part of the air conditioner 24 when viewed from the side in the vehicle width direction Y. The air conditioning duct 63 of the air conditioner 24 is arranged between the first support member 21 and the second support member 22.

Here, the support member 7 does not include an existing stay that directly connects the floor panel 11 and the member main body 6 to support the member main body 6 with respect to the floor panel 11 in the vertical direction Z. As a result, the member main body 6 is not directly supported by the floor panel 11. In this embodiment, the first support member 21 and the second support member 22 as the support member 7 are provided as separate members, and are attached to the member main body 6, respectively.

The first support member 21 replaces the existing stay by having a function for supporting the intermediate portion of the member main body 6 in the vehicle width direction Y mainly in the vertical direction Z with respect to the vehicle body. The intermediate portion is, for example, a portion between the driver's seat and the passenger seat, or a portion closer to the passenger seat on the driver's seat side. The first support member 21 has an inclined shape that descends forward as a whole (inclined member), and thus has a part of a function of supporting the member main body 6 with respect to the vehicle front-rear direction X.

The intermediate portion of the first support member 21 in the longitudinal direction serves as a support portion that supports the member main body 6. As will be described later, the first support member 21 has a tip end portion (lower end portion) attached to the dash panel 8. The rear end portion (upper end portion) of the first support member 21 is attached to the member main body 6 (large diameter portion 13). The intermediate portion in the longitudinal direction of the first support member 21 is a portion between the front end portion and the rear end portion other than the front end portion and the rear end portion.

The second support member 22 has a function as a post bracket for supporting the intermediate portion of the member main body 6 in the vehicle width direction Y with respect to the vehicle body mainly in the vehicle front-rear direction X. The intermediate portion is, for example, a portion closer to the passenger seat on the driver's seat side. The second support member 22 may be connected to the dash panel 8 above the first support member 21. It is preferable that the second support member 22 is connected to the dash panel 8 at a position above the member main body 6. In this way, by connecting the second support member 22 to the dash panel 8 at a position higher than the member main body 6, the upward vibration of the member main body 6 can be efficiently suppressed. Further, the second support member 22 has an inclined shape (upward or backward) as a whole (inclined member), and has a part of a function of supporting the member main body 6 in the vertical direction Z. Become.

The intermediate portion of the second support member 22 in the longitudinal direction serves as a support portion that supports the member main body 6. The second support member 22 has an inclination closer to horizontal than the first support member 21 as a whole, and the intermediate portion of the second support member 22 is shorter than the intermediate portion of the first support member 21. There is. As will be described later, the second support member 22 has a tip end portion (upper end portion) attached to the dash panel 8. The rear end portion (lower end portion) of the second support member 22 is attached to the member main body 6 (large diameter portion 13 or the like). The intermediate portion in the longitudinal direction of the second support member 22 is a portion between the front end portion and the rear end portion other than the front end portion and the rear end portion. The second support member 22 will be described later.

The support member 25 (FIG. 1) similar to the second support member 22 is provided at a position near the end of the member main body 6 on the driver's seat side (large diameter portion 13) and a position on the passenger seat side (FIG. 1), if necessary. It can be additionally provided in the small diameter portion 14) or the like as appropriate.

The downward bending deformation means that the intermediate portion of the first support member 21 is bent and deformed so as to move downward in the vertical direction Z at the time of front collision (broken line in FIG. 5). It is preferable that the downward bending deformation of the first support member 21 at the time of a front collision is hardly accompanied by deformation in the vehicle width direction Y. In this embodiment, the terms "upper" and "lower" are used to indicate the direction from a certain position. In addition, the upper side and the lower side are used as terms to refer to the area on which side (upper or lower) is located with respect to a certain boundary line. Therefore, depending on the context, the same meaning / content may be referred to, but in general, the content referred to above / below is narrower than that at the upper / lower side.

The fragile portion 23 is a fragile portion provided in the intermediate portion of the first support member 21. The fragile portion 23 does not bend and deform the first support member 21 in a normal state (normal time). The fragile portion 23 imparts fragility to the first support member 21 to such an extent that the first support member 21 can be bent and deformed downward at the time of a front collision. The vulnerable portion 23 may be anything. The specific vulnerable part 23 of this embodiment will be described later.

The air conditioner 24 is a device for adjusting the temperature inside the vehicle interior 3. The main body (HVAC unit) of the air conditioner 24 is installed, for example, at a position substantially at the center of the vehicle width direction Y. The air conditioner 24 of this embodiment is offset upward by floating with respect to the floor panel 11 so as not to be exposed from the lower surface of the instrument panel 4. The first support member 21 is arranged adjacent to the side surface of the air conditioner 24 on the driver's seat side, which is installed so as to be offset upward at a substantially central portion in the vehicle width direction Y, in a state close to the vehicle width direction Y. .. The surface of the first support member 21 on the passenger seat side is directed toward the air conditioner 24.

(2) The fragile portion 23 of the first support member 21 may have a bent portion 31 in which the first support member 21 is bent downward, or a curved portion in which the first support member 21 is bent downward.
Further, as will be described later, the fragile portion 72 of the second support member 22 has a bent portion 71 having a shape in which the second support member 22 is bent upward, or a curved portion having a shape bent upward. Is also good.

Here, the bent portion 31 or the curved portion as the fragile portion 23 is configured as an intermediate portion (support portion) of the first support member 21. Since the first support member 21 has a bent portion 31 or a curved portion, the first support member 21 has a first support as compared with the case where the intermediate portion of the first support member 21 has a simple linear shape (without the bent portion 31 or the curved portion). It is possible to weaken the member 21 so as to have a desired strength.

The downwardly curved shape or the downwardly curved shape is intermediate to the lower side of the straight line 33 in FIG. 2 when the first support member 21 is viewed from the side by the bent portion 31 or the curved portion. The shape is such that almost the entire portion is located (for example, a valley shape). The straight line 33 is a line connecting the front end side (lower end side) and the rear end side (upper end side) of the intermediate portion (support portion) of the first support member 21.

The bent portion 31 is a portion having a bent shape. However, the bent portion 31 is not actually bent. Specifically, the bent portion 31 is a shape or portion having at least one corner portion. The first support member 21 may have one corner as a whole, or may have a large number of corners. The corner is a figure formed at the intersection of two sides. Each side may be, for example, a straight line or a curve close to a straight line.

The curved part is a part that is shaped like a bow. However, the curved portion does not mean that it is actually bent. Specifically, the curved portion is a shape or portion having at least one rounded portion. The first support member 21 may have one rounded portion as a whole, or may have a large number of rounded portions. Further, the curved portion may have straight or curved sides on both sides of the rounded portion.

The bent portion 31 and the bent portion may be provided on the first support member 21 at the same time.

