Vehicle interior structure

Abstract

To protect the breast and the abdomen of an occupant seated on a seat, at the time of collision of a vehicle.SOLUTION: A vehicle interior structure 100 is provided with: a front floor panel 110, a back floor panel 120, a back cabin panel 130, a front side panel 140, a roof side panel 150, a side cabin panel 160 and a tire house inner panel 170 which constitute a vehicle interior, a seat 180 on which an occupant is seated, and a lower trim 210 mounted on the side cabin panel 160 positioned laterally to the seat 180. In the lower trim 210, a shoulder protector pad 230 that is a high-rigidity part that is higher in rigidity than the circumference thereof is mounted on a predetermined portion facing the side of the shoulder of an occupant having a medium-sized build seated on the seat 180.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle interior structure. [Background technology]

[0002] When another vehicle collides with a vehicle from the side, the panel located on the side of the seat where the occupant sits may protrude into the passenger compartment, potentially affecting the occupant sitting in the seat. For this reason, as described in JP 2021-123223 A (Patent Document 1), it is conceivable to form a bulge in the panel located on the side of the seat that follows the seat, thereby improving the strength of the side of the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2021-123223 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the technology described in Patent Document 1, when another vehicle collides with the vehicle in the side, the entire bulge protrudes into the passenger compartment, making it difficult to mitigate the impact on the occupant seated in the seat. Furthermore, in order to mitigate the impact on the occupant seated in the seat during a side collision of the vehicle, it is necessary to protect the chest and abdomen, which are located below the occupant's shoulders.

[0005] SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle interior structure that can protect the chest and abdomen of an occupant seated in a seat during a vehicle collision. [Means for solving the problem]

[0006] The vehicle interior structure includes a trim attached to a body panel located on the side of the seat where the occupant sits, and the trim has a high-rigidity portion in a predetermined area facing the side of the shoulder of an occupant of standard build sitting in the seat, the high-rigidity portion being higher in rigidity than the surrounding area. [Effects of the Invention]

[0007] According to the present invention, the chest and abdomen of an occupant seated in a seat can be protected in the event of a vehicle collision. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a perspective view showing an example of a vehicle interior structure. [Figure 2] FIG. 2 is a side view showing an example of a vehicle interior structure. [Figure 3] FIG. 2 is a front view showing an example of a vehicle interior structure. [Figure 4] FIG. 2 is an enlarged perspective view of the cross section AA in FIG. [Figure 5] FIG. 2 is an exploded perspective view showing an example of a lower trim. [Figure 6] FIG. 10 is a perspective view showing an example of a shoulder pad according to a first modified example. [Figure 7] FIG. 10 is a perspective view showing an example of a shoulder pad according to a second modified example. [Figure 8] FIG. 11 is a perspective view showing an example of a shoulder pad according to a third modified example. [Figure 9] FIG. 10 is a perspective view showing an example of a shoulder pad according to a fourth modified example. [Figure 10] FIG. 11 is a perspective view showing an example of a shoulder pad according to a fifth modified example. [Figure 11] FIG. 13 is a perspective view showing an example of a shoulder pad according to a sixth modified example. [Figure 12] FIG. 13 is a perspective view showing an example of a shoulder pad according to a seventh modified example. [Figure 13] FIG. 13 is a perspective view showing an example of a shoulder pad according to an eighth modified example. [Figure 14] FIG. 13 is a perspective view showing an example of a shoulder pad according to a ninth modified example. [Figure 15] FIG. 23 is a perspective view showing an example of a shoulder pad according to a tenth modified example. [Figure 16] FIG. 23 is a perspective view showing an example of a shoulder pad according to an eleventh modified example. [Figure 17] FIG. 23 is a perspective view showing an example of a shoulder pad according to a twelfth modified example. [Figure 18] FIG. 2 is a vertical cross-sectional view showing an example of a shoulder pad. [Figure 19] FIG. 10 is a perspective view showing another example of a shoulder pad. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. 1 to 3 show an example of a vehicle interior structure 100 to which this embodiment can be applied. Note that the vehicle interior structure 100 described below is merely an example showing one example of this embodiment, and should not be construed as being limited to this configuration.

[0010] The vehicle interior structure 100 is configured by appropriately joining, by spot welding or the like, a front floor panel 110 and a back floor panel 120 that constitute the floor walls, a back cabin panel 130 that constitutes the rear wall, a pair of left and right front side panels 140, a roof side panel 150, a side cabin panel 160, and a tire house inner panel 170 that constitute both side walls, a front panel (not shown) that constitutes the front wall, and a roof panel (not shown) that constitutes the ceiling wall. Here, the front floor panel 110, the back floor panel 120, the back cabin panel 130, the front side panel 140, the roof side panel 150, the side cabin panel 160, and the tire house inner panel 170 are given as examples of various panels. The back cabin panel 130 is used to provide a back space in the rear of the vehicle interior for accommodating luggage and the like. These various panels refer to vehicle body panels that are made of steel plates or the like and form vehicle body frame members.

[0011] A windshield opening (not shown) into which a windshield is attached is formed at a predetermined location on the front panel that constitutes the front wall of the passenger compartment. A door opening DO into which a door (not shown) is attached so as to be able to open and close is formed at a predetermined location on the joined body of the front side panels 140, roof side panels 150, and side cabin panels 160 that constitute both side walls of the passenger compartment. A side glass opening SO into which a side glass is attached is formed at a predetermined location on the side cabin panels 160 that constitute both side walls of the passenger compartment. A rear glass opening RO into which a rear glass is attached is formed at a predetermined location on the back cabin panel 130.

