CABIN CONSTRUCTION

Abstract

[Problem to be solved] The chest and abdomen of an occupant sitting on a seat are protected during a vehicle impact. [Solution] A cabin body 100 includes: a front floor panel 110, a rear floor panel 120, a rear cabin panel 130, front side panels 140, roof side panels 150, cabin side panels 160, wheel arch inner panels 170, and the like, which constitute a cabin; a seat 180 on which the occupant sits; and a lower panel 210 attached to each cabin side panel 160 positioned on the side of the seat 180. A shoulder pad 230, which serves as a high-rigidity part having a rigidity higher than its surroundings, is attached to the lower panel 210 at a predetermined position facing a shoulder side of an occupant having a standard body shape and sitting on the seat 180.

Description

[Technical field]

[0001] The present invention relates to the cabin structure of a vehicle. [State of the art]

[0002] When a vehicle collides sideways with another vehicle, a plate positioned on one side of a seat on which an occupant is sitting may protrude into the cabin structure and potentially impact the occupant sitting in the seat. Accordingly, as described in JP 2021-123223 A (Patent Literature 1), it is conceivable that a bulge along a seat is formed on a plate positioned on the side of the seat, improving the strength of the side of the vehicle. [List of citations][Patent literature]

[0003] [Patent literature 1] JP 2021 - 123 223 A [Summary of the invention][Problems to be solved by the invention]

[0004] However, according to the technique described in Patent Literature 1, when another vehicle collides with a vehicle from the side, the entire bulge protrudes into the cabin structure. Consequently, it is difficult to reduce the impact on the seat occupant. Note that to reduce the impact on the seat occupant during a side impact on the vehicle, the chest and abdomen, which are positioned under the occupant's shoulder, must be protected.

[0005] Accordingly, it is an object of the present invention to provide a cabin structure that can protect the chest and abdomen of an occupant sitting on the seat during a vehicle collision. [Means of solving the problems]

[0006] The cabin structure includes a panel mounted on the vehicle body panel, positioned on one side of a seat where the occupant sits. On the panel, a predetermined location facing the shoulder side of the occupant, who has a standard body shape and is seated on the seat, serves as a height-stiffness part that has higher rigidity than its surroundings. [Advantageous effects of the invention]

[0007] According to the present invention, the chest and abdomen of the occupant sitting on the seat can be protected during an impact on the vehicle. [Brief description of the drawings] [ Fig. 1] Fig. 1 is a perspective view showing an example of a cabin structure. [ Fig. 2] Fig. 2 is a side view showing the example of the cabin structure. [ Fig. 3] Fig. 3 is a front view showing the example of the cabin structure. [ Fig. 4] Fig. 4 is an enlarged perspective view of a section taken along the line AA in Fig. 1 is taken. [ Fig. 5] Fig. 5 is an exploded perspective view showing an example of a lower cowl. [ Fig. 6] Fig. 6 is a perspective view showing an example of a shoulder pad according to a first modification example. [ Fig. 7] Fig. 7 is a perspective view showing an example of a shoulder pad according to a second modification example. [ Fig. 8] Fig. 8 is a perspective view showing an example of a shoulder pad according to a third modification example. [ Fig. 9] Fig. 9 is a perspective view showing an example of a shoulder pad according to a fourth modification example. [ Fig. 10] Fig. 10 is a perspective view showing an example of a shoulder pad according to a fifth modification example. [ Fig. 11] Fig. 11 is a perspective view showing an example of a shoulder pad according to a sixth modification example. [ Fig. 12] Fig. 12 is a perspective view showing an example of a shoulder pad according to a seventh modification example. [ Fig. 13] Fig. 13 is a perspective view showing an example of a shoulder pad according to an eighth modification example. [ Fig. 14] Fig. 14 is a perspective view showing an example of a shoulder pad according to a ninth modification example. [ Fig. 15] Fig. 15 is a perspective view showing an example of a shoulder pad according to a tenth modification example. [ Fig. 16] Fig. 16 is a perspective view showing an example of a shoulder pad according to an eleventh amendment example. [ Fig. 17] Fig. 17 is a perspective view showing an example of a shoulder pad according to a twelfth amendment example. [ Fig. 18] Fig. 18 is a longitudinal sectional view showing an example of a shoulder pad. [ Fig. 19] Fig. 19 is a perspective view of another example of a shoulder pad. [Mode of implementation of the invention]

[0008] With reference to the accompanying drawings, embodiments for implementing the present invention will be described in detail below.

[0009] The Fig. 1 to 3 show an example of a cab structure 100 of a vehicle to which the present embodiment is applicable. Note that the cab structure 100 described below illustrates only one example of the present embodiment. It should be understood that there is a limitation on the configuration.

[0010] The cab body 100 includes: a front floor panel 110 and a rear floor panel 120 forming a floor wall; a rear cab panel 130 forming a rear wall; left and right pairs of front side panels 140, roof side panels 150, cab side walls 160, and wheel arch inner panels 170 forming opposite side walls; a front panel (not shown) forming a front wall; and a roof panel (not shown) forming a roof wall, these panels being joined to each other by spot welding or the like, respectively. Here, the front floor panel 110, the rear floor panel 120, the rear cab panel 130, the front side panels 140, the roof side panels 150, the cab side panels 160, the wheel arch inner panels 170, and the like are examples of various panels.The rear cabin panel 130 is located at the rear of the cabin and is used to provide a rear space for storing luggage and the like. The various panels refer to vehicle body panels made of steel plates and the like, forming vehicle frame members.

[0011] A windshield opening (not shown) to which a windshield is attached is formed at a predetermined position of the front panel constituting the front wall of the cab. A door opening DO to which a door, not shown, is attached in an openable and closable manner is formed at a predetermined position on joined bodies including the front side panels 140, the roof side panels 150, and the cab side panels 160, forming the opposite side walls of the cab. A side window opening SO to which a side window is attached is formed at a predetermined position of each of the cab side panels 160 constituting the opposite side walls of the cab. A rear window opening RO to which a rear window is attached is formed at a predetermined position of the rear cab panel 130.

