WO2015045492A1 - 車両用ニープロテクター構造 - Google Patents
車両用ニープロテクター構造 Download PDFInfo
- Publication number
- WO2015045492A1 WO2015045492A1 PCT/JP2014/064941 JP2014064941W WO2015045492A1 WO 2015045492 A1 WO2015045492 A1 WO 2015045492A1 JP 2014064941 W JP2014064941 W JP 2014064941W WO 2015045492 A1 WO2015045492 A1 WO 2015045492A1
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- Prior art keywords
- inward
- upper bracket
- closed cross
- bracket
- knee
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
- B60R21/045—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings associated with the instrument panel or dashboard
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/14—Dashboards as superstructure sub-units
- B62D25/145—Dashboards as superstructure sub-units having a crossbeam incorporated therein
Definitions
- the present invention relates to a vehicle knee protector structure.
- an instrument panel is installed at the front of the vehicle compartment. Inside the instrument panel, a metal body strength member extending substantially in the vehicle width direction to connect the left and right body panels is provided.
- the upper bracket 3 generates a high reaction force to the occupant's knee input load on the vehicle body strength member 1 as described above, and the reaction force lower than the upper bracket 3
- a knee protector for a vehicle in which a lower bracket 4 for generating the lower bracket 4 and a lower bracket 4 that generates the lower bracket 4 are mounted so as to be positioned up and down, is known, for example, from Patent Documents
- the upper bracket 3 has an open cross section as shown in the cross sectional view of FIG. 6A.
- the upper bracket 3 has, for example, a substantially downward U-shaped cross section.
- the lower bracket 4 also has an open cross section similarly to the upper bracket 3 although not shown.
- the lower bracket 4 is, for example, one having a substantially U-shaped cross section or the like.
- both the upper bracket 3 that generates a high reaction force and the lower bracket 4 that generates a low reaction force mainly deform the knee input load of an average-sized occupant during an emergency Can be absorbed by
- FIG. 6A, FIG. 6B, and FIG. 6C have shown the deformation
- line a, line b, and line c in the graph of FIG. 7 indicate reaction force generated by the upper bracket 3 or the lower bracket 4 in the initial, middle, and late stages, respectively.
- the knee input load of the small passenger can be absorbed mainly by the deformation of the lower bracket 4 that generates a low reaction force.
- the upper bracket 3 and the lower bracket 4 each have, for example, an approximately U-shaped open cross section. Therefore, when the upper bracket 3 and the lower bracket 4, in particular, the upper bracket 3, are deformed as shown in FIGS. 6A to 6C in order and the U-shaped side flange portions 3a are opened to a certain extent, the both sides thereafter The flange portion 3a hardly opens. That is, the upper brackets 3 and the like can not absorb the knee input load due to the opening of the both side flange portions 3a. Therefore, as shown by line c in FIG. 7, there is a problem that the amount of absorbed load or the generated reaction force is rapidly decreased in the later stage.
- the main purpose is to solve the above-mentioned sudden drop of reaction force at the later stage.
- Upper bracket which generates high reaction force to knee input load
- a lower bracket that generates a reaction force lower than the upper bracket
- the present invention relates to a vehicle knee protector structure mounted directly or indirectly so as to be positioned above and below. At least the upper bracket has a closed cross section at least in part. Then, an inward projecting portion that protrudes inward is formed on at least one surface of the closed cross section.
- the upper bracket has a closed cross section at least in part.
- the section coefficient of the portion provided with the closed cross section of the upper bracket or the lower bracket can be increased to increase the amount of load absorption with respect to the knee input load.
- the thickness of the upper bracket or the like can be reduced by the amount by which the section coefficient is increased by the closed cross section, and the weight can be reduced.
- the torsional strength of the upper bracket is increased by increasing the section coefficient at the closed cross section, the upper bracket can be stably deformed even if there is a variation in the knee input load.
- the upper bracket since the upper bracket is crushed in a fixed direction without any dispersion, it is possible to stably absorb the knee input load. Then, at least one surface of the closed cross-sectional portion is formed with an inward protruding portion that protrudes inward. As a result, the rigidity of the closed cross section can be increased by the amount of the inward protrusion. As a result, it is possible to further increase the reaction force of the upper bracket with respect to the knee input load, and to prevent the reaction force from falling sharply.