[0012] A pair of left and right seats 180 for seating occupants are attached to predetermined locations on a front floor panel 110 that constitutes the floor wall of the vehicle compartment, aligned in the left-right direction of the vehicle (only the right seat 180 is shown in FIG. 1). Seat 180 has a seat cushion 180A fixed to a predetermined location on front floor panel 110, and a headrest-integrated seat back 180B that is recliningly fixed to the rear end of seat cushion 180A. A center console 190 is also attached between the pair of left and right seats 180.

[0013] As shown in Fig. 4, the side cabin panel 160 located behind the door opening DO cooperates with a pillar outer panel 200 located laterally outward to form a center pillar CP. A portion of the side cabin panel 160 adjacent to its front end is formed in a hat shape that protrudes into the interior of the vehicle over the entire length of the vehicle in the vertical direction. A portion of the pillar outer panel 200 adjacent to its front end is formed in a hat shape that protrudes outward from the vehicle compartment over the entire length of the vehicle in the vertical direction. The side cabin panel 160 and the pillar outer panel 200 are then overlapped and the overlapping portion is joined by spot welding or the like to form a center pillar CP having a closed cross section.

[0014] A lower trim 210 is attached to the inner surface of the center pillar CP facing the interior of the vehicle cabin. The lower trim 210 extends upward from the upper surface of the front floor panel 110, where the seat cushion 180A of the seat 180 is attached, past the shoulders of an occupant with a standard build. Here, the lower trim 210 is an example of a trim (interior member). Trim is a general term for interior lining materials (interior parts) and decorative items used therein. For example, trim is used to improve the appearance and texture of the vehicle cabin, improve comfort by blocking noise and temperature outside the cabin, and protect occupants in the event of a collision or collision. The trim is made of resin or cushioning material and is configured to have lower rigidity than the rigidity of the body frame members such as the various body panels described above. The standard body type refers to a body type with dimensions preset in consideration of the race and other factors of the people in each country in which a vehicle equipped with the vehicle cabin structure 100 of this embodiment is operated. The base end of the lower trim 210, i.e., the portion that is attached to the center pillar CP, is formed in a shape that follows the hat shape of the side cabin panel 160. The front end of the lower trim 210 is fixed in place while sandwiching a resin lining 220 that is attached to the joint between the side cabin panel 160 and the pillar outer panel 200, and the rear end is fixed to the side cabin panel 160 with bolts or the like (not shown).

[0015] A shoulder pad 230 is attached to an upper portion of the lower trim 210 at a predetermined location that covers the shoulders of an occupant with a standard build. The shoulders of the occupant will come into contact with the occupant's shoulders before the chest or abdomen during a side collision. In Japan, the major dimensions of a dummy used in a crash experiment that takes into account the standard build of Japanese people can be, for example, a range of 565±7 mm from the seat cushion to the shoulder joint. The predetermined location that covers the shoulders of a standard build may be located above or to the side of the rear of the seat back 180B within the range between the top and bottom ends of a steering wheel 290 (described below), or may be located adjacent to and below a seat belt anchor 270 (described below). Details of the shoulder pad 230 will be described later.

[0016] 1 and 2, an assist grip 240 that helps occupants get in and out of the vehicle, and an upper trim 250, which is an interior lining material, are attached to the top of the roof side panels 150 that form both side walls of the vehicle compartment, in this order, from the front to the rear of the vehicle compartment. The assist grip 240 assists the occupant in getting in and out of the vehicle by grasping it as needed. The upper trim 250 protects the occupant's head during a side collision of the vehicle by catching the occupant's head and preventing it from directly hitting the roof side panel 150. Therefore, the upper trim 250 is attached to a predetermined location facing the side of the head of the occupant seated in the seat 180.

[0017] Furthermore, a seatbelt anchor (shoulder seatbelt anchor) 270 for folding back a strap (seatbelt) 260 reeled out from a retractor (not shown) arranged inside the lower trim 210 is attached to the inner surface of the center pillar CP facing the interior of the vehicle, at a location between the lower trim 210 and the upper trim 250. The retractor, strap 260, seatbelt anchor 270, and seatbelt tongue (tongue plate) 280 form a seatbelt assembly. The seatbelt tongue 280 is detachably fixed to a seatbelt buckle 282 provided near the rear end of the seat cushion 180A of the seat 180.

[0018] A steering wheel 290, which is operated when steering the vehicle, is attached in front of the seat 180 in which the driver sits. As shown in Fig. 2, the steering wheel 290 is fixed to a steering member 300 extending in the vehicle width direction by a steering column 320 that rotatably supports a steering shaft 310. The lower end of the steering shaft 310 is connected to a steering gear box (not shown).

[0019] As shown in Figures 4 and 5, the shoulder pad 230 has a base member 232 that serves as an attachment part to the lower trim 210, a cushion member 234 that is attached to the base member 232, and a cover member 236 that covers the surfaces of the base member 232 and the cushion member 234.

[0020] The base member 232 is, for example, a member having an outer shell made of resin, and is a member integrated with a protruding portion 232A whose upper portion protrudes into the vehicle interior and a cushion receiving portion 232B that extends downward from the lower end of the protruding portion 232A and receives the cushion member 234. Ribs extending in the vertical and horizontal directions are integrated into the inner surface of the protruding portion 232A of the base member 232 to ensure desired rigidity. At least the protruding portion 232A of the base member 232 is configured to be more rigid than its surroundings. Furthermore, at least a portion of a portion located forward of the cushion receiving portion 232B is formed with a fragile portion 232A1 consisting of multiple slits extending in the front-rear direction to improve the cushioning effect of the cushion member 234. The protruding portion 232A of the base member 232 is an example of a high-rigidity portion. Here, "rigidity" refers to rigidity in the direction in which the shoulder pad 230 protrudes.