[0012] A left and a right pair of seats 180, which are oriented in the lateral direction of the vehicle and on which occupants sit, are respectively mounted at predetermined positions of the front floor panel 110 forming the bottom wall of the cabin (in Fig. 1 (only a right seat 180 is shown). The seat 180 includes: a seat cushion 180A attached to the front floor panel 110 at a predetermined location; and a seat back 180B including an integrated headrest and tiltably attached to a rear end portion of the seat cushion 180A. A center console 190 is mounted between the left and right pairs of seats 180.

[0013] As in Fig. As shown in Figure 4, the cab side panel 160 positioned behind the door opening DO cooperates with a pillar outer panel 200 located outward therefrom in the vehicle width direction to form a center pillar. A portion of the cab side panel 160 near the front end part is formed in a hat shape that protrudes toward the interior of the cab along the entire length of the cab in the vertical direction. A portion of the pillar outer panel 200 near the front end part is formed in a hat shape that protrudes toward the outside of the cab along the entire length of the cab in the vertical direction. In a state where the cab side panel 160 and the pillar outer panel 200 overlap each other, the overlapped portions are joined by spot welding or the like, thus forming the center pillar CP having a closed sectional shape.

[0014] A lower trim panel 210, which extends over the shoulder of an occupant having a standard body shape from the upper surface of the front floor panel 110 at a portion where the seat cushion 180A of the seat 180 is attached, is attached to the inner surface of the center pillar CP facing the interior of the cabin. Here, the lower trim panel 210 can be listed as an example of a trim panel (interior element). Trim is a collective term for a lining material (interior component) in the cabin and accessories used therefor, and is used, for example, to improve the appearance and texture of the cabin, improve comfort by blocking noise and temperature from outside the cabin, and protect the occupant during a collision and contact.The cowl is made of resin or a cushion material and is configured to have lower rigidity than the vehicle frame members, such as various vehicle body panels described above. Furthermore, the standard body shape is a body shape having the dimensions of the parts set in advance, taking into account the races involved, etc., in a respective country in which a vehicle equipped with the cab structure 100 of the present embodiment travels. A base end of the lower cowl 210, that is, a location serving as an attachment part for the center pillar CP, is formed in a shape along the hat shape of the cab side panel 160.The lower cowl 210 is fixed in a state where its front end portion clamps a liner 220 made of a resin and attached to the junction between the cab side plate 160 and the outer pillar outer plate 200, and its rear end portion is fixed to the cab side plate 160 with a bolt and the like, not shown.

[0015] A shoulder bolster 230, with which the occupant's shoulder is intended to contact the chest and abdomen during a side impact of the vehicle, is mounted at a predetermined location, which is the upper part of the lower panel 210, and is intended to support a shoulder of an occupant having a standard body shape. Here in Japan, the main dimensions of a dummy used for a crash test taking into account the standard body shape of Japanese people may result in the predetermined support area being, for example, a range of 565±7 mm from the seat surface to a shoulder joint.A predetermined position intended to support a shoulder with a standard body shape may be provided above or to one side of the rear part of the seatback 180B, or may be provided at a position adjacent to a position below a seatbelt anchor 270 mentioned below in a region between the upper end and the lower end of a steering wheel 290 mentioned below in the vertical direction. Note that the details of the shoulder pad 230 will be described below.

[0016] As in the Fig. 1 and Fig. As shown in Figure 2, an assist handle 240, which assists the occupant in getting in and out, and an upper trim 250 as a lining material are attached in this order from the front of the cabin toward the rear of the cabin to an upper part of each of the roof side panels 150 constituting the opposite side walls of the cabin. Each assist handle 240 provides a function of assisting the occupant in getting in and out, allowing them to grasp it when necessary during getting in and out. The upper trim 250 accommodates the occupant's head during a side impact of a vehicle and prevents the occupant's head from directly colliding with the roof side panel 150, thereby protecting the occupant's head. The upper trim 250 is thus attached at a predetermined location facing one side of the head of the occupant sitting on the seat 180.

[0017] Furthermore, the seat belt anchor (shoulder seat belt anchor) 270 for folding back a belt (seat belt) 260 output from a pretensioner (not shown) disposed in the lower trim panel 210 is mounted at a position located on the inner surface of the center pillar CP facing the interior of the cabin, and positioned between the lower trim panel 210 and the upper trim panel 250. Here, a seat belt assembly includes the pretensioner, a belt 260, the seat belt anchor 270, and a seat belt pin plate (pin plate) 280. The seat belt pin plate 280 is detachably attached to a seat belt buckle 282 adjacent to the rear end part of the seat cushion 180A of the seat 180.

[0018] It should be noted that the steering wheel 290, which is operated when the vehicle is steered, is mounted in front of the seat 180 on which the driver sits. As shown in Fig. As shown in Figure 2, the steering wheel 290 is attached to a steering member 300 extending in the vehicle width direction through a steering column 320 that rotatably supports a steering shaft 310. A lower end portion of the steering shaft 310 is coupled to a steering gear, not shown.

[0019] As in the Fig. 4 and Fig. 5, the shoulder pad 230 includes: a base member 232 serving as an attachment part to the lower cover 210; a cushion member 234 attached to the base member 232; and a cover member 236 covering the surfaces of the base member 232 and the cushion member 234.