- FIG. 6 is a cross-sectional view showing an initial collapse of the upper bracket of FIG.
- FIG. 5 It is sectional drawing which shows how to collapse the middle stage of the upper side bracket of FIG.
- FIG. 6 is a cross-sectional view showing how the upper bracket of FIG. 5 collapses later. It is a graph which shows the receiving reaction force of the upper side bracket of FIG. 5, line a shows the initial stage, line b shows the middle stage, and line c shows the latter receiving reaction force.
- the directions are the vehicle longitudinal direction x, the vehicle width direction y, and the vertical direction z.
- an instrument panel is installed at the front of the vehicle compartment. Inside the instrument panel, a metal body strength member extending substantially in the vehicle width direction y and connecting the left and right body panels is provided.
- the structure of the vehicle knee protector according to this embodiment has a high resistance against the knee input load of the occupant on the vehicle body strength member 21 described above.
- the upper bracket 23 that generates a force and the lower bracket 24 that generates a lower reaction force than the upper bracket 23 are directly or indirectly attached so as to be positioned above and below.
- the structure of the above-described vehicle knee protector is literally a device or structure provided on the vehicle for holding the knees of the occupant.
- This knee protector structure for a vehicle is installed so as not to be seen by a passenger inside a cabin interior panel such as an instrument panel installed at the front of a cabin of the vehicle.
- the vehicle knee protector structure is intended to protect the driver's seat occupant's knee, it may be configured to protect the passenger seat occupant's knee.
- the above-described vehicle body strength member 21 in this case is a metal strength member installed at the front of the vehicle interior.
- the vehicle body strength member 21 extends in the vehicle width direction y to connect left and right vehicle body panels, for example, side panels.
- the middle portion of the vehicle body strength member 21 is supported by the floor panel of the vehicle compartment via the stay 21a.
- the vehicle body strength member 21 is installed in the inside of the above-mentioned instrument panel so as not to be seen by the occupant.
- the vehicle body strength member 21 is called a steering support member or the like by supporting the steering column, or a cross car beam or the like by extending in the vehicle width direction y as described above.
- the vehicle body strength member 21 is provided with a column bracket 21 b for supporting the steering column.
- the main body portion extending in the vehicle width direction y is, for example, a pipe-like member having a circular cross section, for example, an iron pipe or the like.
- a pipe-like member having a circular cross section for example, an iron pipe or the like.
- light alloy products having cross-sectional shapes other than circular cross-sections have also been developed.
- the knee input load described above is generated in an emergency when an occupant sitting on a seat is moved forward of the vehicle and abuts on a vehicle such as an instrument panel.
- the above-described reaction force is a force generated by the vehicle knee protector with respect to the knee input load. By utilizing this reaction force, the knee input load can be received and absorbed.
- the above-mentioned upper bracket 23 is literally a bracket located above the lower bracket 24.
- the upper bracket 23 is made of metal.
- the upper bracket 23 is configured to extend downward from the lower half of the vehicle body strength member 21 at the rear of the vehicle in a side view.
- the lower bracket 24 mentioned above is literally a bracket located below the upper bracket 23.
- the lower bracket 24 is made of metal.
- the lower bracket 24 is configured to extend downward from the lower part of the middle portion of the upper bracket 23 in the rear side of the vehicle in a side view.
- the above-described upper and lower positions literally mean that the upper bracket 23 is located on the upper side and the lower bracket 24 is located on the lower side.
- the rear end portion 23 a of the upper bracket 23 is set to be positioned above the rear end portion 24 a of the lower bracket 24 at the rear of the vehicle.
- the upper bracket 23 and the lower bracket 24 are integrally connected by the vertical connection member 26 between the rear end portions 23 a and 24 a.
- the vertical connection member 26 is inclined obliquely downward according to the difference between the rear end 23a of the upper bracket 23 and the rear end 24a of the lower bracket 24 in the vehicle longitudinal direction x and the vertical direction z. It is considered as a material.
- the longitudinal connection member 26 is formed of a plate material or the like elongated in the vertical direction z made of metal.
- attachment portions for the upper end portion and the lower end portion of the vertical connection member 26 are provided, respectively. These attachment portions are formed by bending so as to have the same angle as the inclination angle of the vertical connection member 26.