In this embodiment, the first support member 21 has one corner portion 34 at a position substantially in the center of the intermediate portion (support portion) in the longitudinal direction (approximately the vehicle front-rear direction X) and is bent downward. It is a bent portion 31 of the shape and the like. The upper angle of the corner portion 34 is an obtuse angle. The two sides forming the corner portion 34 are

inclined portions

35 and 36 that are substantially linear. The inclined portion 35 on the front side of the corner portion 34 has a relatively gentle hypotenuse. The inclined portion 36 on the posterior side of the corner portion 34 is a hypotenuse that is steeper than the inclined portion 35 on the front side. The downwardly curved shape or the downwardly curved shape is an expression when the entire intermediate portion (support portion) of the first support member 21 is viewed from the side. When viewed with reference to the inclined portion 35 on the front side of the first support member 21, the inclined portion 36 on the rear side has a shape that is bent or curved upward. When viewed with reference to the inclined portion 36 on the rear side of the first support member 21, the inclined portion 35 on the front side has a shape that is bent or curved upward.

By forming the entire intermediate portion of the first support member 21 into a bent portion 31 that is bent downward, the first support member 21 has a shape that is easily bent and deformed downward with the corner portion 34 as the bending starting point (FIG. FIG. 5). When the bent portion 31 of the first support member 21 is bent and deformed downward, the angle of the corner portion 34 becomes smaller, so that the inclined portion 35 on the front side becomes in a lying state and on the rear side. The inclined portion 36 is in a state of standing up.

Hereinafter, a case where the intermediate portion of the first support member 21 is a bent portion 31 will be mainly described. When the intermediate portion of the first support member 21 is a curved portion, the bent portion 31 is read as a curved portion and the corner portion 34 is read as a rounded portion. In addition, other necessary replacements shall be made.

(3) The fragile portion 23 of the first support member 21 may have a notch portion 41 at least at the lower edge portion of the first support member 21.
Further, as will be described later, the fragile portion 72 of the second support member 22 is a bent portion 71 having a shape in which the second support member 22 is bent upward, or one of the curved portions having a shape curved upward, and , The notch 78 may be provided at the lower edge of the second support member 22.

Here, the notch portion 41 is a portion having a notched shape. However, the notch 41 does not have to be actually notched. The cutout portion 41 is provided in the intermediate portion of the first support member 21 as one of the fragile portions 23. By providing the notch 41, the intermediate portion of the first support member 21 is fragile, and the first support member 21 is likely to be bent and deformed at the time of front collision.

The cutout portion 41 can be formed independently with respect to the lower edge portion of the intermediate portion of the first support member 21 having a linear shape and which is not provided with the bent portion 31 or the curved portion, for example. On the other hand, in this embodiment, the cutout portion 41 is formed in the bent portion 31 as the main fragile portion 23 or in the intermediate portion of the first support member 21 provided with the curved portion. The cutout portion 41 may be one or more in the intermediate portion of the first support member 21 as an auxiliary fragile portion 23 for adjusting the fragility of the first support member 21 due to the bent portion 31 or the curved portion to a desired state. It is formed.

The cutout portion 41 may be formed at the same position as the corner portion 34 of the bent portion 31 or the rounded portion of the curved portion so as to serve as one bending starting point together with the corner portion 34. The cutout portion 41 may be formed at a position different from the corner portion 34 or the rounded portion so as to serve as a bending starting point by itself. The cutout portion 41 may be formed by combining these. However, as in this embodiment, when at least one of the cutout portions 41 is formed at the same position as the corner portion 34 of the bent portion 31 or the rounded portion of the curved portion, the cutout portion 41 and the bent portion 31 or the curved portion are formed. It is preferable because a synergistic effect can be obtained.

In this embodiment, the notch 41 is provided at one position at the same position as the corner 34 in the intermediate portion of the first support member 21 which is the bent portion 31. More specifically, the cutout portion 41 is provided below the corner portion 34 of the bent portion 31 in a state of substantially facing the corner portion 34. In this way, the first support member is provided by providing the notch 41 so as to face the corner 34 vertically, or by forming the notch 41 into a shape such that the opposite side of the corner 34 is notched. 21 can make the downward bending deformation more likely to occur.

Here, the first support member 21 will be described in more detail. The first support member 21 is mainly composed of a vertically oriented surface (vertical surface portion 42) facing substantially the vertical direction Z. Then, a lateral surface (horizontal surface portion 43) extending substantially in the vehicle width direction Y (toward the passenger seat side or the driver's seat side) is integrally formed from the upper edge portion of the vertical surface portion 42, whereby the first The support member 21 is a member having a substantially L-shaped cross section.

As shown in FIG. 8, the first support member 21 has a corner portion 44 having a rounded shape at a connecting portion between the upper edge portion of the vertical surface portion 42 and one side edge portion of the horizontal surface portion 43. The corner portion 44 is continuous over at least the entire longitudinal direction of the intermediate portion. As a result, the first support member 21 secures the minimum rigidity in the longitudinal direction, and can transmit the input from the vehicle body to the first support member 21 to the member main body 6. Such a first support member 21 can be manufactured, for example, by bending a single metal plate. Each of the horizontal surface portion 43 and the vertical surface portion 42 is formed of a smoothly continuous surface or the like without any conspicuous unevenness or step.

Then, the vertical surface portion 42 of the first support member 21 is rearward so that the width of the front side is narrow and the width of the rear side is wide as a whole (without the notch 41 or the like) when viewed from the side. It has an approximate shape of posterior expansion (or anterior narrowing) that gradually widens toward it.

As shown in FIG. 2, the vertical surface portion 42 having such a substantially rear-extended shape has an upper edge portion that is inclined back and forth in order to form a bent portion 31 that bends the intermediate portion (support portion) downward. It has a valley shape having a

portion

35, 36 and a corner portion 34 formed between the

inclined portions

35, 36. Further, the lateral surface portion 43 of the first support member 21 has a valley fold shape along the upper edge portions (

inclined portions

35, 36, corner portions 34) of the vertical surface portion 42 when viewed from the side. The lateral surface portion 43 is formed to have a substantially constant width dimension over substantially the entire length.

Then, with respect to the lower edge portion of the vertical surface portion 42, a notch portion 41 is formed at a position opposite to the corner portion 34 of the bent portion 31 as described above. The notch 41 is substantially inverted V-shaped when viewed from the side. The substantially inverted V-shaped notch 41 has a relatively sharp top. Then, on the rear side of the notch 41, a notch 45 having a substantially S-shape when viewed from the side is formed so as to be continuous with the notch 41. The substantially S-shaped notch portion 45 is formed long over a range of approximately half or more of the portion above the notch portion 41.

Therefore, in the vertical surface portion 42 of the intermediate portion of the first support member 21, the portion on the rear end side when viewed from the side has the widest width dimension and has a natural rear widening (or front narrowing) shape. It is said to be 42a. A second portion 42b having a substantially constant width dimension is formed in a portion up to the front corner portion 34 of the vertical surface portion 42 by a substantially S-shaped cut portion 45, which is approximately half of the first portion 42a. The position of the corner portion 34 of the vertical surface portion 42 is set to the third portion 42c in which only the corner portion 44 having a substantially rounded shape is formed by the notch portion 41. The portion of the vertical surface portion 42 from the corner portion 34 to the vicinity of the front end is a fourth portion 42d having a substantially constant width dimension, which is substantially the same as or slightly narrower than the second portion 42b. The fourth portion 42d is formed slightly longer in the vehicle front-rear direction X than the second portion 42b.