[0020] The base member 232, for example, is a member having an outer shell made of resin, and is a member in which a protrusion 232A including an upper part protruding into the cabin space and a cushion receiver 232B extending downward from the lower end part of the protrusion 232A and receiving the cushion member 234 are integrated. To ensure desired rigidity, a rib extending in the vertical direction and the lateral direction is integrated with the inner surface of the protrusion 232A of the base member 232. Here, at least the protrusion 232A of the base member 232 is configured to have higher rigidity than its surroundings.To enhance the cushioning effect of the cushion member 234, a sensitive part 232A1 including a plurality of slits extending in the front-to-back direction is formed at least at a portion of a location positioned in front of the cushion receiver 232B. Note that the protrusion 232A of the base member 232 can be listed as an example of the height rigidity part. Here, "rigidity" means the rigidity of the shoulder pad 230 against the protrusion direction.

[0021] The cushion member 234 is, for example, a shock-absorbing member having an outer sleeve made of a cushion material, and includes a first cushion part 234A having an L-shape in the seat side view and coupled to the front end part and the lower end part of the protrusion 232A of the base member 232, and a second cushion part 234B having a rectangular shape in the seat side view and coupled to the lower end part of the first cushion part 234A. Here, the seat side view means a situation viewed from the seat 180, that is, from the interior of the cabin (this applies to the other configurations below). The first cushion part 234A and the second cushion part 234B are configured to have lower rigidity than the protrusion 232A of the base member 232 as a whole.Specifically, the first cushion part 234A is configured to have a lower rigidity than the protrusion 232A of the base member 232. Furthermore, the second cushion part 234B is configured to have a lower rigidity than the first cushion part 234A. Thus, the shoulder pad 230 is configured to have a rigidity that gradually decreases from the upper part downward. Note that, in the shoulder pad 230, the base member 232 and the cushion member 234 may be configured such that the rigidity gradually decreases from the upper part downward. It is desirable that the assembly of the base member 232 and the cushion member 234 be configured such that the surface facing the interior of the cabin is a uniform, flat surface. Here, the first cushion part 234A is an example of the transition part, and the second cushion part 234B is an example of the low-rigidity part.It should be noted that the cushion element 234 can be attached to the base element 232 with an adhesive or adhesive tape.

[0022] The cover element 236 is a sheet-shaped outer skin element that covers the surface of the assembly of the base element 232 and the cushion element 234 and can be made of, for example, natural fiber, synthetic fiber, or outer skin. The cover element 236 can be made of the same color and material as the lower cover 210. Consequently, the cover element 236 covers the joint between the base element 232 and the cushion element 234 and can therefore act as a shock-absorbing material, while improving the appearance of the shoulder pad 230, for example, when viewed from the interior of the cabin, and can improve product quality.

[0023] It should be noted that the cover element 236 has an edge part EG (a section defined by a broken line in Fig. 5) that can be in contact with the rear surface of the base member 232. The edge part EG is clamped between the base member 232 and the vicinity of the opening 210A of the lower cover 210, which can prevent the cover member 236 from accidentally falling off. While the edge part EG of the cover member 236 in Fig. 5 is provided on the left side, it is preferable that it is also provided on the upper side, the lower side, and the right side of the cover member 236. When the edge part EG of the cover member 236 and the rear surface of the base member 232 are adhered to each other, attachment of the shoulder pad 230 to the lower trim 210 can be facilitated. In the present embodiment, the shoulder pad 230 is attached to the lower trim 210. Alternatively, the shoulder pad 230 may be directly attached to the vehicle body panel, such as the center pillar CP.

[0024] As in Fig. As shown in FIG. 5, on a flat surface of the lower cover 210, at a location where the base member 232 of the shoulder pad 230 is attached, a rectangular opening 210A is formed to reduce the external force (impact force) applied from the inside of the cabin to the outside of the cabin. The opening 210A is formed in a portion facing the cushion receiver 232B of the base member 232. On the flat surface of the lower cover 210, above the opening 210A, two attachment parts 210B extending in the front-rear direction and projecting toward the interior of the cabin are formed for firmly fixing the upper end part and the lower end part of the projection 232A of the base member 232 to the lower cover 210.

[0025] On the flat surface of the lower panel 210, below the opening 210A, an attachment part 210C extending in the front-to-rear direction and protruding toward the interior of the cabin is formed for firmly fixing the lower end part of the cushion receiver 232B of the base member 232 to the lower panel 210. Two bolt insertion holes TH1 through which the shanks of bolts for fixing the base member 232 to the lower panel 210 can be inserted can be inserted at each attachment part 210B. Insertion holes TH2 through which cylindrical projections X provided on the rear surface of the base member 232 can be inserted are formed in the attachment part 210C. The projections X are formed longer than the dimensions of the insertion holes TH2 in the insertion direction.The projections X are inserted into the respective insertion holes TH2, and their tip ends are fused together from the rear surface side of the lower cover 210 so that they are fixed to the insertion holes TH2 in the lower cover 210.

[0026] According to such a configuration, when fastening the shoulder pad 230 to the attachment parts 210B with the bolts, even if the bolts become loose over time due to deterioration of the lower cowl 210 and the shoulder pad 230, or due to vibration or the like during riding, the positional deviation of the shoulder pad 230 can be reduced. By fastening the upper part of the base member 232 to the lower cowl 210 with the bolts and by fastening the lower part of the base member 232 with the fused protrusions, the rigidity of the protrusion 232A can be made higher than the rigidity of the cushion receiver 232B.Alternatively, insertion holes TH2 through which the projections X can be inserted into the upper part of the rear surface of the base member 232 can be formed in the attachment parts 210B of the lower cover 210, and insertion holes TH1 through which the shanks of bolts can be inserted can be formed in the attachment part 210C. Insertion holes TH1 through which the shanks of bolts can be inserted can be formed in all of the attachment parts 210B and 210C.