[0021] The cushion member 234 is, for example, a shock-absorbing member having an outer shell of cushion material. The cushion member 234 includes a first cushion portion 234A that is L-shaped in a side view of the seat and is connected to the front and lower ends of the protruding portion 232A of the base member 232, and a second cushion portion 234B that is rectangular in a side view of the seat and is connected to the lower end of the first cushion portion 234A. Here, "side view of the seat" refers to the state as seen from the seat 180 side, i.e., from the inside of the vehicle cabin (the same applies hereinafter to other configurations). The first cushion portion 234A and the second cushion portion 234B are configured to have lower rigidity as a whole than the protruding portion 232A of the base member 232. Specifically, the first cushion portion 234A is configured to have lower rigidity than the protruding portion 232A of the base member 232, and the second cushion portion 234B is configured to have even lower rigidity than the first cushion portion 234A. Therefore, the shoulder pad 230 is configured so that its rigidity gradually decreases from its upper portion to its lower portion. Note that the base member 232 and the cushion member 234 may be configured so that the rigidity of the shoulder pad 230 gradually decreases from the top to the bottom. It is also desirable that the assembly of the base member 232 and the cushion member 234 be configured so that the surface facing the interior of the vehicle is a uniform flat surface. Here, the first cushion portion 234A is an example of a transition portion, and the second cushion portion 234B is an example of a low-rigidity portion. The cushion member 234 can be fixed to the base member 232 with an adhesive or adhesive tape.

[0022] The cover member 236 is a sheet-like skin member that covers the surface of the assembly of the base member 232 and the cushion member 234, and can be made of, for example, natural fiber, synthetic fiber, or leather. The cover member 236 may be made of the same color and material as the lower trim 210. Therefore, the cover member 236 covers the joint between the base member 232 and the cushion member 234, and therefore functions as a shock-absorbing material while improving the appearance of the shoulder pad 230 when viewed from inside the vehicle cabin, thereby improving product quality, for example.

[0023] The cover member 236 may have an edge EG (shown by a dashed line in FIG. 5) that can come into contact with the back surface of the base member 232. By clamping this edge EG between the base member 232 and the periphery of the opening 210A of the lower trim 210, it is possible to prevent the cover member 236 from unexpectedly falling off. While the edge EG of the cover member 236 is provided on the left side in FIG. 5, it is desirable to also provide edges on the upper, lower, and right sides of the cover member 236. Furthermore, bonding the edge EG of the cover member 236 to the back surface of the base member 232 makes it easier to attach the shoulder pad 230 to the lower trim 210. In this embodiment, the shoulder pad 230 is attached to the lower trim 210, but the shoulder pad 230 may also be attached directly to a vehicle body panel such as a center pillar CP.

[0024] 5, a rectangular opening 210A is formed on the plate surface of lower trim 210 at a location where base member 232 of shoulder pad 230 is attached. The opening 210A is formed in a position facing cushion receiving portion 232B of base member 232. Two mounting portions 210B are formed on the plate surface of lower trim 210 above opening 210A. The mounting portions 210B extend in the front-rear direction and protrude into the passenger compartment to firmly secure the upper and lower ends of protruding portion 232A of base member 232 to lower trim 210.

[0025] Furthermore, a single mounting portion 210C is formed on the plate surface of the lower trim 210 below the opening 210A, extending in the front-rear direction and protruding into the vehicle cabin to firmly secure the lower end of the cushion receiving portion 232B of the base member 232 to the lower trim 210. The mounting portion 210B is formed with two bolt insertion holes TH1 through which the shanks of bolts for securing the base member 232 to the lower trim 210 can be inserted. The mounting portion 210C is formed with an insertion hole TH2 through which a cylindrical protrusion X provided on the back surface of the base member 232 can be inserted. The protrusion X is formed to be longer than the dimension of the insertion hole TH2 in the insertion direction. After the protrusion X is inserted into the insertion hole TH2, its tip is melted from the back surface side of the lower trim 210, thereby fixing it to the insertion hole TH2 of the lower trim 210.

[0026] This configuration prevents the shoulder pad 230 from shifting position when the shoulder pad 230 is secured to the mounting portion 210B with bolts, or when the bolts loosen due to aging of the lower trim 210 and the shoulder pad 230 or vibrations during riding. Furthermore, by securing the upper portion of the base member 232 to the lower trim 210 with bolts and the lower portion of the base member 232 with molten protrusions, the rigidity of the protrusion 232A can be made greater than the rigidity of the cushion receiving member 232B. The mounting portion 210B of the lower trim 210 may be formed with an insertion hole TH2 into which the protrusion X formed on the upper portion of the back surface of the base member 232 can be inserted, and the mounting portion 210C may be formed with an insertion hole TH1 into which the shank of a bolt can be inserted. All mounting portions 210B and 210C may be formed with insertion holes TH1 into which the shank of a bolt can be inserted.