Between the first portion 42a and the fourth portion 42d, the transition portion 42e to which the width dimension is suddenly changed depending on the notch shape such as the substantially S-shaped notch 45 and the substantially inverted V-shaped notch 41. A plurality of 42h (such as a sudden change in width) are formed. Since the stress is easily concentrated in these transition portions 42e to 42h due to the sudden change in the width dimension, the corner portions are formed when the first support member 21 is bent and deformed at the corner portions 34 at the time of front collision. It tends to be a bending starting point other than 34 (particularly, the transition portion 42e).

Then, as shown in FIG. 2, the first support member 21 has a panel mounting portion 46 at the front end portion (lower end portion) in the vehicle front-rear direction X with respect to the intermediate portion (support portion) formed as the bent portion 31. ing. The first support member 21 has a member mounting portion 47 at the rear end portion (upper end portion) of the vehicle front-rear direction X. The panel mounting portion 46 is bolted to the dash panel 8 from the rear side to the front side. The member mounting portion 47 is welded and fixed to the member main body 6.

The panel mounting portion 46 is mounted at a position 8a on the lower end side of the dash panel 8 (for example, a position 8a higher than the top of the center tunnel 12 of the floor panel 11, FIG. 4). The straight line 33 connecting the tip end portion (lower end portion) and the rear end portion (upper end portion) of the first support member 21 is a line connecting the uppermost portion between the member mounting portion 47 and the panel mounting portion 46. To.

The panel mounting portion 46 of the first support member 21 is a contact portion in which the front end portion of the first support member 21 is bent downward so as to extend substantially vertically downward along the surface of the dash panel 8. ing. The horizontal surface portion 43 of the panel mounting portion 46 is a vertical contact surface that is brought into contact with the surface of the dash panel 8 from the rear side and fixed with bolts (bolts 46a). The vertical surface portion 42 of the panel mounting portion 46 is located on one side of the contact surface and extends in the vertical direction Z with a substantially constant width dimension.

The bent portion 48 between the panel mounting portion 46 of the first support member 21 and the intermediate portion (bent portion 31) has a mountain-shaped shape that is convex upward. When the bent portion 31 of the first support member 21 is bent and deformed downward at the time of front collision, the bent portion 48 serves as the bending starting point and is deformed so that the angle below the bent portion 48 becomes smaller. It becomes the center of inclination of the inclined portion 35 on the front side of the bent portion 31.

In this bent portion 48, the upper edge portion and the horizontal surface portion 43 of the vertical surface portion 42 have a mountain-shaped shape that is convex upward. A substantially inverted V-shaped cut portion 49 is formed in the lower edge portion of the vertical surface portion 42 of the bent portion 48 in order to facilitate bending at the time of a front collision. The substantially inverted V-shaped notch 49 has a circular arc shape at the top. Due to the substantially inverted V-shaped cut portion 49, the vertical surface portion 42 has a narrow width portion around the position of the bent portion 48.

On the other hand, as shown in FIGS. 9A and 9B, the member mounting portion 47 of the first support member 21 is mainly formed at the upper end portion (rear end portion) of the first portion 42a of the vertical surface portion 42. The upper end portion of the first portion 42a has the largest width dimension when viewed from the side. The upper end portion of the first portion 42a has a width dimension substantially the same as the diameter dimension of the member main body 6. The upper end portion of the first portion 42a is cut out in an arc shape having a diameter substantially matching the outer peripheral surface of the member main body 6 (arc-shaped cutout portion 51). The arc-shaped notch 51 is brought into contact with the position near the front of the lower portion of the outer peripheral surface of the member main body 6 in the circumferential direction, and is welded and fixed in the circumferential direction (welded portion 52).

Further, the lateral surface portion 43 is extended toward the member main body 6 slightly longer than the position of the arc-shaped cut portion 45 of the first portion 42a (extension portion 53). The extension portion 53 is brought into contact with the front intermediate portion or the front upper portion of the peripheral surface of the member main body 6 in the vehicle width direction Y, and is welded and fixed in the vehicle width direction Y (welded portion 54).

Further, in the first portion 42a, a second horizontal surface portion 143 similar to the horizontal surface portion 43 is provided on the lower edge portion of the vertical surface portion 42. As a result, the first support member 21 has a substantially C-shaped cross section partially formed by the vertical surface portion 42, the pair of upper and lower horizontal surface portions 43, and the second horizontal surface portion 143.

Then, the second lateral surface portion 143 is extended toward the member main body 6 side slightly longer than the position of the arc-shaped cut portion 45 of the first portion 42a (extension portion 55). The extension portion 55 is in contact with the lower rear portion of the peripheral surface of the member main body 6 in the vehicle width direction Y, and is welded and fixed (welded portion 56) in the vehicle width direction Y.

At this time, the second lateral surface portion 143 (welded portion 56) is welded and fixed to the member main body 6 as follows. The welding fixing position of the second lateral surface portion 143 with respect to the member main body 6 is the downward locus 58 of the vertical rotation locus 58 of the steering column 5 passing through the axial center position 57 of the member main body 6 and the member main body 6. The position is located on the rear side of the vehicle from the position at which the intersection point 59 with the surface of This makes it possible to more effectively suppress the downward vibration of the member body 6. The steering column 5 is rotated up and down about the position of the universal joint 5a (FIG. 3) provided at the position closest to the steering wheel in the instrument panel 4.

Similarly, the lateral surface portion 43 (welded portion 54) is preferably welded and fixed to the member main body 6 as follows. The welding fixing position of the lateral surface portion 43 with respect to the member main body 6 is determined by the upward locus 58 of the vertical rotation locus 58 of the steering column 5 passing through the axial center position 57 of the member main body 6 and the surface of the member main body 6. It is set to the position where the intersection is 60. Alternatively, the welding fixing position is set to be near the intersection 60 or above the intersection 60.

(4) As shown in FIG. 6 (FIG. 7), the air conditioner 24 may be fixed to the first support member 21 via the attachment point 61.
An air conditioning duct 63 for guiding the air conditioning air blown from the air conditioning device 24 may be provided (arranged) between the first support member 21 and the second support member 22.
Even if the attachment point 61 between the first support member 21 and the air conditioner 24 is provided only above the fragile portion 23 (bent portion 31, curved portion, cutout portion 41, etc.) of the first support member 21. good.

Here, the attachment point 61 is a portion where the air conditioner 24 is attached to the vehicle body. As shown in FIG. 7, the attachment point 61 is provided on the attachment bracket 64 extending laterally from the periphery of the member attachment portion 47 of the first support member 21 toward the rear side of the rear surface of the air conditioner 24. Then, the upper portion of the rear surface of the air conditioner 24 on the driver's seat side is bolted to the attachment point 61 of the attachment bracket 64 from the rear side to the front side.