- the upper bracket 23 and the lower bracket 24 are provided in a pair, left and right, in accordance with the left and right knees of the occupant. Then, at least lower end portions of the left and right vertical connection members 26 are connected by a horizontal connection member 27 extending substantially in the vehicle width direction y.
- the lateral connection member 27 is formed of a metal plate or the like elongated in the vehicle width direction y.
- the vertical connecting member 26 and the horizontal connecting member 27 may be integrated.
- bracket 23 is attached directly to the vehicle body strength member 21 or indirectly attached.
- the lower bracket 24 may be attached directly to the vehicle body strength member 21 or may be attached indirectly.
- the upper bracket 23 is directly attached to the vehicle body strength member 21, and the lower bracket 24 is indirectly attached to the vehicle body strength member 21 via the upper bracket 23.
- attaching the lower bracket 24 to the upper bracket 23 is advantageous in strength as compared with the case where the upper bracket 23 that generates a high reaction force is attached to the lower bracket 24 that generates a low reaction force. It becomes.
- the lower bracket 24 is directly attached to the vehicle body strength member 21 and the upper bracket 23 is attached to the lower bracket 24.
- the upper bracket 23 may be indirectly attached to the vehicle body strength member 21 via the lower bracket 24. In this case, the problem is dealt with by increasing the strength from the mounting portion of the lower bracket 24 to the vehicle body strength member 21 to the mounting portion of the upper bracket 23.
- At least the upper bracket 23 has a closed cross section 31 at least in part. Then, an inward projecting portion 32 which protrudes inward is formed on at least one surface of the closed cross-sectional portion 31.
- At least the upper bracket 23 described above means that only the upper bracket 23 or both of the upper bracket 23 and the lower bracket 24.
- only the upper bracket 23 has a closed cross section
- the lower bracket 24 has a substantially U-shaped open cross section or the like.
- At least a part of the above literally means part or all of the upper bracket 23. Some include one place and multiple places. In this case, substantially the entire upper bracket 23 is a closed cross section 31.
- the above-described closed cross section 31 is literally a portion having a closed cross section.
- the closed cross-sectional portion 31 includes the upper U-shaped downward member 35 and the lower U-shaped lower member 36, for example, the upper and lower U-shaped upper and lower parts 36 and 36, respectively.
- the lower side of the side surface 35a of the upper member 35 and the side surface 36a of the lower side member 36 are continuously welded and fixed over the entire area of the fitting portion (welding). Line 37).
- the configuration of the closed cross-sectional portion 31 is not limited to this.
- the left side member is an outer side and the right side member is an inner side.
- the upper and lower surface right edges of the left member and the upper and lower surfaces of the right member may be continuously welded and fixed over the entire area of the fitting portion.
- the closed cross-sectional portion 31 may be formed by bending and forming a single plate material, and welding and integrating butted joint lines.
- At least one surface mentioned above means one surface or more of the closed cross section 31. In this case, only one surface, in this case, the upper surface.
- the above-mentioned inward protruding portion 32 is a portion which protrudes inward of the closed cross section 31 literally.
- the inward protrusion 32 is in the form of a bead or groove extending in the longitudinal direction of the upper bracket 23.
- the bead-like inward protruding portion 32 extends continuously over substantially the entire longitudinal direction of the upper bracket 23 or the like.
- the bead-like inward protrusion 32 has a substantially U-shaped cross section having a pair of side surfaces and a bottom surface connecting between the inward edges of the side surface, as can be understood from the shape of the tip 32a. It is supposed to be.
- the bottom surface portion is parallel to the opposing surface of the closed cross-sectional portion 31, in this case, the lower surface or the opposing surface side portion 42 described later.
- the bead-like inward protruding portion 32 is provided for only one line, it may be provided for two or more lines.
- the tip portion 32 a of the inward protruding portion 32 described above is the most protruding portion of the inward protruding portion 32, in this case, the bottom surface portion of the inward protruding portion 32 in a bead shape.
- the facing surface side portion 42 of the closed cross section 31 described above is a part of the facing surface or the facing surface facing the inward protruding portion 32 of the closed cross section 31.
- the above-mentioned separation part 41 is a part which is separated in the state (state of Drawing 3A) before absorbing knee input load literally.
- the absorption of the knee input load mentioned above is literally the absorption of the knee input load, and the closed cross section 31 is deformed so as to be crushed by the absorption of the knee input load.