[0027] According to such a cabin structure 100, the lower panel 210 extending in the vertical direction is attached to the center pillar CP, which includes the cabin side panel 160 and the pillar outer panel 200 positioned on the seat 180 side. At a predetermined location located on the surface of the lower panel 210 on the cabin side and facing the shoulder side of the occupant having a standard body shape and sitting on the seat 180, the shoulder pad 230 having higher rigidity than the vicinity of the predetermined location is attached.Consequently, even if another vehicle impacts the vehicle sideways and the center pillar CP protrudes into the cabin, the shoulder of the occupant sitting on the seat 180 first comes into contact with the shoulder pad 230, and the distance between the occupant and the interior wall of the cabin, including the center pillar CP, is maintained. Consequently, the harmful effect on the chest and abdomen positioned below the occupant's shoulder can be reduced, and the occupant's safety is improved. Since the shoulder pad 230 is attached to the lower panel 210, the impact energy in a side impact can be absorbed as deformation energy of the lower panel 210.

[0028] The present embodiment and the modification examples described below assume a side impact in which the occupant faces the front side and sits on the seat 180 as a vehicle seat side impact. However, the present embodiment is also applicable to a case in which the occupant faces the interior in the vehicle width direction and sits on the seat 180, such as a case in which the seat 180 is arranged such that the seat cushion 180A of the seat 180 is directed toward the inside in the vehicle width direction. In this case, the vehicle body panel (e.g., the rear cabin panel 130, the rear door panel, not shown, a partition panel that separates the front seat space and the rear seat space, or the like) is provided on the side of the seat 180, that is,In front of or behind the seat 180, and arranged at a predetermined location on the vehicle body panel positioned on the side of the head of the occupant having a standard body shape and sitting on the seat 180, and facing the occupant's head, the shoulder pad 230 having higher rigidity than the area surrounding the predetermined location can be attached. According to such a configuration, the occupant's head can be protected even during what is called a frontal impact or a rear impact among side impacts.

[0029] The Fig. 6 to 17 show various modification examples of the shoulder pad 230. It should be noted that in the various modification examples of the shoulder pad 230, elements made of resin are shown in white, and elements made of a cushion material having flexibility are filled with dots, so that the elements are different. As with the cushion material filled with dots, elements having a high dot density represent elements having high rigidity, while elements having a low dot density represent elements having low rigidity. It should therefore be noted that, unlike in the Fig. 6 to 17, actually implemented elements do not have color coding.

[0030] As in Fig. As shown in Figure 6, the shoulder pad 230 according to a first modification example may include a portion corresponding to the base member 232 in the embodiment and a portion corresponding to the cushion member 234, which are integrally configured with a resin or cushion member. According to such a configuration, the shoulder pad 230 can be easily attached to various vehicle body panels, such as the lower trim panel 210 and the center pillar CP.

[0031] As in Fig. As shown in FIG. 7, the shoulder pad 230 according to a second modification example in the embodiment may include the base member 232 and the first cushion part 234A of the cushion member 234, which are integrally configured with resin. According to such a configuration, since the protrusion 232A of the base member 232 and the first cushion part 234A of the cushion member 234 are integrated, positional deviation of the first cushion part 234A can be prevented. Moreover, the rear surface of the base member 232 is inclined to approach the interior of the cabin as it moves downward. Therefore, the positional deviation of the second cushion part 234B of the cushion member 234 can also be reduced.

[0032] As in Fig. As shown in Figure 8, according to a third modification example, the shoulder pad 230 may include portions corresponding to the base member 232 and the second cushion part 234B of the cushion member 234, which are integrally configured with resin. According to such a configuration, the protrusion 232A and the second cushion part 234B are disposed above and below the first cushion part 234A, respectively. Positional deviation of the first cushion part 234A can thus be reduced.

[0033] As in Fig. As shown in Figure 9, in the shoulder pad 230 according to a fourth modification example, the base member 232 can be made of a cushion material, with which the cushion member 234 can be integrally configured with resin. According to such a configuration, the cushion part 234A and the second cushion part 234B of the cushion member 234 are integrated. Therefore, their relative positions can be prevented from deviating.

[0034] As in Fig. As shown in Figure 10, in the shoulder pad 230 according to a fifth modification example, the base member 232 and the first cushion part 234A of the cushion member 234 can be configured integrally with a cushion material, and the second cushion part 234B of the cushion member 234 can be made of resin. According to such a configuration, an advantageous effect similar to that of the second modification example can be achieved.

[0035] As in Fig. As shown in FIG. 11, in the shoulder pad 230 according to a sixth modification example, the base member 232 and the second cushion part 234B of the cushion member 234 can be configured integrally with a cushion material, and the second cushion part 234B of the cushion member 234 can be made of resin. According to such a configuration, an advantageous effect similar to that of the third modification example can be achieved.

[0036] As in Fig. As shown in Figure 12, in the shoulder pad 230 according to a seventh modification example, the base member 232 and the cushion member 234 can be integrally configured with two types of cushion materials having different lattices. According to such a configuration, an advantageous effect similar to that of the fourth modification example can be achieved.

[0037] As in Fig. As shown in FIG. 13, in the shoulder pad 230 according to an eighth modification example, the base member 232 and the first cushion part 234A of the cushion member 234 can be integrally configured with a cushion material having lower rigidity, and the second cushion part 234B of the cushion member 234 can be made of a cushion material having high rigidity. According to such a configuration, an advantageous effect similar to that of the second modification example can be achieved.

[0038] As in Fig. As shown in FIG. 14, in the shoulder pad 230 according to a ninth modification example, the base member 232 and the second cushion part 234B of the cushion member 234 can be integrally configured with a cushion material having high rigidity, and the first cushion part 234A of the cushion member 234 can be made of a cushion material having lower rigidity. According to such a configuration, an advantageous effect similar to that of the third modification example can be achieved.

[0039] As in Fig. As shown in FIG. 15, in the shoulder pad 230 according to a tenth modification example, the base member 232 may be made of a cushion material having high rigidity, and the cushion member 234 may be made of a cushion material having lower rigidity. According to such a configuration, an advantageous effect similar to that of the fourth modification example can be achieved.