Further, the position on the passenger seat side of the small diameter portion 14 of the member main body 6 has a distance in the vehicle width direction Y that allows the air conditioner 24 to be sandwiched between the first support member 21 and extends substantially downward. The mounting bracket 65 is mounted. Upper and

lower mounting pieces

66 and 67 extending laterally toward the rear side of the rear surface of the air conditioner 24 are provided above and below the mounting bracket 65. Then, the upper portion and the lower portion of the rear surface of the air conditioner 24 on the passenger seat side are bolted to the attachment points 68 provided on the upper and

lower attachment pieces

66 and 67, respectively, from the rear side to the front side. As a result, the rear surface of the air conditioner 24 is fixed to the member main body 6 at three points.

The mounting bracket 65 has a fragile portion 23 of the first support member 21 at a position between the upper mounting piece 66 and the lower mounting piece 67, or between the upper mounting piece 66 and the member main body 6. A fragile portion (notch portion or the like) similar to the notch portion 41 or the like may be provided. Due to this fragile portion (notch, etc.), even if a load acts on the mounting bracket 65 via the air conditioner 24 when the first support member 21 is deformed, the fragile portion provided on the mounting bracket 65 is deformed, whereby the fragile portion is deformed. The first support member 21 can be reliably deformed.

The conditioned air is the air for adjusting the temperature that is blown from the air conditioner 24 into the passenger compartment 3.

As shown in FIG. 6, the air conditioning duct 63 is, for example, a foot duct for sending air conditioning air to the feet of an occupant. The upper end of the air conditioning duct 63 is connected to the air outlet 24a provided on the side surface of the air conditioning device 24. The air-conditioning duct 63 passes laterally through the space between the first support member 21 and the second support member 22, and the lower end portion thereof is guided downward toward the feet of the occupant. A protrusion from the side surface of the air conditioner 24 can also be inserted into the space between the first support member 21 and the second support member 22. The protrusion from the side surface of the air conditioner 24 may be, for example, an actuator 69 for driving a door provided at the air outlet 24a of the air conditioner 24.

The upper side of the fragile portion 23 (bent portion 31, curved portion, cutout portion 41) is a portion located higher than the fragile portion 23 (bent portion 31, curved portion, cutout portion 41). Above the fragile portion 23 is, for example, a first portion 42a, a second portion 42b, etc. on the rear end side in the longitudinal direction of the first support member 21. The first portion 42a and the second portion 42b are portions where the amount of displacement when the intermediate portion of the first support member 21 is bent and deformed downward is relatively small. In this embodiment, the mounting bracket 64 is mounted on the first portion 42a.

(5) As shown in FIG. 2, the second support member 22 may extend diagonally upward from the member main body 6 toward the front side of the vehicle and be connected to the dash panel 8. Further, the second support member 22 may have a bent portion 71 having a shape bent upward or a curved portion bent upward.

Here, the second support member 22 is basically the same support member 7 as the first support member 21, although the main support direction is different from that of the first support member 21. Therefore, the same configuration as that of the first support member 21 can be provided.

For example, as described above, the second support member 22 can be formed with a fragile portion 72 for bending and deforming the second support member 22 upward at the time of a front collision.

The upward bending deformation means that the intermediate portion of the second support member 22 is bent and deformed so as to move upward in the vertical direction Z at the time of front collision. It is preferable that the upward bending deformation of the second support member 22 at the time of a front collision is hardly accompanied by deformation in the vehicle width direction Y.

The fragile portion 72 is a fragile portion provided in the intermediate portion of the second support member 22. The fragile portion 72 does not normally bend and deform the second support member 22. The fragile portion 72 imparts fragility to the second support member 22 to such an extent that the second support member 22 can be bent and deformed upward at the time of a front collision. The content of the fragile portion 72 of the second support member 22 is almost the same as that of the fragile portion 23 of the first support member 21.

Then, the fragile portion 72 may be a bent portion 71 having a shape in which the second support member 22 is bent upward, or a curved portion having a shape curved upward.

Here, the bent portion 71 or the curved portion as the fragile portion 72 is configured as an intermediate portion (support portion) of the second support member 22. By providing the second support member 22 with a bent portion 71 or a curved portion, the second support member 22 has a desired strength as compared with the case where the intermediate portion of the second support member 22 has a simple linear shape. It can be vulnerable. The contents of the bent portion 71 and the bent portion are substantially the same as those of the first support member 21. In this embodiment, the bent portion 71 of the second support member 22 is formed at a position slightly in front of the bent portion 31 of the first support member 21 in the vehicle front-rear direction X.

The shape bent upward or the shape bent upward is such that when the second support member 22 is viewed from the side, almost the entire intermediate portion is located above the straight line 74 in FIG. It has a shape (for example, a mountain shape). The straight line 74 is a line connecting the front end side (lower end side) and the rear end side (upper end side) of the intermediate portion of the second support member 22 (support portion).

In this embodiment, the second support member 22 has one corner portion 75 at a position substantially in the center of the intermediate portion (support portion) in the longitudinal direction (approximately the vehicle front-rear direction X) and is bent upward. It is a bent portion 71 and the like. The lower angle of the corner portion 75 is an obtuse angle. Both sides of the corner portion 75 are a substantially linear gently inclined portion 76 (or horizontal portion 76) and an inclined portion 77. The gently sloping portion 76 on the front side of the corner portion 75 is a horizontal plane or a hypotenuse that rises forward near horizontal. The inclined portion 77 on the rear side of the corner portion 75 has a relatively gentle hypotenuse that rises forward. The shape bent upward or the shape bent upward is an expression when the entire intermediate portion (support portion) of the second support member 22 is viewed from the side. When viewed with reference to the gently inclined portion 76 on the front side, the inclined portion 77 on the rear side has a shape that is bent or curved downward. When viewed with reference to the rear inclined portion 77, the front gently inclined portion 76 has a shape that is bent or curved downward or forward.

By forming the entire intermediate portion of the second support member 22 as a bent portion 71 bent upward, the second support member 22 has a shape that is easily bent and deformed upward with the corner portion 75 as the bending starting point. When the bent portion 71 of the second support member 22 is bent and deformed upward, the angle on the lower side of the corner portion 75 becomes smaller, so that the gently inclined portion 76 on the front side and the inclined portion 77 on the rear side both become smaller. It will be in a state of standing up.

Hereinafter, a case where the intermediate portion of the second support member 22 is a bent portion 71 will be mainly described. When the intermediate portion of the second support member 22 is a curved portion, the bent portion 71 is read as a curved portion and the corner portion 75 is read as a rounded portion. In addition, other necessary replacements shall be possible.

A notch 78 may be formed in the bent portion 71 or the curved portion.

Here, the notch portion 78 is a portion having a notched shape. However, the notch 78 does not have to be actually notched. The cutout portion 78 is provided in the intermediate portion of the second support member 22 as one of the fragile portions 72. By providing the notch 78, the intermediate portion of the second support member 22 is fragile, and the second support member 22 is likely to be bent and deformed at the time of front collision.