[0027] According to this vehicle interior structure 100, a lower trim 210 extending in the vertical direction is attached to a center pillar CP composed of a side cabin panel 160 and a pillar outer panel 200 positioned to the side of a seat 180. A shoulder pad 230, which has higher rigidity than the surrounding area of ​​the predetermined location, is attached to the surface of the lower trim 210 facing the vehicle interior, at a predetermined location facing the side of the shoulder of an occupant of a standard build seated in the seat 180. Therefore, even if another vehicle collides with the vehicle in a side collision and the center pillar CP protrudes into the vehicle interior, the shoulder of the occupant seated in the seat 180 first contacts the shoulder pad 230, thereby maintaining a distance between the occupant and the interior wall of the vehicle interior, including the center pillar CP. This reduces the impact on the chest and abdomen, which are located below the occupant's shoulders, thereby improving occupant safety. Furthermore, because the shoulder pad 230 is attached to the lower trim 210, impact energy during a side collision can be absorbed as deformation energy of the lower trim 210.

[0028] In this embodiment and the modified examples described below, a side collision in which an occupant is seated in seat 180 facing forward is assumed as a vehicle seat side collision. However, this embodiment is also applicable to a case in which an occupant is seated in seat 180 facing inward in the vehicle width direction, such as when seat 180 is arranged so that seat cushion 180A of seat 180 faces inward in the vehicle width direction. In this case, a vehicle body panel (e.g., back cabin panel 130, a back door panel (not shown), or a partition panel separating the front seat space from the rear seat space) is arranged on the side of seat 180, i.e., in front of or behind seat 180, and shoulder pad 230 having higher rigidity than the surrounding area of ​​the predetermined location can be attached to the vehicle body panel located to the side of the head of an occupant with a standard build seated in seat 180. In this way, the occupant's head can be protected even in a so-called frontal collision or rear collision during a vehicle seat side collision.

[0029] 6 to 17 show various modified examples of the shoulder pad 230. In the various modified examples of the shoulder pad 230, components made of resin are distinguished by being white, and components made of flexible cushioning material are distinguished by being filled with dots. Furthermore, for the cushioning material filled with dots, components with a high dot density represent components with high rigidity, and components with a low dot density represent components with low rigidity. Therefore, it should be noted that the components actually realized will not be color-coded as shown in FIGS. 6 to 17.

[0030] 6, shoulder pad 230 according to the first modification may have a portion corresponding to base member 232 in the above embodiment and a portion corresponding to cushion member 234 integrally formed from resin or cushion material. This makes it easier to attach shoulder pad 230 to various vehicle body panels such as lower trim 210 and center pillar CP.

[0031] 7, in a shoulder pad 230 according to a second modification, the base member 232 and the first cushion portion 234A of the cushion member 234 in the above embodiment may be integrally formed from resin. In this way, the protruding portion 232A of the base member 232 and the first cushion portion 234A of the cushion member 234 are integrally formed, which can prevent the first cushion portion 234A from shifting in position. Moreover, since the back surface of the base member 232 is inclined downward so as to approach the vehicle interior, it is also possible to prevent the second cushion portion 234B of the cushion member 234 from shifting in position.

[0032] 8, in a shoulder pad 230 according to a third modification, the base member 232 and the portion corresponding to the second cushion portion 234B of the cushion member 234 in the above embodiment may be integrally formed from resin. In this way, the protrusion 232A and the second cushion portion 234B are respectively disposed above and below the first cushion portion 234A, thereby preventing the first cushion portion 234A from shifting in position.

[0033] 9, in a shoulder pad 230 according to a fourth modification, a base member 232 may be made of a cushion material, and a cushion member 234 may be integrally made of resin. In this way, the first cushion portion 234A and the second cushion portion 234B of the cushion member 234 are integrally formed, so that deviation of their relative positions can be prevented.

[0034] 10, in a shoulder pad 230 according to the fifth modification, a base member 232 and a first cushion portion 234A of a cushion member 234 may be integrally formed from a cushion material, and a second cushion portion 234B of the cushion member 234 may be formed from a resin. In this way, it is possible to achieve the same effect as in the second modification.

[0035] 11, in a shoulder pad 230 according to a sixth modified example, a base member 232 and a second cushion portion 234B of a cushion member 234 may be integrally formed from a cushion material, and a first cushion portion 234A of the cushion member 234 may be formed from a resin. In this way, it is possible to achieve the same effect as in the third modified example.

[0036] 12, the shoulder pad 230 according to the seventh modification may be configured such that the base member 232 and the cushion member 234 are integrally formed from two types of cushioning materials with different rigidities. In this way, the same effect as in the fourth modification can be achieved.

[0037] 13, in a shoulder pad 230 according to an eighth modification, a base member 232 and a first cushion portion 234A of a cushion member 234 may be integrally formed from a cushion material with low rigidity, and a second cushion portion 234B of the cushion member 234 may be formed from a cushion material with high rigidity. In this way, it is possible to achieve the same effect as in the second modification.

[0038] 14, in a shoulder pad 230 according to a ninth modification, the base member 232 and the second cushion portion 234B of the cushion member 234 may be integrally formed from a high-rigidity cushion material, and the first cushion portion 234A of the cushion member 234 may be formed from a low-rigidity cushion material. In this way, it is possible to achieve the same effect as in the third modification.

[0039] 15, in the shoulder pad 230 according to the tenth modification, the base member 232 may be made of a highly rigid cushioning material, and the cushion member 234 may be made of a less rigid cushioning material. In this way, the same effect as in the fourth modification can be achieved.

[0040] 16, in a shoulder pad 230 according to an eleventh modification, a base member 232 and a first cushion portion 234A of a cushion member 234 may be integrally formed from a highly rigid cushion material, and a second cushion portion 234B of the cushion member 234 may be formed from a less rigid cushion material. In this way, it is possible to achieve the same effect as in the second modification.