- a second inward protruding portion 45 is provided so as to face the inward protruding portion 32 with respect to the opposite surface side portion 42 of the closed cross-sectional portion 31.
- the second inward protruding portion 45 described above is provided so as to form a pair with the inward protruding portion 32.
- the second inward protruding portion 45 is formed to have the above-described separated portion 41 so as to abut on the distal end portion 32 a of the inward protruding portion 32 when absorbing the knee input load.
- the second inward protruding portion 45 may have the same cross-sectional shape as the inward protruding portion 32 or may have a cross-sectional shape different from the inward protruding portion 32. In this case, those having the same cross-sectional shape are opposed to each other in the reversed direction.
- the upper bracket 23 has at least one bending portion 48 which is bent and deformed when absorbing a knee input load.
- the bead-shaped inward projection 32 or the bead-shaped inward projection 32 and the second inward projection 45 are provided at least at the position of the bent portion 48.
- the above-mentioned bending part 48 serves as a bending starting point with respect to a knee input load.
- the bent portion 48 is easy to bend and has a small amount of load absorption if the angle is small. On the contrary, when the bent portion 48 has a large angle, it becomes difficult to bend and the amount of load absorption increases. Further, when the number of installed bending portions 48 is increased, the load absorption amount and the load absorption time can be increased, but the weight tends to increase. On the other hand, when the number of the bending portions 48 is reduced, the load absorption amount and the load absorption time are reduced, but the weight can be easily reduced.
- the bead-shaped inward protrusion 32 and the second inward protrusion 45 described above are provided in the direction in which the bent portion 48 of the upper bracket 23 bends.
- the upper bracket 23 has a width gradually increasing in the vertical direction z from the front end 23b attached to the vehicle body strength member 21 toward the rear end 23a attached to the vertical connection member 26 in a side view Has a tapered shape that narrows.
- the upper bracket 23 is generally extended rearward while being slightly lowered in a substantially horizontal state.
- a bent portion 48 which is bent and deformed at the time of absorption of a knee input load is set at an intermediate portion between the front end portion 23b and the rear end portion 23a.
- the bent portion 48 has a relatively large angle close to 180 degrees, for example, an angle of about 160 degrees or more, or has a small bending shape.
- the lower bracket 24 is substantially L-shaped in a side view.
- a bent portion 49 which is bent and deformed at the time of absorption of a knee input load is set at an intermediate portion between the front end portion 24b and the rear end portion 24a.
- the bent portion 49 has a relatively small angle close to 90 degrees, for example, an angle of about 110 degrees, or a large bent shape.
- the front end portion 24 b of the lower bracket 24 is attached at a position forward of the bending portion 48 of the upper bracket 23 in the vehicle.
- the upper bracket 23 may be provided with one or more bending portions 48.
- the bending portion 48 serving as the bending start point is one.
- the above-mentioned is the same also about the bending part 49 of the lower side bracket 24.
- the operation of this embodiment will be described below.
- the knee input load by the occupant during an emergency is transmitted to the vehicle body strength member 21 via the upper bracket 23 and the lower bracket 24.
- the reaction force generated by the upper bracket 23 and the lower bracket 24 receives the occupant's knee input load, and the upper bracket 23 and the lower bracket 24 are deformed to absorb the occupant's knee input load. It has become.
- FIG. 3A, FIG. 3B, and FIG. 3C respectively show the deformation state of the upper side bracket 23 or the lower side bracket 24 in an initial stage, a middle stage, and a late stage.
- line a, line b, and line c in the graph of FIG. 4 indicate reaction force generated by the upper bracket 23 or the lower bracket 24 in the initial, middle, and late stages, respectively.
- the knee input load of the small passenger is mainly absorbed by the deformation of the lower bracket 24 that generates a low reaction force.
- the reaction force against the knee input load of the average sized occupant and the knee input load of the small passenger, the load absorption amount, and the like is possible to optimally set the reaction force against the knee input load of the average sized occupant and the knee input load of the small passenger, the load absorption amount, and the like.
- At least the upper bracket 23 has the closed cross section 31 in at least a part thereof.
- the section coefficient of the portion provided with the closed section 31 of the upper bracket 23 or the lower bracket 24 can be increased to increase the load absorption amount with respect to the knee input load.