[0040] As in Fig. As shown in FIG. 16, in the shoulder pad 230 according to an eleventh modification example, the base member 232 and the first cushion part 234A of the cushion member 234 can be integrally configured with a cushion material having high rigidity, and the second cushion part 234B of the cushion member 234 can be made of a cushion material having low rigidity. According to such a configuration, an advantageous effect similar to that of the second modification example can be achieved.

[0041] As in Fig. As shown in FIG. 17, in the shoulder pad 230 according to a twelfth modification example, the base member 232 and the second cushion part 234B of the cushion member 234 can be integrally configured with a cushion material having lower rigidity, and the first cushion part 234A of the cushion member 234 can be made of a cushion material having high rigidity. According to such a configuration, an advantageous effect similar to that of the third modification example can be achieved.

[0042] As described above, the components and the shoulder pad 230 according to the first to twelfth modification examples can be made of resin or a cushion material. For example, it should be noted that the shape and material selection are elaborated, and the rigidity must be higher than the rigidity of the area surrounding the shoulder pad 230.

[0043] The features taken from the embodiments described above and additional features are listed below with the advantageous effects. <Merkmal 1>

[0044] As in the Fig. As shown in FIGS. 1 to 3, a cabin body 100 includes a lower panel 210 attached to a cabin side panel 160, which is a vehicle body panel attached to one side of a seat 180 on which an occupant sits, the panel constituting the cabin. A shoulder pad 230, which serves as a high-rigidity member having a rigidity higher than its surroundings, is attached to the lower panel 210 at a predetermined location facing one side of a shoulder of the occupant who has a standard body shape and sits on the seat 180.

[0045] According to such a configuration, even if another vehicle impacts the vehicle on the seat side, and the cabin side panel 160 positioned on the seat 180 side and the occupant also relatively approach each other (for example, when the cabin side panel 160 is displaced or deformed to approach the occupant on the cabin side, or when the occupant is pivoted to approach the cabin side panel 160 due to an impact during the impact), the shoulder pad 230 first contacts the occupant's shoulder, and the distance from the cabin side panel 160 can be maintained. Accordingly, the occupant's chest and abdomen can be protected. <Merkmal 2>

[0046] As in the Fig. 4 and Fig. As shown in FIG. 5, a cushion member 234 serving as a lower rigidity part having a lower rigidity than the protrusion 232A is provided at at least one of the left or right positions above and below the protrusion 232A of the shoulder pad 230, which acts as a high-rigidity part in a seat side view. According to such a configuration, during a vehicle seat side impact, the distance between the protrusion 232A of the shoulder pad 230 and the chest and abdomen of the occupant is allowed to be easily maintained, and the impact can be efficiently absorbed by deformation of the cushion member 234. <Merkmal 3>

[0047] The shoulder pad 230 is, as shown in the Fig. 4 and Fig. 5, a first cushion part 234A of the cushion member 234, which serves as a transition part that reduces the rigidity difference between the rigidity of the protrusion 232A and the rigidity of the second cushion part 234B, is provided between the protrusion 232A of the cushion member 232 and the wide cushion part 234B of the cushion member 234. According to such a configuration, the rigidity difference between the protrusion 232A and the second cushion part 234B is reduced by the first cushion part 234A of the cushion member 234, and the application of a local external force between the protrusion 232A and the occupant can be reduced while achieving the advantageous effect of feature 2. <Merkmal 4>

[0048] The shoulder pad 230 is, as shown in the Fig. 4 and Fig. As shown in Figure 5, the first cushion part 234A of the cushion element 234, which acts as the transition part, is arranged at the boundary between the projection 232A of the base element 232, which acts as the high-rigidity part, and the second cushion part 234B of the cushion element 234, which acts as the low-rigidity part. According to such a configuration, the advantageous effect of feature 3 can be easily achieved. <Merkmal 5>

[0049] In the shoulder pad 230, instead of the first cushion part 234A of the cushion element 234, which is shown in the Fig. 4 and Fig. 5, the end part of the second cushion part 234B of the cushion member 234 can be arranged to be positioned closer to the cabin in an overlapping manner than the end part of the protrusion 232A of the base member 232, and the rigidity difference between the rigidity of the protrusion 232A and the rigidity of the second cushion part 234B can be reduced. According to such configurations, the protrusion 232A acting as the high-rigidity part and the second cushion part 234B serving as the low-rigidity part are combined, which reduces the rigidity difference between the rigidity of the protrusion 232A and the rigidity of the second cushion part 234B as a whole, and can achieve the advantageous effect of feature 3 without providing an additional component while preventing the protrusion 232A from reaching the lowest point.Note that, at the portion where the projection 232A of the base member 232 and the second cushion part 234B of the cushion member 234 overlap each other, for example, a cavity may be provided so as to allow the rigidity of the overlapped portion to be freely changed. <Merkmal 6>

[0050] With the shoulder pad 230, as it is in Fig. As shown in Fig. 18, the protrusion 232A of the base member 232 and the first cushion part 234A and the second cushion part 234B of the cushion member 234 are arranged to form a uniform flat surface on the cabin side, that is, to reduce or eliminate the step between the protrusion 232A and the first cushion part 234A of the cushion member 234 and the step between the first cushion part 234A and the second cushion part 234B of the cushion member 234. Here, the surface of the protrusion 232A of the base member 232 extends substantially vertically in the vertical direction to reduce the deviation of the occupant's shoulder. According to such a configuration, even if the occupant touches the protrusion 232A of the base member 232 and the first cushion part 234A and the second cushion part 234 of the cushion member 234 at normal times, no strange feeling is developed.Since the protrusion 232A, the first cushion part 234A and the second cushion part 234B on the cabin side form the uniform flat surface, the shoulder bolster 230 is allowed to flatly contact the occupant during a vehicle seat side impact. <Merkmal 7>