The cutout portion 78 may be formed independently with respect to, for example, the bent portion 71 or the intermediate portion of the linear second support member 22 having no curved portion. On the other hand, in this embodiment, the cutout portion 78 is formed in the bent portion 71 as the main fragile portion 72 or in the intermediate portion of the second support member 22 provided with the curved portion. The cutout portion 78 may be one or more in the intermediate portion of the second support member 22 as an auxiliary fragile portion 72 for adjusting the fragility of the second support member 22 by the bent portion 71 or the curved portion to a desired state. It is formed.

The cutout portion 78 may be formed at the same position as the corner portion 75 of the bent portion 71 or the rounded portion of the curved portion so as to serve as one bending starting point together with the corner portion 75. The cutout portion 78 may be formed at a position different from the corner portion 75 or the rounded portion so as to serve as a bending starting point by itself. The cutout portion 78 may be formed by combining these. However, as in this embodiment, when at least one notch 78 is formed at the same position as the corner 75 of the bent portion 71 or the rounded portion of the curved portion, the notch 78 and the bent portion 71 or the curved portion are formed. It is preferable because the synergistic effect of is obtained.

In this embodiment, the notch 78 is provided at one position at the same position as the corner 75 in the intermediate portion of the second support member 22 which is the bent portion 71. More specifically, the cutout portion 78 is provided below the corner portion 75 of the bent portion 71 in a state of substantially facing the corner portion 75. In this way, the notch 78 is provided so as to face the corner 75 vertically. Alternatively, by forming the notch 78 into a shape such that the opposite side of the corner 75 is notched, the second support member 22 can be more easily bent and deformed upward.

Here, the second support member 22 will be described in more detail. The second support member 22 is mainly composed of a vertically oriented surface (vertical surface portion 81) that faces substantially the vertical direction Z. Then, a lateral surface (horizontal surface portion 82) extending substantially in the vehicle width direction Y (toward the passenger seat side or the driver's seat side) is integrally formed from the upper edge portion of the vertical surface portion 81. As a result, the second support member 22 is a member having an L-shaped cross section.

The second support member 22 is a corner portion 83 in which the connecting portion between the upper edge portion of the vertical surface portion 81 and the one side edge portion of the horizontal surface portion 82 is rounded. The corner portion 83 is continuous over at least the entire longitudinal direction of the intermediate portion. As a result, the second support member 22 secures the minimum rigidity in the longitudinal direction, and can transmit the input from the vehicle body to the second support member 22 to the member main body 6. Such a second support member 22 can be manufactured, for example, by bending a single metal plate. Each of the horizontal surface portion 82 and the vertical surface portion 81 is formed of a smoothly continuous surface or the like without any conspicuous unevenness or step.

Then, the vertical surface portion 81 of the second support member 22 is rearward so that the width of the front side is narrow and the width of the rear side is wide as a whole (without the notch 78 or the like) when viewed from the side. It has an approximate shape of posterior expansion (or anterior narrowing) that gradually widens toward it.

The vertical surface portion 81 of the second support member 22 is formed so as to have a slightly wider width dimension (dimension in the vertical direction Z) than the vertical surface portion 42 of the first support member 21 as a whole. In this way, by making the width dimension of the vertical surface portion 81 of the second support member 22 relatively large, the second support member 22 can secure the optimum cross-sectional coefficient. The optimum section modulus is the support of the member main body 6 in the vehicle front-rear direction X and the vertical direction Z by the second support member 22 in the normal state, and the upward bending deformation of the second support member 22 in the case of a front collision. It is a section modulus that satisfies both.

In the vertical surface portion 81 having such a substantially rear-extended shape, the upper edge portion includes the front and rear gently inclined portions 76 and the inclined portion 77 in order to make the intermediate portion (support portion) into a bent portion 71 that bends upward. , A mountain-shaped shape having a corner portion 75 formed between the gently inclined portion 76 and the inclined portion 77. Further, the lateral surface portion 82 of the second support member 22 has a mountain-folded shape along the upper edge portion (

inclined portions

35, 36 or corner portions 75) of the vertical surface portion 81 when viewed from the side. The lateral surface portion 82 can be formed to have a substantially constant width dimension over a substantially total length.

As for the lower edge portion of the vertical surface portion 81, a notch portion 78 is formed at a position opposite to the corner portion 75 of the bent portion 71 as described above. The notch 78 is substantially inverted V-shaped when viewed from the side. The substantially inverted V-shaped notch 78 has a circular arc shape at the top. Then, a through hole 84 is formed inside the vertical surface portion 81 at a position rearward of the notch portion 78, if necessary. The through hole 84 can be formed over almost the entire area of the portion posterior to the notch 78.

Therefore, the vertical surface portion 81 of the intermediate portion of the second support member 22 has the widest width dimension at the rear end side when viewed from the side, and has a rear widening (or front narrowing) shape with the first portion 81a. Will be done. The position of the front corner portion 75 of the first portion 81a is defined as the second portion 81b whose width is narrowed by the notch 78. The portion from the corner portion 75 to the vicinity of the front end is a third portion 81c having a width dimension of substantially constant or rearward extension, which is slightly narrower than the first portion 81a. The second portion 81b is slightly wider than the third portion 42c of the first support member 21.

Between the first portion 81a and the third portion 81c,

transition portions

81d and 81e (widths) whose width dimensions are suddenly changed by a notch shape such as a substantially inverted V-shaped notch 78 having a round top. Multiple sudden changes, etc.) are formed.

The second support member 22 has a panel mounting portion 85 at the front end portion (upper end portion) in the vehicle front-rear direction X with respect to the intermediate portion (support portion) formed as the bent portion 71. The second support member 22 has a member mounting portion 86 at the rear end portion (lower end portion) of the vehicle front-rear direction X. The panel mounting portion 85 is bolted to the dash panel 8 from the rear side to the front side. The member mounting portion 86 is welded and fixed to the member main body 6.

The panel mounting portion 85 is mounted at a position on the upper end side of the dash panel 8. The straight line 74 connecting the front end (lower end) and the rear end (upper end) of the second support member 22 is a line connecting the lowermost part between the member mounting portion 86 and the panel mounting portion 85. To.

Then, the panel mounting portion 85 of the second support member 22 extends the lateral surface portion 82 of the front end portion of the second support member 22 forward of the vertical surface portion 81, and extends the extension portion along the surface of the dash panel 8. It is a contact portion that bends downward so as to extend almost vertically downward. The side surface portion 82 (contact portion) of the panel mounting portion 85 is brought into contact with the surface of the dash panel 8 from the rear side and fixed with bolts (bolts 85a).

(6) The first support member 21 and the second support member 22 may be installed at the same position of the member main body 6 in the vehicle width direction Y (FIG. 1).

Here, the same position means that the mounting position of the first support member 21 with respect to the member body 6 and the mounting position of the second support member 22 with respect to the member body 6 are the same in the vehicle width direction Y. Is.

At this time, as shown in FIGS. 9A and 9B, the second support member 22 simultaneously moves both the member main body 6 and the rear end portion of the first support member 21 from the front side to the rear diagonally downward portion by the rear end portion. It may be turned and locked.