- the thickness of the upper bracket 23 or the like can be reduced by the amount of increase in the section coefficient by the closed cross-sectional portion 31 to achieve weight reduction.
- the side surface 35a of the upper side member 35 and the side surface 36a of the lower side member 36 that constitute the closed cross-sectional portion 31 are mutually restrained to prevent the side surface from opening. It becomes difficult to deform, and a large reaction force is generated by that amount, and the load absorption amount is increased.
- the twisting strength of the upper bracket 23 is increased by increasing the section coefficient at the closed cross-sectional portion 31, the upper bracket 23 is stably deformed even if there is a variation in the knee input load. That is, since the upper bracket 23 is crushed in a fixed direction without any dispersion, absorption of the knee input load can be stably performed.
- an inward protruding portion 32 which protrudes inward is formed.
- the rigidity of the closed cross section 31 can be increased by the amount by which the inward projection 32 is provided, and the reaction force against the knee input load can be further increased, and the reaction force can be sharply dropped. It can be prevented.
- the separation portion 41 is set to an interval at which the distal end portion 32a of the inward protruding portion 32 and the facing surface side portion 42 of the closed cross-sectional portion 31 abut each other when the knee input load is absorbed.
- the tip 32a of the inward projection 32 and the opposing surface side portion 42 of the closed cross section 31 abut or interfere with each other to restrain each other, and the closed cross section 31
- a reaction force can be generated and absorption of knee input load can be sustained.
- a second inward protruding portion 45 is provided opposite to the inward protruding portion 32 with respect to the opposite surface side portion 42 of the closed cross section 31.
- the upper bracket 23 has at least one bending portion 48 which is bent and deformed when absorbing the knee input load.
- the bending portion 48 serves as a bending starting point for the knee input load, so that it is possible to absorb the knee input load by utilizing the bending deformation of the bending portion 48.
- At least the beaded inward projection 32 is provided at the position of the bending portion 48, or the beaded inward projection 32 and the second inward projection 45 are provided at the position of the bending portion 48.
- the rigidity of the inward protrusion 32 and the second inward protrusion 45 and the contact or interference between the inward protrusion 32 and the second inward protrusion 45 The reaction force or the like can be used to prevent the reaction force from being sharply dropped when the bending portion 48 is bent.
- the bent portion 48 is a relatively large angle close to 180 degrees, for example, an angle of about 160 degrees or more, or a small bent shape.