[0041] 17, in a shoulder pad 230 according to a twelfth modification, the base member 232 and the second cushion portion 234B of the cushion member 234 may be integrally formed from a cushion material with low rigidity, and the first cushion portion 234A of the cushion member 234 may be formed from a cushion material with high rigidity. In this way, it is possible to achieve the same effect as in the third modification.

[0042] As described above, each part of the shoulder pad 230 according to the first to twelfth variants can be made of either resin or cushioning material, but it should be noted that it is necessary to configure the shoulder pad 230 to have a higher rigidity than the surrounding area by, for example, devising the shape or material selection.

[0043] The features and additional features that can be understood from the above-described embodiments will be listed below together with their effects.

[0044] <Feature 1> 1 to 3, the vehicle interior structure 100 includes a lower trim 210 attached to a side cabin panel 160, which is a vehicle body panel that is located to the side of a seat 180 on which an occupant sits and that constitutes the vehicle interior. A shoulder pad 230 that functions as a high-rigidity portion having higher rigidity than the surrounding area is attached to the lower trim 210 at a predetermined location facing the side of the shoulder of an occupant of a standard build who will be seated in the seat 180.

[0045] In this way, even if another vehicle collides with the vehicle from the side of the seat and the occupant comes relatively close to the side cabin panel 160 located on the side of the seat 180 (for example, even if the side cabin panel 160 is displaced or deformed so as to come closer to the occupant on the passenger compartment side, or the occupant is shaken by the impact of the collision so as to come closer to the side cabin panel 160), this shoulder pad 230 will first come into contact with the occupant's shoulders, maintaining a distance from the side cabin panel 160, thereby protecting the occupant's chest and abdomen.

[0046] <Feature 2> 4 and 5, in lower trim 210, a cushion member 234 that functions as a low-rigidity portion with lower rigidity than protruding portion 232A is provided on at least one of the left, right, above, and below protruding portion 232A of shoulder pad 230, which functions as a high-rigidity portion, in a side view of the seat. In this way, in the event of a side collision of the vehicle seat, it is possible to efficiently absorb the impact by deformation of cushion member 234 while making it easier to maintain the distance between protruding portion 232A of shoulder pad 230 and the chest or abdomen of the occupant.

[0047] <Feature 3> 4 and 5, in the shoulder pad 230, a first cushion portion 234A of the cushion member 234 that functions as a transition portion that reduces the difference in rigidity between the protruding portion 232A and the second cushion portion 234B is provided between the protruding portion 232A of the base member 232 and the second cushion portion 234B of the cushion member 234. In this way, while achieving the effect of Feature 2, the first cushion portion 234A of the cushion member 234 reduces the difference in rigidity between the protruding portion 232A and the second cushion portion 234B, and it is possible to suppress the application of localized external force between the protruding portion 232A and the occupant.

[0048] <Feature 4> 4 and 5, in shoulder pad 230, first cushion portion 234A of cushion member 234, which functions as a transition portion, is disposed at the boundary between protruding portion 232A of base member 232, which functions as a high-rigidity portion, and second cushion portion 234B of cushion member 234, which functions as a low-rigidity portion. In this way, the effect of Feature 3 can be easily achieved.

[0049] <Feature 5> 4 and 5, the shoulder pad 230 may be configured such that the end of the second cushion portion 234B of the cushion member 234 is positioned closer to the vehicle cabin than the end of the protruding portion 232A of the base member 232, thereby reducing the difference in rigidity between the protruding portion 232A and the second cushion portion 234B. In this manner, by combining the protruding portion 232A functioning as a high-rigidity portion with the second cushion portion 234B functioning as a low-rigidity portion, the difference in rigidity between the protruding portion 232A and the second cushion portion 234B is reduced overall. This achieves the effect of Feature 3 without providing additional components, and also prevents the protruding portion 232A from bottoming out. A cavity may be provided in the overlapping portion between the protruding portion 232A of the base member 232 and the second cushion portion 234B of the cushion member 234, for example, to allow the rigidity of the overlapping portion to be freely changed.

[0050] <Feature 6> In the shoulder pad 230, the protruding portion 232A of the base member 232 and the first and second cushion portions 234A and 234B of the cushion member 234 are arranged so that the passenger compartment side is uniformly flat, as shown in Fig. 18, i.e., so that the difference in level between the protruding portion 232A and the first cushion portion 234A of the cushion member 234 and the difference in level between the first cushion portion 234A and the second cushion portion 234B of the cushion member 234 are small or absent. Here, the surface of the protruding portion 232A of the base member 232 extends substantially vertically in the up-down direction to prevent the occupant's shoulder from shifting. This ensures that the occupant does not feel uncomfortable even when they come into contact with the protruding portion 232A of the base member 232 and the first and second cushion portions 234A and 234B of the cushion member 234 under normal circumstances. Furthermore, since the passenger compartment side of the protrusion 232A, the first cushion portion 234A and the second cushion portion 234B are uniformly flat, it is possible to make it easier for the shoulder pad 230 to come into surface contact with the occupant in the event of a side collision of the vehicle seat.

[0051] <Feature 7> 4 and 5 functions as a transitional portion in which the rigidity gradually decreases from the protruding portion 232A of the base member 232, which functions as a high-rigidity portion, to the second cushion portion 234B, which functions as a low-rigidity portion. This configuration can prevent local stress concentrations from occurring on the occupant at the boundary between the protruding portion 232A and the first cushion portion 234A and at the boundary between the first cushion portion 234A and the second cushion portion 234B.