As a result, normally, the member main body 6 and the first support member 21 can be simultaneously supported by the second support member 22 in the vehicle front-rear direction X and the vehicle vertical direction Z. Therefore, it is possible to enhance the effect of suppressing the vertical vibration of the member main body 6 in a normal state and to suppress the plastic deformation of the first support member 21.

Alternatively, the rear end portion of the second support member 22 may be locked by both the member main body 6 and the rear end portion of the first support member 21 from the rear side toward the front diagonally upward. As a result, at the time of front collision, the two members of the member main body 6 and the rear end portion of the first support member 21 (the portion where the amount of retreat during bending deformation is relatively small) become walls. Then, this wall receives the input from the second support member 22 to the rear side of the vehicle, so that the second support member 22 can be crushed to absorb the impact.

Therefore, the member mounting portion 86 at the rear end of the second support member 22 makes the width dimension w in the substantially vertical direction Z of the vertical surface portion 81 larger than the dimension r of the diameter r of the member main body 6. For example, the width dimension w of the vertical surface portion 81 is about 1.1 to 1.5 times the diameter r of the member main body 6.

The second support member 22 has an arcuate portion 91 having a diameter substantially matching the outer peripheral surface of the member main body 6 on the upper side of the rear end portion of the vertical surface portion 81. The lower side of the rear end portion of the vertical surface portion 81 is a linear portion 92 parallel to the upper edge portion and the horizontal surface portion 43 of the rear end portion of the first support member 21. The arc-shaped portion 91 has a size that extends to about 1/4 of the outer circumference of the member main body 6. The linear portion 92 is an overlapping portion that overlaps the first support member 21 in the vertical direction Z. The linear portion 92 is made larger than the difference between the width dimension w of the rear end portion of the second support member 22 and the diameter r of the member main body 6, and smaller than the diameter r of the member main body 6.

Then, the arc-shaped portion 91 is abutted and locked to the upper front side of the outer peripheral surface of the member main body 6 from the front side, and the arc-shaped portion 91 is welded and fixed in the circumferential direction along the outer peripheral surface (welded portion 93).

Further, the lateral surface portion 82 is extended toward the member main body 6 slightly longer than the position of the arcuate portion 91 (extension portion 87). In the lateral surface portion 82, the extension portion 87 is brought into contact with the front upper portion or the rear upper portion of the peripheral surface of the member main body 6 in the vehicle width direction Y, and is welded and fixed in the vehicle width direction Y (welded portion 94). .. At this time, the lateral surface portion 82 (welded portion 94) includes the upward locus 58 of the vertical rotation locus 58 of the steering column 5 passing through the axial center position 57 of the member main body 6 and the surface of the member main body 6. It is welded and fixed to the member main body 6 at a position on the rear side of the vehicle from the position of the intersection 60. This makes it possible to more effectively suppress the upward vibration of the member body 6.

Further, the linear portion 92 is abutted and locked to the upper edge portion and the lateral surface portion 43 of the rear end portion of the first support member 21 from the front side. Then, the linear portion 92 is welded and fixed in the substantially vertical direction Z along the upper edge portion of the rear end portion of the first support member 21 (welded portion 95). The lower edge portion of the vertical surface portion 81 of the second support member 22 is substantially perpendicular to the upper edge portion of the rear end portion of the first support member 21 at an angle of 90 degrees so that the force can be effectively transmitted. It is preferable to hit the surface.

<Action> The action of this example will be described below.

In recent years, a thin instrument panel has been developed in which a space is formed over the entire area (total width) in the vehicle width direction between the lower surface of the instrument panel and the floor panel. Patent Document 1 is known as a support structure for a steering member for supporting such a thin instrument panel.

The support structure of Patent Document 1 is such that the member body is not supported by the floor panel with stays (upper and lower members), but is supported between the member body and the dash panel by two upper and lower support members.

The two upper and lower support members that connect the member body and the dash panel absorb shocks so that the member body does not retract when the dash panel is pushed by the engine and retracts during a front collision. There is a need. Therefore, in Patent Document 1, the upper and lower two support members are deformed to allow the dash panel to retract while absorbing the impact force on the member main body.

And, in such an instrument panel, it is necessary to change the arrangement of the air conditioner with respect to the existing instrument panel. That is, in the case of the existing instrument panel, the air conditioner was arranged so as to be directly fixed to the floor panel. On the other hand, in the case of the thin instrument panel as described above, if the air conditioner is arranged to be directly fixed to the floor panel, the air conditioner is located between the lower surface of the thin instrument panel and the floor panel. It will be exposed in the space. Therefore, the appearance of the passenger compartment is deteriorated. Therefore, by floating the air conditioner with respect to the floor panel so that the air conditioner is not exposed from the lower surface of the instrument panel, the air conditioner is offset upward and arranged.

Then, in Patent Document 1, the air conditioner is offset upward so that the air conditioner is not exposed from the lower surface of the thin instrument panel while being supported between the member body and the dash panel by two upper and lower support members. ing. When the air conditioner is floated and arranged in the thin instrument panel in this way, the two upper and lower support members between the member main body and the dash panel and the air conditioner overlap in a side view.

Here, the shock absorbing structure at the time of front collision of the two upper and lower support members disclosed in Patent Document 1 specifically, the upper and lower two support members are deformed in the vehicle width direction to the member main body. It is designed to absorb the impact force of. However, air conditioners are arranged on the sides of the two upper and lower support members. Further, although not shown in Patent Document 1, a meter, a head-up display, and the like are arranged on the driver's seat side. Therefore, when the support member absorbs the impact, if the support member is bent toward the side as in Patent Document 1, interference occurs between the support member and the air conditioner, the head-up display, or the like. ..

In other words, in the case of the existing instrument panel structure in which the air conditioner is mounted and fixed on the floor panel, the air conditioner is arranged at a low position, so that the support member can be used as a support member at the time of shock absorption. Interference with the air conditioner is not a problem. However, as in Patent Document 1, when the air conditioner is arranged at a high position above to the extent that the two upper and lower support members and the air conditioner overlap in a side view, the new problem of interference described above arises. It will be. Further, if the air conditioner is arranged so as to be offset upward in this way, the air conditioner duct of the air conditioner must be arranged between the upper and lower support members, so that the air conditioner duct interferes with the shock absorption. It becomes an issue.

Therefore, in this embodiment, the first support member 21 that connects the lower part of the dash panel 8 and the member main body 6 of the steering member 1 and the second support that is connected to the dash panel 8 above the first support member 21. A structure that supports the member main body 6 with the member 22 is adopted. Then, at the time of the front collision, the first support member 21 is bent downward and the second support member 22 is bent upward. As a result, even if the air conditioner 24 is arranged so as to be offset upward with respect to the floor panel 11, interference between the first support member 21 and the second support member 22 and the adjacent air conditioner 24 can be prevented. , The above problem can be solved. Further, it is possible to prevent the interference between the first support member 21 and the second support member 22 and the air conditioning duct 63 arranged between the first support member 21 and the second support member 22 so that the above problem can be solved. I made it.