- the knee input load can be dispersed with respect to the entire upper bracket 23, while preventing the knee input load from being concentrated on the bending portion 48 at a stretch and bending the bending portion 48 immediately. Therefore, the entire upper bracket 23 can be bent from the bending portion 48 after receiving the knee input load, which is advantageous in increasing the amount of load absorption.
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Abstract
Description
車体強度部材に、
膝入力荷重に対して高い反力を発生する上側ブラケットと、
該上側ブラケットよりも低い反力を発生する下側ブラケットとが、
上下に位置するように、直接または間接的に取付けられた車両用ニープロテクター構造に関する。
少なくとも前記上側ブラケットが、少なくともその一部に閉断面部を有するものとされる。
そして、該閉断面部の少なくとも一面に、内方へ向かって突出する内方突出部が形成される。
即ち、少なくとも上側ブラケットが、少なくともその一部に閉断面部を有するものとされた。これにより、上側ブラケットまたは下側ブラケットの閉断面部を設けた部分の断面係数を上げて、膝入力荷重に対する荷重吸収量を上げることができる。あるいは、閉断面部によって断面係数が上った分だけ、上側ブラケットなどの肉厚を薄くして軽量化を図ることができるようになる。
また、閉断面部で断面係数が上がることにより、上側ブラケットの捩れ強度が上がるため、膝入力荷重にバラ付きがあっても上側ブラケットが安定して変形されるようになる。即ち、上側ブラケットがバラ付きなく一定の方向に潰されるようになるので、膝入力荷重の吸収を安定して行わせることができる。
そして、閉断面部の少なくとも一面に、内方へ向かって突出する内方突出部を形成した。これにより、閉断面部の剛性を、内方突出部を設けた分だけ上げることができるようになる。その結果、上側ブラケットの膝入力荷重に対する受け反力をより高めて、受け反力が急激に落ち込むのを防止することができる。
図1~図4は、この実施の形態の実施例およびその変形例を示すものである。
自動車などの車両には、車室内の前部にインストルメントパネルが設置されている。このインストルメントパネルの内部には、ほぼ車幅方向yへ延びて左右の車体パネル間を連結する金属製の車体強度部材が設けられている。
上記した反力は、膝入力荷重に対して車両用ニープロテクターが発生する力である。この反力を利用することによって、膝入力荷重を受けると共に、吸収することができるようにしている。
そして、この閉断面部31の少なくとも一面に、内方へ向かって突出する内方突出部32が形成されるようにする。
そして、この離間部41が、膝入力荷重の吸収時に、上記内方突出部32の先端部32aと、上記閉断面部31の対向面側部分42とが、当接する間隔に設定される。(図3B、図3C参照)
少なくとも、この屈曲部48の位置に、上記ビード状の内方突出部32、または、上記ビード状の内方突出部32および上記第二の内方突出部45が設けられるようにする。
緊急時の乗員による膝入力荷重は、上側ブラケット23や下側ブラケット24を介して車体強度部材21に伝えられる。このとき、上側ブラケット23や下側ブラケット24が発生する反力によって乗員の膝入力荷重を受け、また、上側ブラケット23や下側ブラケット24が変形されることによって乗員の膝入力荷重を吸収するようになっている。
また、小柄な乗員の膝入力荷重は、主に、低い反力を発生する下側ブラケット24が変形することによって吸収されるようになる。
これにより、平均的体格の乗員の膝入力荷重と、小柄な乗員の膝入力荷重とに対する受け反力や、荷重吸収量などをそれぞれ最適に設定することが可能となる。
(効果1)少なくとも上側ブラケット23が、少なくともその一部に閉断面部31を有するものとされる。これにより、上側ブラケット23または下側ブラケット24の閉断面部31を設けた部分の断面係数を上げて、膝入力荷重に対する荷重吸収量を上げることができる。あるいは、閉断面部31によって断面係数が上った分だけ、上側ブラケット23などの肉厚を薄くして軽量化を図ることができるようになる。
Claims (7)
- 車体強度部材に、
膝入力荷重に対して高い反力を発生する上側ブラケットと、
該上側ブラケットよりも低い反力を発生する下側ブラケットとが、
上下に位置するように、直接または間接的に取付けられた車両用ニープロテクター構造において、
少なくとも前記上側ブラケットが、少なくともその一部に閉断面部を有すると共に、
該閉断面部の少なくとも一面に、内方へ向かって突出する内方突出部が形成されたことを特徴とする車両用ニープロテクター構造。 - 前記内方突出部の先端部が、前記閉断面部の対向面側部分に対し、離間部を有して離間配置されると共に、
該離間部が、膝入力荷重の吸収時に、前記内方突出部の先端部と、前記閉断面部の対向面側部分とが、当接する間隔に設定されたことを特徴とする請求項1に記載の車両用ニープロテクター構造。 - 前記閉断面部の対向面側部分に対し、前記内方突出部と対向させて第二の内方突出部が設けられたことを特徴とする請求項1に記載の車両用ニープロテクター構造。
- 前記閉断面部の対向面側部分に対し、前記内方突出部と対向させて第二の内方突出部が設けられたことを特徴とする請求項2に記載の車両用ニープロテクター構造。
- 前記上側ブラケットが、膝入力荷重の吸収時に屈曲変形される屈曲部を少なくとも一つ有すると共に、
少なくとも、該屈曲部の位置に、ビード状の前記内方突出部が設けられたことを特徴とする請求項2に記載の車両用ニープロテクター構造。 - 前記上側ブラケットが、膝入力荷重の吸収時に屈曲変形される屈曲部を少なくとも一つ有すると共に、
少なくとも、該屈曲部の位置に、ビード状の前記内方突出部、または、ビード状の前記内方突出部および前記第二の内方突出部が設けられたことを特徴とする請求項3に記載の車両用ニープロテクター構造。 - 前記上側ブラケットが、膝入力荷重の吸収時に屈曲変形される屈曲部を少なくとも一つ有すると共に、
少なくとも、該屈曲部の位置に、ビード状の前記内方突出部、または、ビード状の前記内方突出部および前記第二の内方突出部が設けられたことを特徴とする請求項4に記載の車両用ニープロテクター構造。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR112016006454A BR112016006454A2 (pt) | 2013-09-27 | 2014-06-05 | estrutura de protetor de joelho para veículo |
MYPI2016700912A MY189721A (en) | 2013-09-27 | 2014-06-05 | Knee protector structure for vehicle |
RU2016116241A RU2642206C2 (ru) | 2013-09-27 | 2014-06-05 | Устройство для защиты коленей для транспортного средства |