[0052] <Feature 8> 19, in a side view of the seat, the first cushion portion 234A of the cushion member 234, which functions as a transition portion, has a first portion a provided to the left or right of the protruding portion 232A of the base member 232, which functions as a high-rigidity portion, and a second portion b provided below the protruding portion 232A of the base member 232, which functions as a high-rigidity portion. In this way, the first portion a and the second portion b are present to the left or right and below the protruding portion 232A of the base member 232, thereby enhancing the effect of Feature 3.

[0053] <Feature 9> The first cushion portion 234A of the cushion member 234, which functions as a transition portion, is also provided in the region where the first portion a and the second portion b shown in Fig. 19 overlap. In this way, the external force acting on the corner portion of the protruding portion 232A of the base member 232, where stress is likely to concentrate during a side collision of the vehicle seat, can be dispersed by the first portion a and the second portion b.

[0054] <Feature 10> 4 and 5, in shoulder pad 230, first cushion portion 234A of cushion member 234, which functions as a low-rigidity portion, is disposed below protruding portion 232A of base member 232, which functions as a high-rigidity portion. In this manner, protruding portion 232A of base member 232 is positioned at a high position on lower trim 210, so that the shoulders of the occupant, which are far from the chest and abdomen, come into contact with protruding portion 232A, thereby suppressing the transmission of external force to the chest and abdomen, which are located below the shoulders.

[0055] <Feature 11> 4 and 5, in shoulder pad 230, first cushion portion 234A of cushion member 234, which functions as a low-rigidity portion, is disposed in front of an occupant seated in seat 180. In this manner, seat back 180B of seat 180 is disposed behind the occupant, making it difficult for the occupant to move rearward, while even if the occupant moves forward in the event of a side collision of the vehicle, external force is absorbed by second cushion portion 234B of cushion member 234, thereby suppressing the impact on the occupant.

[0056] <Feature 12> 4 and 5, the first cushion portion 234A of the cushion member 234, which functions as the low-rigidity portion shown in FIG. 4 and FIG. 5, is configured so that its rigidity changes in at least one direction, left-right and up-down, when viewed from the side of the seat. In this way, even if the occupant's shoulder comes into contact with the corner of the protruding portion 232A of the base member 232 during a side collision of the vehicle seat, the impact can be absorbed by the first cushion portion 234A of the cushion member 234.

[0057] <Feature 13> 5, in the shoulder pad 230, the first cushion portion 234A of the cushion member 234, which functions as the low-rigidity portion, has a first low-rigidity portion ST1 disposed proximal to the protruding portion 232A of the base member 232, which functions as the high-rigidity portion, and a second low-rigidity portion ST2 disposed distal to the protruding portion 232A and having lower rigidity than the first low-rigidity portion ST1. In this way, the difference in rigidity from the protruding portion 232A to the second cushion portion 234B becomes smaller, and the entire lower trim 210 can exhibit an effect similar to Effect 3.

[0058] <Feature 14> At the boundary between the first low-rigidity portion ST1 and the second low-rigidity portion ST2, a transition portion TS is provided to reduce the difference in rigidity between the first low-rigidity portion ST1 and the second low-rigidity portion ST2, as shown in Fig. 5. In this way, the difference in rigidity at the boundary between the first low-rigidity portion ST1 and the second low-rigidity portion ST2 is reduced, and an effect similar to that of Feature 3 can be achieved.

[0059] <Feature 15> At the boundary between the first low-rigidity portion ST1 and the second low-rigidity portion ST2 shown in Fig. 5, the end of the first low-rigidity portion ST1 and the end of the second low-rigidity portion ST2 are arranged in an overlapping state. In this way, the difference in rigidity at the boundary between the first low-rigidity portion ST1 and the second low-rigidity portion ST2 can be reduced without providing any additional parts.

[0060] <Feature 16> 5, the first low-rigidity portion ST1 and the second low-rigidity portion ST2 are arranged in an overlapping state so that the end of the first low-rigidity portion ST1 is positioned closer to the passenger compartment than the end of the second low-rigidity portion ST2. This arrangement reduces the difference in rigidity between the first low-rigidity portion ST1 and the second low-rigidity portion ST2 at the boundary between them without providing any additional components. Furthermore, even if an occupant comes into contact with the second cushion portion 234B of the cushion member 234 during a side collision of the vehicle seat, deformation of the second cushion portion 234B toward the passenger compartment is suppressed, and bottoming out of the protruding portion 232A of the base member 232 can be suppressed.

[0061] <Feature 17> 5, the second cushion portion 234B of the cushion member 234 functioning as the low-rigidity portion has a gradually decreasing rigidity from the first low-rigidity portion ST1 to the second low-rigidity portion ST2. In this way, an effect similar to that of Feature 7 can be achieved.

[0062] <Feature 18> The protruding portion 232A of the base member 232, which functions as a high-rigidity portion, is a resin-molded member, and the second cushion portion 234B of the cushion member 234, which functions as a low-rigidity portion, is made of a flexible cushion material (rubber or foam). In this way, the protruding portion 232A suppresses displacement of the occupant's shoulders in the event of a side collision of the vehicle seat, making it easier to protect the chest and abdomen located below the shoulders.

[0063] In addition to these features 1 to 18, the following features can also be mentioned, which are clearly shown in FIG.

[0064] <Feature A> The upper part of shoulder pad 230 has a flat surface portion A that is flat in the vertical direction. This increases the contact area between the shoulders of an occupant seated on seat 180 and shoulder pad 230, making it easier to position the occupant's shoulders.

[0065] <Feature B> The lower part of the flat portion A of the shoulder pad 230 has an inclined portion B that is spaced apart from the seat back 180B of the seat 180. In this way, it is possible to prevent the occupant from coming into contact with the shoulder pad 230 under normal circumstances.