That is, in this embodiment, the air conditioner 24 is arranged so as to be offset upward with respect to the floor panel 11, and the air conditioner 24 is arranged so as to be hidden in the thin instrument panel 4 to deal with the problem of appearance. Even if it is, the support member 7 is improved so that the air conditioner 24 and the air conditioner duct 63 do not hinder the shock absorption at the time of a front collision.

Specifically, the steering member 1 includes a member main body 6 that extends in the vehicle width direction Y and supports the steering column 5, and a support member 7 that supports the member main body 6. By fixing both ends of the member main body 6 to the left and right side panels of the vehicle body, the front side of the vehicle body and the front portion of the vehicle interior 3 are reinforced mainly in the vehicle width direction Y. Further, the member main body 6 is supported by the vehicle body at the intermediate portion in the vehicle width direction Y by the support member 7. The member main body 6 supports the steering column 5, and the support member 7 supports the intermediate portion of the member main body 6 in the vehicle width direction Y to the vehicle body.

In a normal case, as shown in the comparative examples of FIGS. 10 and 11, the support member 7 is composed of two members, a stay 97 extending substantially in the vertical direction Z and a post bracket 98 extending substantially in the vehicle front-rear direction X. ing. The stay 97 mainly supports the member main body 6 directly in the vertical direction Z with respect to the floor panel 11, and the post bracket 98 mainly supports the member main body 6 with respect to the dash panel 8 in the vehicle front-rear direction X. It is supposed to be done. The lower end of the stay 97 is laterally fixed to the position 12a on the side surface of the center tunnel 12 of the floor panel 11. The portion exposed from the instrument panel 4 on the lower side of the stay 97 is covered by a cover 99 (for example, the front part of the center console).

On the other hand, in this embodiment, both the first support member 21 having a function mainly corresponding to the stay 97 and the second support member 22 having a function mainly corresponding to the post bracket 98 are provided. Then, the mounting structure is changed so that both the first support member 21 and the second support member 22 are supported by the dash panel 8 in the vehicle front-rear direction X and the vehicle front-rear direction Z, respectively.

As a result, the lower portion of the first support member 21 does not extend downward (almost directly below) toward the floor panel 11. Therefore, it is possible to prevent the lower portion of the first support member 21 from being exposed from the lower surface of the instrument panel 4. Therefore, for example, the instrument panel 4 thinned so as to have a space over the entire area (total width) in the vehicle width direction Y between the lower surface of the instrument panel 4 and the floor panel 11 can be used. Further, in the vehicle interior, a cover or the like for covering the lower portion (exposed portion) of the first support member 21 is not required, and a feeling of spaciousness at the feet can be obtained.

Since the dash panel 8 is not retracted in the normal state, the member main body 6 is supported mainly by the first support member 21 and additionally by the second support member 22 in the vertical direction Z without any trouble. Further, the member main body 6 is supported mainly by the second support member 22 and additionally by the first support member 21 in the vehicle front-rear direction X without any trouble.

When the dash panel 8 retracts at the time of front collision, the first support member 21 having a bent portion 31 or a curved portion is bent and deformed downward, and the second supporting member having a bent portion 71 or a curved portion is bent downward. By bending and deforming the 22 upward, the impact is absorbed and the amount of retreat of the member main body 6 is reduced.

<Effect> According to this embodiment, the following effects can be obtained.

(Effect 1) In this embodiment, the first support member 21 (which has almost the same function as the stay) is extended diagonally downward from the member main body 6 toward the dash panel 8 located on the front side of the vehicle, and the dash panel 8 Is connected to. Further, the second support member 22 (which has almost the same function as the post bracket) extends from the member main body 6 toward the front side of the vehicle and is connected to the dash panel 8 at a position above the first support member 21. As a result, the member main body 6 can be supported in both the vertical direction Z and the vehicle front-rear direction X.

At this time, by connecting the first support member 21 to the lower position of the dash panel 8, the downward vibration of the member main body 6 can be efficiently suppressed. Then, a truss structure is formed between the first support member 21, the second support member 22, and the dash panel 8. By supporting the member body 6 with this truss structure, the first support member 21 and the second support member 22 can secure the support rigidity of the member body 6 with respect to the dash panel 8, and the member body 6 vibrates vertically due to running vibration or the like. Can be suppressed.

Further, since the first support member 21 extends diagonally downward toward the dash panel 8, a foot space is secured under the member main body 6, and the interior structure of the front part of the vehicle interior 3 such as the instrument panel 4 is secured. The degree of freedom of modeling can be improved. Since the lower part of the support member 7 is not exposed from the instrument panel 4, it is not necessary to cover the lower part of the support member 7 with a cover, and it is possible to obtain a feeling of spaciousness at the feet of the instrument panel 4.

Further, the member main body 6 is supported by the dash panel 8 mainly via the second support member 22 in the vehicle front-rear direction X, and the second support member 22 regulates the displacement of the member main body 6 in the vehicle front-rear direction X. To do. Therefore, a structure in which the front end portion of the first support member 21 is connected to the dash panel 8 and the rear end portion of the first support member 21 is connected to the member main body 6 (that is, a structure that is easily affected by the input in the vehicle front-rear direction X). ), Even if the first support member 21 has a structure that is easily affected by the input of the vehicle front-rear direction X, plastic deformation of the first support member 21 with respect to the vehicle front-rear direction X input during normal times (normal times) is prevented. Will be done.

Then, when the dash panel 8 retracts at the time of a front collision, the fragile portion 23 provided on the first support member 21 bends and deforms the first support member 21 downward without any interference. When the first support member 21 is bent and deformed downward, it functions to absorb the impact and suppress the input from the first support member 21 to the member main body 6 to the rear of the vehicle. As a result, collision performance (performance required at the time of front collision) is ensured, and two contradictory functions of support rigidity and collision performance required for the steering member 1 can be compatible with each other. Further, at the time of a front collision, only the member main body 6 can function as a wall that receives the first support member 21 and crushes the first support member 21. Then, the bending deformation of the first support member 21 makes it possible to suppress the displacement (backward amount) of the member main body 6 to the rear of the vehicle.

At this time, the first support member 21 is surely bent and deformed downward by the fragile portion 23 without any interference. Therefore, even if the air conditioner 24 is offset upward so as not to be exposed from the lower surface of the instrument panel 4 and arranged adjacent to the side of the first support member 21, the first support member 21 is air-conditioned due to bending deformation. It does not interfere with the device 24 and the air conditioning duct 63. Further, the air conditioner 24 and the air conditioner duct 63 do not prevent the first support member 21 from being bent and deformed. Therefore, the air conditioner 24 can be arranged adjacent to the side of the first support member 21 without any trouble. Alternatively, it is possible to eliminate the influence of the first support member 21 set to be bent and deformed at the time of front collision on the surrounding layout.