[0051] In the shoulder pad 230, the first cushion part 234A of the cushion element 234, which is in the Fig. 4 and Fig. 5, as the transition part, which has a rigidity that gradually decreases from the protrusion 232A of the base member 232, which acts as the high-rigidity part, to the second cushion part 234B, which acts as the low-rigidity part. According to such a configuration, at the boundary between the protrusion 232A and the first cushion part 234A and at the boundary between the first cushion part 234A and the second cushion part 234B, the occurrence of local stress concentration on the occupant can be prevented. <Merkmal 8>

[0052] With the shoulder pad 230, as it is in Fig. As shown in Fig. 19, the first cushion part 234A of the cushion member 234 acting as the transition part includes, in the seat side view, a first portion a provided to the left or right of the protrusion 232A of the base member 232 acting as the high-rigidity member; and a second portion b provided between the protrusion 232A of the base member 232 acting as the high-rigidity part. According to such a configuration, the first portion a and the second portion b are provided to the left or right below the protrusion 232A of the base member 232. The advantageous effect of Feature 3 can therefore be enhanced. <Merkmal 9>

[0053] The first cushion part 234A of the cushion element 234, which acts as the transition part, is also provided for the area which is in Fig. 19, in which a first portion a and a second portion b overlap each other. According to such a configuration, the external force applied to the corner of the projection 232A of the base member 232, where the load tends to concentrate during a vehicle seat side impact, can be dispersed by the first portion a and the second portion b. <Merkmal 10>

[0054] In the shoulder pad 230, as in the Fig. 4 and Fig. As shown in FIG. 5, the first cushion part 234A of the cushion member 234, which serves as the low-rigidity part, is arranged below the protrusion 232A of the base member 232, which serves as the high-rigidity part. According to such a configuration, the protrusion 232A of the base member 232 is positioned at a high position of the under-cover 210. Consequently, the shoulder, except for the chest and abdomen of the occupant, contacts the protrusion 232A, and transmission of external force to the chest and abdomen positioned below the shoulder can be reduced. <Merkmal 11>

[0055] In the shoulder pad 230, as in the Fig. 4 and Fig. As shown in Figure 5, the first cushion part 234A of the cushion member 234, which serves as the low-rigidity part, is arranged in front of the occupant sitting on the seat 180. According to such a configuration, the backrest 180B of the seat 180 is arranged behind the occupant, making rearward movement more difficult. Meanwhile, even if the occupant moves forward during a vehicle seat side impact, the external force is absorbed by the second cushion part 234B of the cushion member 234. The impact on the occupant can thus be reduced. <Merkmal 12>

[0056] In the shoulder pad 230, the first cushion part 234A of the cushion element 234, which is the low-rigidity part, is provided in the Fig. 4 and Fig. 5, configured to change the rigidity in at least one of the lateral direction and the vertical direction in the seat side view. According to such a configuration, even if the occupant's shoulder contacts the corner of the protrusion 232A of the base member 232 during a vehicle seat side impact, the impact can be mitigated by the first cushion part 234A of the cushion member 234. <Merkmal 13>

[0057] With the shoulder pad 230, as in Fig. As shown in FIG. 5, the first cushion part 234A of the cushion member 234, which functions as the low-rigidity part, includes: a first low-rigidity part ST1 disposed on a proximal side of the protrusion 232A of the base member 232, which functions as the height-rigidity part; and a second low-rigidity part ST2 disposed on a distal side of the protrusion 232A and having a lower rigidity than the first low-rigidity part ST1. According to such a configuration, the rigidity difference from the protrusion 232A to the second cushion part 234B decreases, and an advantageous effect similar to Advantageous Feature 3 can be achieved throughout the entire lower cowl 210. <Merkmal 14>

[0058] As in Fig. As shown in Figure 5, a transition part TS that reduces the stiffness difference between the first low-stiffness part ST1 and the second low-stiffness part ST2 is provided at the boundary between the first low-stiffness part ST1 and the second low-stiffness part ST2. According to such a configuration, the stiffness difference at the boundary between the first low-stiffness part ST1 and the second low-stiffness part ST2 decreases, and the advantageous effect similar to that of Feature 3 can be achieved. <Merkmal 15>

[0059] At the boundary between the first low stiffness part ST1 and the second low stiffness part ST2, which are Fig. 5, an end portion of the first low-rigidity part ST1 and an end portion of the second low-rigidity part ST2 are arranged in an overlapping state. According to such a configuration, the stiffness difference between the first low-rigidity part ST1 and the second low-rigidity part ST2 can be reduced without providing an additional component. <Merkmal 16>

[0060] At the boundary between the first low stiffness part ST1 and the second low stiffness part ST2, which are Fig. 5, an end part of the first low-rigidity part ST1 is positioned to be closer to the cabin than an end part of the second low-rigidity part ST2 in an overlapped state. According to such a configuration, at the boundary between the first low-rigidity part ST1 and the second low-rigidity part ST2, their rigidity difference can be reduced without providing an additional component. Even if the occupant contacts the second cushion part 234B of the cushion member 234 during a vehicle seat side impact, the deformation of the second cushion part 234B toward the cabin is reduced, and the protrusion 232A of the base member 232 can be prevented from reaching the bottom. <Merkmal 17>

[0061] The second cushion part 234B of the cushion element 234, which acts as the low-stiffness part, which in Fig. 5, has a rigidity that gradually decreases from the first low-rigidity part ST1 to the second low-rigidity part ST2. According to such a configuration, an advantageous effect similar to that of feature 7 can be achieved. <Merkmal 18>

[0062] The protrusion 232A of the base member 232, which acts as the high-rigidity part, is a member formed of a resin, and the second cushion part 234B of the cushion member 234, which serves as the low-rigidity part, is made of a cushion material that has flexibility (rubber or foam). According to such a configuration, the displacement of the occupant's shoulder is reduced by the protrusion 232A during a vehicle seat side impact, and the chest and abdomen positioned thereunder can be easily protected.