[0066] <Feature C> Seat back 180B of seat 180 has recessed portion C (or stepped portion C) recessed into the vehicle interior to avoid shoulder pad 230. This increases the contact area between the occupant's shoulder and shoulder pad 230 in the event of a side collision of the vehicle seat.

[0067] <Feature D> The seat back 180B of the seat 180 has a protrusion D that protrudes outward in the width direction of the vehicle below the recess C (or step C). In this way, the seat back 180B of the seat 180 can absorb external forces from the side wall in the event of a side collision of the vehicle seat.

[0068] <Feature E> Between the recessed portion C (or stepped portion C) and the protruding portion D of the seat back 180B of the seat 180, an inclined portion E is provided that slopes downward and outward in the width direction of the vehicle along the inclined portion of the shoulder pad 230. This makes it easier to transmit external force from the protruding portion to the recessed portion or stepped portion, thereby enhancing the effect of feature D.

[0069] Those skilled in the art will readily understand that new embodiments can be created by omitting parts of the technical ideas of the various above-described embodiments, combining parts of the ideas appropriately, or replacing parts of the ideas with well-known technology.

[0070] For example, the vehicle interior structure 100 may not have a back space behind the seat 180. Furthermore, the seat back 180B of the seat 180 is not limited to a configuration in which it is reclined and fixed to the rear end of the seat cushion 180A, but may be fixed to the back cabin panel 130 so as not to be reclined. Furthermore, the seat back 180B of the seat 180 is not limited to a type with an integrated headrest, but may be a type with a separate headrest.

[0071] In addition, the lower trim 210 and shoulder pad 230 may be attached not only to the center pillar CP, which is part of the side wall of the vehicle, but also to, for example, a partition wall extending in the left-right direction of the vehicle, when the occupant sits in the seat 180 facing left or right.

[0072] The technical concept of the invention as defined in the claims and its effects are listed below.

[0073] <Technical philosophy 1> The vehicle interior structure includes a trim attached to a body panel located on the side of a seat in which an occupant sits, and the trim has a high-rigidity portion at a predetermined location facing the side of the shoulder of an occupant of average build sitting in the seat, the high-rigidity portion having higher rigidity than the surrounding area of ​​the predetermined location. With this configuration, even if another vehicle collides with the vehicle from the side of the seat and the occupant comes relatively close to the body panel located on the side of the seat (for example, even if the body panel is displaced or deformed so as to come closer to the occupant on the vehicle interior side, or the occupant is swung by the impact of the collision so as to come closer to the body panel), the high-rigidity portion will first come into contact with the occupant's shoulder, maintaining the distance between the body panel and the occupant's chest and abdomen, thereby protecting the occupant's chest and abdomen.

[0074] <Technical philosophy 2> A low-rigidity portion having lower rigidity than the high-rigidity portion is provided at least one of the left, right, above, and below the high-rigidity portion when viewed from the side of the seat. This makes it easier to maintain the distance between the high-rigidity portion and the occupant's chest or abdomen during a side collision of the vehicle seat, and allows the low-rigidity portion to efficiently absorb the impact by deformation of the low-rigidity portion.

[0075] <Technical philosophy 3> The low-rigidity portion is configured so that its rigidity changes in at least one of the left-right and up-down directions when viewed from the side of the seat. This allows the low-rigidity portion to absorb the impact even if the occupant's shoulder comes into contact with a corner of the high-rigidity portion during a side collision of the vehicle seat.

[0076] <Technical philosophy 4> The low-rigidity portion is disposed below the high-rigidity portion. In this way, the high-rigidity portion is located at a high trim position, so that the shoulders of the occupant, which are distant from the chest and abdomen, come into contact with the high-rigidity portion, thereby suppressing the transmission of external forces to the chest and abdomen, which are located below the shoulders.

[0077] <Technical philosophy 5> The low rigidity portion is disposed in front of the occupant seated in the seat. In this way, the seat back of the seat is disposed behind the occupant, making it difficult for the occupant to move rearward, while even if the occupant moves forward in the event of a side collision of the vehicle, the external force is absorbed by the low rigidity portion, thereby minimizing the impact on the occupant.

[0078] <Technical philosophy 6> A transitional portion is provided between the high-rigidity portion and the low-rigidity portion to reduce the difference in rigidity between the high-rigidity portion and the low-rigidity portion. In this way, the effect of Technical Idea 2 is achieved while the transitional portion reduces the difference in rigidity between the high-rigidity portion and the low-rigidity portion, making it possible to suppress the application of localized external forces between the high-rigidity portion and the occupant.

[0079] <Technical philosophy 7> The transition portion is disposed at the boundary between the high-rigidity portion and the low-rigidity portion. In this way, the effect of Technical Idea 6 can be easily achieved.

[0080] <Technical philosophy 8> The transition portion is formed by overlapping the end of the low rigidity portion so that the end of the high rigidity portion is positioned closer to the passenger compartment than the end of the high rigidity portion. In this way, by combining the high rigidity portion and the low rigidity portion, the difference in rigidity between the high rigidity portion and the low rigidity portion as a whole becomes smaller, and the effect of Technical Idea 6 can be achieved without providing additional parts, and bottoming out of the high rigidity portion can be suppressed.