(Effect 2) The fragile portion 23 of the first support member 21 may have a bent portion 31 in which the first support member 21 is bent downward, or a curved portion in which the first support member 21 is bent downward. As described above, since the fragile portion 23 has the bent portion 31 or the curved portion, the bending deformation direction of the first support member 21 at the time of front collision is more reliably downward due to the bent portion 31 or the curved portion. Can be set as.

(Effect 3) The fragile portion 23 of the first support member 21 may have a notch portion 41 at least at the lower edge portion of the first support member 21. As described above, since the fragile portion 23 has the notch portion 41 at the lower edge portion of the first support member 21, the direction of bending deformation of the first support member 21 at the time of front collision is more reliably lowered by the notch portion 41. Can be set to go to.

(Effect 4) The air conditioner 24 may be fixed to the first support member 21 via the attachment point 61. By doing so, the air conditioner 24 can be physically fixed to the attachment point 61 provided on the first support member 21.

Further, an air conditioning duct 63 for guiding the air conditioning air blown from the air conditioning device 24 may be provided between the first support member 21 and the second support member 22. By doing so, the air conditioning duct 63 can be efficiently installed by effectively utilizing the space formed in the vertical direction Z between the first support member 21 and the second support member 22.

The attachment point 61 between the first support member 21 and the air conditioner 24 may be provided only above the fragile portion 23. In this way, by providing the attachment point 61 only on the upper side of the fragile portion 23, the position above the fragile portion 23 is a portion where the amount of retreat of the first support member 21 at the time of bending deformation is small, so that the first support The member 21 can be easily bent and deformed downward at the fragile portion 23. Further, as described above, the amount of displacement of the attachment point 61 to the rear side of the vehicle when the first support member 21 is bent and deformed downward at the fragile portion 23 can be minimized.

(Effect 5) The second support member 22 may extend diagonally upward from the member main body 6 toward the front side of the vehicle and be connected to the dash panel 8. By arranging the second support member 22 in an inclined arrangement in this way, the second support member 22 can have both a support function in the vertical direction Z with respect to the member main body 6 and a support function in the vehicle front-rear direction X. it can. Further, by connecting the second support member 22 to the dash panel 8 at a position above the member main body 6, the upward vibration of the member main body 6 can be efficiently suppressed. Then, due to the above-mentioned inclined arrangement, a truss structure is formed between the first support member 21, the second support member 22, and the dash panel 8. By supporting the member body 6 with this truss structure, the first support member 21 and the second support member 22 can secure the support rigidity of the member body 6 with respect to the dash panel 8, and the member body 6 vibrates vertically due to running vibration or the like. Can be suppressed.

Then, the second support member 22 may have a bent portion 71 having a shape bent upward or a curved portion curved upward. By doing so, it is possible to set so that the bending deformation of the second support member 22 is surely directed upward. Then, when the dash panel 8 retracts at the time of front collision, the bent portion 71 or the bent portion bends and deforms the second support member 22 upward without any interference, thereby absorbing the impact and absorbing the second support member 22. It functions to suppress the input to the member main body 6 from the rear of the vehicle. Then, the second support member 22 is bent and deformed upward by the bent portion 71 or the bent portion, so that at the time of front collision, only the member main body 6 receives the second support member 22 and crushes the second support member 22. It will also be able to function as a wall. Then, the second support member 22 is bent and deformed upward, so that the displacement of the member main body 6 to the rear of the vehicle can be suppressed.

At this time, the second support member 22 is surely bent and deformed upward without any interference at the position of the bent portion 71 or the bent portion. Therefore, even if the air conditioner 24 is offset upward so as not to be exposed from the lower surface of the instrument panel 4 and arranged adjacent to the side of the second support member 22, the second support member 22 is air-conditioned due to bending deformation. It does not interfere with the device 24 and the air conditioning duct 63. Further, the air conditioner 24 and the air conditioner duct 63 do not prevent the second support member 22 from being bent and deformed. Therefore, the air conditioner 24 can be arranged adjacent to the side of the second support member 22 without any trouble. Alternatively, it is possible to eliminate the influence on the surrounding layout by the second support member 22 which is set to be bent and deformed at the time of front collision.

(Effect 6) The first support member 21 and the second support member 22 may be installed at the same position of the member main body 6 in the vehicle width direction Y. In this way, by simultaneously supporting the same position of the member main body 6 in the vehicle width direction Y by both the first support member 21 and the second support member 22, the first support member 21 and the second support member 22 Collaborative action is obtained. By this collaborative action, the first support member 21 and the second support member 22 can more efficiently support the member main body 6 in the vertical direction Z and the vehicle front-rear direction X. Further, due to the cooperative action of the first support member 21 and the second support member 22, the first support member 21 is bent downward and the second support member 22 is bent upward at the time of a front collision. It can be done more smoothly.

1 Steering member 2 Vehicle 5 Steering column 6 Member body 7 Support member 8 Dash panel (body)
11 Floor panel 21 1st support member 22 2nd support member 23 Fragile part 24 Air conditioner 31 Bend part 41 Notch 61 Mounting point 63 Air conditioning duct 71 Bend 72 Bend 78 Notch X Vehicle front-rear direction Y Vehicle width direction Z Up and down direction

Cross-reference of related applications

This application claims priority based on Japanese Patent Application No. 2019-225224 filed with the Japan Patent Office on December 13, 2019, the entire disclosure of which is incorporated herein by reference in its entirety. ..

Claims

The member body that extends in the vehicle width direction and supports the steering column,
A dash panel located on the front side of the vehicle is provided with a support member that connects the member body and supports the member body.
The support member
A first support member extending diagonally downward from the member body toward the dash panel and connected to the dash panel.
It has a second support member that extends from the member body to the front side of the vehicle and is connected to the dash panel above the first support member.
The first support member is formed with a fragile portion for bending and deforming the first support member downward.
The second support member is formed with a fragile portion for bending and deforming the second support member upward.
An air conditioner is arranged adjacent to the first support member and the side of the second support member.
In the side view, the first support member and the second support member overlap with a part of the air conditioner.
A steering member structure characterized in that an air conditioning duct of the air conditioner is arranged between the first support member and the second support member.
The steering member structure according to claim 1.
The fragile portion of the first support member has a bent portion having a shape in which the first support member is bent downward, or a curved portion having a shape bent downward.
The fragile portion of the second support member has a steering member structure having a bent portion having a shape in which the second support member is bent upward, or a curved portion having a shape bent upward.
The steering member structure according to claim 1.
The fragile portion of the first support member has a notch at the lower edge portion of the first support member.
The fragile portion of the second support member is one of a bent portion having a shape in which the second support member is bent upward, a curved portion having a shape curved upward, and a lower portion of the second support member. A steering member structure characterized by having a notch at the edge.
The steering member structure according to claim 1.
The air conditioner is fixed to the first support member via an attachment point, and is fixed to the first support member via an attachment point.
A steering member structure characterized in that the attachment point between the first support member and the air conditioner is provided only above the fragile portion of the first support member.
The steering member structure according to claim 1.
The steering member structure is characterized in that the first support member and the second support member are installed at the same position in the vehicle width direction of the member main body.