[0063] In addition to such features 1 to 18, the following features, which are described in Fig. 3 are clearly presented. <Merkmal A>

[0064] The upper part of the shoulder pad 230 includes a flat part A that is flat in the vertical direction. According to such a configuration, the contact area between the shoulder of the occupant sitting on the seat 180 and the shoulder pad 230 increases, which can facilitate the positioning of the occupant's shoulder. <Merkmal B>

[0065] The lower part of the flat part A of the shoulder pad 230 includes a part B that is inclined away from the backrest 180B of the seat 180. According to such a configuration, the occupant can be prevented from touching the shoulder pad 230 at normal times. <Merkmal C>

[0066] The backrest 180B of the seat 180 includes a concave C (or step C) that is concave toward the interior of the cabin such that it is away from the shoulder bolster 230. According to such a configuration, the contact area between the occupant's shoulder and the shoulder bolster 230 can be increased during a vehicle seat side impact. <Merkmal D>

[0067] The backrest 180B of the seat 180 includes a convex D that protrudes outward in the vehicle width below the concave C (or step C). According to such a configuration, an external force from the sidewall can be absorbed by the backrest 180B of the seat 180 during a vehicle seat side impact. <Merkmal E>

[0068] An inclined part inclined outward and downward in the vehicle width along the inclined part of the shoulder pad 230 is provided between the concave C (or step C) of the backrest 180B and the seat 180 and the convex D. According to such a configuration, the external force can be easily transmitted from the convex to the concave or step, and the advantageous effects of the feature D can be enhanced.

[0069] It should be noted that one skilled in the art will readily understand that a new embodiment can be made by omitting part of the technical considerations of the above-mentioned various embodiments, by appropriately combining their parts, or by replacing their parts with publicly known techniques.

[0070] As an example, the cabin structure 100 does not necessarily include the rear space behind the seat 180. The backrest 180B of the seat 180 is not limited to the configuration that is tiltably attached to the rear end portion of the seat cushion 180A. It may be attached to the rear cabin panel 130 in a manner that cannot be tilted backward. Furthermore, the backrest 180B of the seat 180 is not limited to the integrated headrest type and may be a separate headrest type.

[0071] The lower cowl 210 and the shoulder pad 230 are not limited to the configuration in which they are attached to the center pillar CP that is part of the side wall of the vehicle, and may be attached, for example, to a partition wall extending in the lateral direction of the vehicle in a case where the occupant is oriented in the lateral direction and sits on the seat 180.

[0072] The technical considerations of the invention defined in the claims and their advantageous effects are listed below. <Technische Überlegung 1>

[0073] A cabin structure includes a panel attached to a vehicle body panel positioned at one side of a seat on which an occupant sits, wherein on the panel, a predetermined location facing one side of a shoulder of the occupant having a standard body shape and sitting on the seat serves as a high-rigidity part having higher rigidity than the vicinity of the predetermined location.According to such a configuration, even if another vehicle impacts the vehicle on the seat side and the vehicle body panel positioned on the seat side and the occupant approach each other (for example, the vehicle body panel is displaced or deformed to approach the occupant on the cabin side, or the occupant is swung to approach the cabin side panel due to an impact during the impact), the high-rigidity member first contacts the occupant's shoulder, and the distance between the vehicle body panel and the occupant's chest and abdomen can be maintained. Accordingly, the occupant's chest and abdomen can be protected. <Technische Überlegung 2>

[0074] A low-rigidity member having a lower rigidity than the high-rigidity member is provided at at least one of the left, right, above, and below positions of the high-rigidity member in the seat side view. According to such a configuration, during a vehicle seat side impact, the distance between the high-rigidity member and the chest and abdomen of the occupant is easily maintained, and the impact can be efficiently absorbed by deformation of the low-rigidity member. <Technische Überlegung 3>

[0075] The low-rigidity part is configured such that its rigidity changes in at least one of the lateral direction and the vertical direction in the seat side view. According to such a configuration, even if the occupant's shoulder contacts the corner of the high-rigidity part during a vehicle seat side impact, the impact can be mitigated by the low-rigidity part. <Technische Überlegung 4>

[0076] The low-rigidity part is arranged below the high-rigidity part. With this configuration, the high-rigidity part is positioned at a high position on the panel. Consequently, the occupant's shoulder, except for the chest and abdomen, touches the high-rigidity part, and the transmission of external forces to the chest and abdomen, which are positioned below the shoulder, can be reduced. <Technische Überlegung 5>

[0077] The low-rigidity part is positioned in front of the occupant sitting on the seat. With this configuration, the seatback is positioned behind the occupant, making rearward movement more difficult. However, even if the occupant moves forward during a vehicle seat side impact, the low-rigidity part absorbs the external force. The impact on the occupant can thus be reduced. <Technische Überlegung 6>

[0078] A transition part that reduces the stiffness difference between the stiffness of the high-rigidity part and the stiffness of the low-rigidity part is provided between the high-rigidity part and the low-rigidity part. According to such a configuration, the stiffness difference between the high-rigidity part and the low-rigidity part is reduced by the transition part, which can reduce the local application of the external force between the high-rigidity part and the occupant while achieving the advantageous effect of Technical Consideration 2. <Technische Überlegung 7>

[0079] The transition part is arranged at a boundary between the high-rigidity part and the low-rigidity part. According to such a configuration, the advantageous effect of technical consideration 6 can be easily achieved. <Technische Überlegung 8>

[0080] The transition part is formed by arranging an end part of the low-rigidity part such that it is positioned closer to the cabin than an end part of the high-rigidity part in an overlapping manner. According to such a configuration, by combining the high-rigidity part and the low-rigidity part, the stiffness difference between the stiffness of the high-rigidity part and the stiffness of the low-rigidity part is reduced overall, the advantageous effect of Technical Consideration 6 can be achieved without providing an additional component, and the high-rigidity part can be prevented from reaching the low point. <Technische Überlegung 9>