[0081] <Technical philosophy 9> The high-rigidity portion, the low-rigidity portion, and the transition portion are arranged so that the passenger compartment side is a uniform plane. In this way, the passenger will not feel uncomfortable when they come into contact with the high-rigidity portion, the transition portion, and the low-rigidity portion under normal circumstances. Furthermore, because the passenger compartment sides of the high-rigidity portion, the transition portion, and the low-rigidity portion are a uniform plane, the high-rigidity portion can easily come into surface contact with the passenger in the event of a side collision of the vehicle seat.

[0082] <Technical Thought 10> The transition section has a gradually decreasing stiffness from the high stiffness section to the low stiffness section, which can prevent localized stress concentrations from occurring on the occupant at the boundaries between the high stiffness section and the transition section and at the boundaries between the transition section and the low stiffness section.

[0083] <Technical Thought 11> The transition portion has an L-shape with a first portion provided to the left or right of the high rigidity portion in a side view of the seat, and a second portion provided below the high rigidity portion in a side view of the seat. In this way, the first portion and the second portion are present to the left or right and below the high rigidity portion, thereby enhancing the effect of Technical Idea 6.

[0084] <Technical Thought 12> The low-rigidity portion has a first low-rigidity portion located proximal to the high-rigidity portion, and a second low-rigidity portion located distal to the high-rigidity portion and having lower rigidity than the first low-rigidity portion. In this way, the difference in rigidity from the high-rigidity portion to the low-rigidity portion becomes smaller, and the same effect as Technical Idea 6 can be achieved throughout the trim.

[0085] <Technical Thought 13> At the boundary between the first low-rigidity section and the second low-rigidity section, the end of the first low-rigidity section and the end of the second low-rigidity section are arranged in an overlapping state, thereby making it possible to reduce the difference in rigidity at the boundary between the first low-rigidity section and the second low-rigidity section without providing any additional parts.

[0086] <Technical Thought 14> At the boundary between the first low-rigidity portion and the second low-rigidity portion, the end of the first low-rigidity portion is positioned closer to the passenger compartment than the end of the second low-rigidity portion, and the difference in rigidity between the first low-rigidity portion and the second low-rigidity portion can be reduced without providing additional components. Furthermore, even if an occupant comes into contact with the low-rigidity portion during a side collision of the vehicle seat, deformation of the low-rigidity portion toward the passenger compartment is suppressed, and bottoming out of the high-rigidity portion can be suppressed. [Explanation of symbols]

[0087] 100...Cabin structure 110...Front floor panel (body panel) 120...Back floor panel (body panel) 130...Back cabin panel (body panel) 140...Front side panel (body panel) 150...Roof side panel (body panel) 160...Side cabin panel (body panel) 170...Tire house inner panel (body panel) 180…seat 210...Lower trim (trim) 230...Shoulder pad 232...Base member 232A…Protrusion 234...Cushion member 234A...First cushion section (transition section) 234B...Second cushion section (low rigidity section) ST1...1st low rigidity part ST2…Second low rigidity part a…First part b…Part 2

Claims

1. The trim is attached to a body panel located on the side of the seat on which the occupant sits, the trim has a high-rigidity portion at a predetermined location facing the side of the shoulder of an occupant of a standard build seated in the seat, the high-rigidity portion having higher rigidity than the surrounding area of ​​the predetermined location; Cabin structure.

2. a low-rigidity portion having a lower rigidity than the high-rigidity portion is provided at least one of the left, right, upper, and lower sides of the high-rigidity portion when viewed from the side of the seat; The vehicle interior structure according to claim 1 .

3. The low rigidity portion is configured such that the rigidity changes in at least one direction of the left-right direction and the up-down direction when viewed from the side of the seat. The vehicle interior structure according to claim 2.

4. The low rigidity portion is disposed below the high rigidity portion. The vehicle interior structure according to claim 2.

5. The low rigidity portion is disposed in front of an occupant seated in the seat. The vehicle interior structure according to claim 2.

6. A transition portion is provided between the high-rigidity portion and the low-rigidity portion to reduce the difference in rigidity between the high-rigidity portion and the low-rigidity portion. The vehicle interior structure according to claim 2.

7. The transition portion is disposed at the boundary between the high stiffness portion and the low stiffness portion. The vehicle interior structure according to claim 6.

8. The transition portion is formed by overlapping the low rigidity portion so that an end portion of the low rigidity portion is positioned closer to the cabin than an end portion of the high rigidity portion. The vehicle interior structure according to claim 7.

9. The high-rigidity portion, the low-rigidity portion, and the transition portion are arranged so that the passenger compartment side is a uniform flat surface. The vehicle interior structure according to claim 7.

10. The transition portion has a gradually decreasing rigidity from the high rigidity portion to the low rigidity portion. The vehicle interior structure according to claim 6.

11. the transition portion has an L-shape including a first portion provided to the left or right of the high rigidity portion in a side view of the seat, and a second portion provided below the high rigidity portion in a side view of the seat, The vehicle interior structure according to claim 6.

12. the low-rigidity portion includes a first low-rigidity portion disposed proximal to the high-rigidity portion, and a second low-rigidity portion disposed distal to the high-rigidity portion and having lower rigidity than the first low-rigidity portion; The vehicle interior structure according to claim 3.

13. an end portion of the first low-rigidity section and an end portion of the second low-rigidity section are arranged in an overlapping state at a boundary between the first low-rigidity section and the second low-rigidity section; A vehicle interior structure according to claim 12.

14. the first low-rigidity portion and the second low-rigidity portion are arranged in an overlapping state at a boundary between the first low-rigidity portion and the second low-rigidity portion such that an end of the first low-rigidity portion is positioned closer to the cabin than an end of the second low-rigidity portion; A vehicle interior structure according to claim 12.

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