EP14848675.6A EP3050760B1 (en) | 2013-09-27 | 2014-06-05 | Knee protector structure for vehicle |
MX2016003764A MX2016003764A (es) | 2013-09-27 | 2014-06-05 | Estructura de protector de rodilla para vehiculo. |
US15/024,103 US9555759B2 (en) | 2013-09-27 | 2014-06-05 | Knee protector structure for vehicle |
CN201480052570.3A CN105579298B (zh) | 2013-09-27 | 2014-06-05 | 车辆用膝部保护装置结构 |
JP2015538944A JP6068764B2 (ja) | 2013-09-27 | 2014-06-05 | 車両用ニープロテクター構造 |
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JP2013201370 | 2013-09-27 | ||
JP2013-201370 | 2013-09-27 |
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WO2015045492A1 true WO2015045492A1 (ja) | 2015-04-02 |
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US (1) | US9555759B2 (ja) |
EP (1) | EP3050760B1 (ja) |
JP (1) | JP6068764B2 (ja) |
CN (1) | CN105579298B (ja) |
BR (1) | BR112016006454A2 (ja) |
MX (1) | MX2016003764A (ja) |
MY (1) | MY189721A (ja) |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20160129870A1 (en) * | 2014-11-06 | 2016-05-12 | Hyundai Motor Company | Knee bolster device for vehicle |
JP2018020666A (ja) * | 2016-08-03 | 2018-02-08 | スズキ株式会社 | 車両用ニーボルスター |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
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FR3069517B1 (fr) * | 2017-07-26 | 2019-08-23 | Faurecia Interieur Industrie | Traverse de planche de bord a jambe de force effacee pour vehicule automobile |
USD904677S1 (en) * | 2017-11-14 | 2020-12-08 | Omix-Ada, Inc. | Vehicle corner protector |
US11242023B2 (en) * | 2019-01-11 | 2022-02-08 | Fca Us Llc | Driver knee blocker energy absorption system |
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2014
- 2014-06-05 US US15/024,103 patent/US9555759B2/en not_active Expired - Fee Related
- 2014-06-05 WO PCT/JP2014/064941 patent/WO2015045492A1/ja active Application Filing
- 2014-06-05 RU RU2016116241A patent/RU2642206C2/ru not_active IP Right Cessation
- 2014-06-05 CN CN201480052570.3A patent/CN105579298B/zh not_active Expired - Fee Related
- 2014-06-05 MX MX2016003764A patent/MX2016003764A/es unknown
- 2014-06-05 MY MYPI2016700912A patent/MY189721A/en unknown
- 2014-06-05 JP JP2015538944A patent/JP6068764B2/ja not_active Expired - Fee Related
- 2014-06-05 EP EP14848675.6A patent/EP3050760B1/en not_active Not-in-force
- 2014-06-05 BR BR112016006454A patent/BR112016006454A2/pt not_active Application Discontinuation
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JP2018020666A (ja) * | 2016-08-03 | 2018-02-08 | スズキ株式会社 | 車両用ニーボルスター |
Also Published As
Publication number | Publication date |
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EP3050760A1 (en) | 2016-08-03 |
RU2016116241A (ru) | 2017-11-01 |
CN105579298A (zh) | 2016-05-11 |
BR112016006454A2 (pt) | 2017-08-01 |
JP6068764B2 (ja) | 2017-01-25 |
EP3050760B1 (en) | 2018-08-22 |
US20160229365A1 (en) | 2016-08-11 |
MX2016003764A (es) | 2016-07-08 |
US9555759B2 (en) | 2017-01-31 |
RU2642206C2 (ru) | 2018-01-24 |
CN105579298B (zh) | 2017-08-04 |
JPWO2015045492A1 (ja) | 2017-03-09 |
EP3050760A4 (en) | 2016-10-19 |
MY189721A (en) | 2022-02-28 |
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