[0081] The high-rigidity part, the low-rigidity part, and the transition part are arranged to form a uniform flat surface on one side of the cabin. With this configuration, even if the occupant touches the high-rigidity part, the transition part, and the low-rigidity part during normal use, no strange feeling occurs. Because the high-rigidity part, the transition part, and the low-rigidity part form the uniform flat surface on the cabin side, the high-rigidity part is allowed to readily make planar contact with the occupant during a vehicle seat side impact. <Technische Überlegung 10>

[0082] The transition part has a stiffness that gradually decreases from the high-rigidity part to the low-rigidity part. According to such a configuration, the occurrence of local stress concentration on the occupant at the boundary between the high-rigidity part and the transition part and the boundary between the transition part and the low-rigidity part can be prevented. <Technische Überlegung 11>

[0083] The transition part has an L-shape including a first portion provided to the right or left of the high-rigidity part in the seat side view, and a second portion provided below the high-rigidity part in the seat side view. According to such a configuration, since the first portion and the second portion are provided to the left or right and below the high-rigidity portion, the advantageous effect of Technical Consideration 6 can be enhanced. <Technische Überlegung 12>

[0084] The low-rigidity part includes a first low-rigidity part located on a near side of the high-rigidity part, and a second low-rigidity part located on a far side of the high-rigidity part and having a lower rigidity than the first low-rigidity part. According to such a configuration, the stiffness difference between the high-rigidity part and the low-rigidity part decreases, and an advantageous effect similar to Technical Consideration 6 can be achieved throughout the entire panel. <Technische Überlegung 13>

[0085] At a boundary between the first low-rigidity part and the second low-rigidity part, an end part of the first low-rigidity part and an end part of the second low-rigidity part are arranged in an overlapping state. According to such a configuration, the stiffness difference between the first low-rigidity part and the second low-rigidity part can be reduced without providing an additional component. <Technische Überlegung 14>

[0086] At a boundary between the first low-rigidity part and the second low-rigidity part, an end part of the first low-rigidity part is positioned such that it is closer to the cabin than an end part of the second low-rigidity part in an overlapped state. According to such a configuration, at the boundary between the first low-rigidity part and the second low-rigidity part, their stiffness difference can be reduced without providing an additional component. Even if the occupant touches the low-rigidity part during a vehicle seat side impact, deformation of the low-rigidity part toward the cabin can be reduced, and the high-rigidity part can be prevented from reaching the bottom point. [List of reference symbols] 100 Cabin structure (vehicle body panel) 110 Front floor panel (vehicle body panel) 120 Rear floor panel (vehicle body panel) 130 Rear cabin plate (vehicle body plate) 140 Front side panel (vehicle body panel) 150 roof side panels (vehicle body panel) 160 Cabin side panel (vehicle body panel) 170 wheel arch inner panels (vehicle body panel) 180 seats 210 Lower fairing (fairing) 230 shoulder pads 232 Base element 232A projection 234 cushion element 234A First cushion part (transition part) 234B Second cushion part (low stiffness part) ST1 First low-stiffness part ST2 Second low-stiffness part a First Section b Second Section QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2021 - 123 223 A [0002, 0003]

Claims

[1] A cabin structure comprising a panel attached to a vehicle body panel positioned at one side of a seat on which an occupant sits, wherein on the panel, a predetermined position facing one side of a shoulder of the occupant having a standard body shape and sitting on the seat serves as a high-rigidity part having higher rigidity than the vicinity of the predetermined position. [2] The cabin structure according to claim 1, wherein a low-rigidity member having a lower rigidity than the high-rigidity member is provided at at least one of positions left, right, above and below the high-rigidity member in the seat side view. [3] The cabin structure according to claim 2, wherein the low-rigidity part is configured such that a rigidity changes in at least one of the lateral direction and the vertical direction in the seat side view. [4] Cabin structure according to claim 2, wherein the low-rigidity part is arranged below the high-rigidity part. [5] Cabin structure according to claim 2, wherein the low-rigidity part is arranged in front of the occupant sitting on the seat. [6] The cabin structure according to claim 2, wherein a transition part that reduces a rigidity difference between a rigidity of the high-rigidity part and a rigidity of the low-rigidity part is provided between the high-rigidity part and the low-rigidity part. [7] Cabin structure according to claim 6, wherein the transition part is arranged at a boundary between the high-rigidity part and the low-rigidity part. [8] The cabin structure according to claim 7, wherein the transition part is formed by arranging an end part of the low-rigidity part to be positioned closer to the cabin than an end part of the high-rigidity part in an overlapping manner. [9] Cabin structure according to claim 7, wherein the high-stiffness part, the low-stiffness part and the transition part are arranged to form a uniform planar surface on a cabin side. [10] Cabin structure according to claim 6, wherein the transition part has a rigidity that gradually decreases from the high-rigidity part to the low-rigidity part. [11] The cabin structure according to claim 6, wherein the transition part has an L-shape including a first portion provided to the right or left of the high-rigidity part in the seat side view and a second portion provided below the high-rigidity part in the seat side view. [12] The cabin structure according to claim 3, wherein the low-rigidity part includes: a first low-rigidity part arranged on a near side of the high-rigidity part, and a second low-rigidity part arranged on a far side of the high-rigidity part and having a lower rigidity than the first low-rigidity part. [13] The cabin structure according to claim 12, wherein at a boundary between the first low-rigidity part and the second low-rigidity part, an end part of the first low-rigidity part and an end part of the second low-rigidity part are arranged in an overlapping state. [14] The cabin structure according to claim 12, wherein at a boundary between the first low-rigidity part and the second low-rigidity part, an end part of the first low-rigidity part is arranged to be positioned closer to the cabin than an end part of the second low-rigidity part in an overlapped state.

Images