Mounting structure of in-vehicle devices

Abstract

The stiffener safely supports the vehicle's equipment while ensuring the stiffener's impact absorption function during a collision. [Solution] The mounting structure for the in-vehicle devices D1 and D2 includes a main pipe 51 that spans between the right and left sides of the body between the body panel 2, which separates the in-vehicle space R inside the hood from the passenger compartment C, and the dashboard 1; a stiffener 53 fixed to the main pipe 51 and extending forward toward the body panel 2, with its tip 53b coupled to the body panel 2; and a bracket 6 attached to the stiffener 53 to support the in-vehicle devices D1 and D2. The stiffener 53 has a weak point W between the body panel 2 and the main pipe 51 that can absorb the impact of a frontal collision, and the in-vehicle devices D1 and D2 are positioned behind the weak point W.

Description

Technical Field

[0001] The present invention relates to an attachment structure of an in-vehicle device.

Background Art

[0002] As an attachment structure that can be adopted when mounting an in-vehicle device such as an electronic device on the back side of a dashboard, there is one that uses a stiffener.

[0003] In Patent Document 1, on the back side of the dashboard (in other words, in front of the instrument panel), a pipe-shaped strength member called a steering support member is arranged so as to span between the left and right front inside panels, and a stiffener is fixed to this pipe member, and an antenna which is an in-vehicle device is attached to and supported by the stiffener via a bracket. An attachment structure is disclosed.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By extending the stiffener forward from the pipe member and coupling the tip portion to the vehicle body panel, the stiffener can be made to be in a double-supported state and stabilized, and it is possible to improve the mounting strength of the in-vehicle device by the stiffener. In such a structure, by forming a vulnerable portion in the front portion of the stiffener, it is possible to give the stiffener a function of absorbing an impact (hereinafter referred to as "impact absorption function") at the time of a vehicle collision, particularly at the time of a frontal collision.

[0006] Here, in an attachment structure using a stiffener, when giving the stiffener an impact absorption function by a vulnerable portion, it is necessary to consider the arrangement of the in-vehicle device.

[0007] In view of these circumstances, the present invention aims to provide an in-vehicle device mounting device that can safely support an in-vehicle device with a stiffener while ensuring the impact absorption function of the stiffener during a vehicle collision. [Means for solving the problem]

[0008] To solve the aforementioned problems, a mounting structure for an in-vehicle device according to one embodiment of the present invention comprises a main pipe spanning between the left and right sides of the body between a body panel separating the vehicle space inside the hood from the passenger compartment and the dashboard, a stiffener fixed to the main pipe and extending forward toward the body panel, with its tip coupled to the body panel, and a bracket attached to the stiffener to support the in-vehicle device. The stiffener has a weak point between the body panel and the main pipe that can absorb the impact of a frontal collision, and the in-vehicle device is positioned behind the weak point. [Effects of the Invention]

[0009] According to one embodiment of the present invention, by fixing the stiffener to the main pipe and connecting its tip to the vehicle body panel, the stiffener can be bridged between the vehicle body panel and the main pipe, stabilizing the stiffener and firmly supporting the on-board device.

[0010] Here, by creating a weak point in the stiffener between the vehicle body panel and the main pipe, the impact during a vehicle collision is absorbed by this weak point, and the impact of the collision is suppressed from reaching the passenger compartment.

[0011] Furthermore, by supporting the on-board equipment with a bracket and positioning it behind the weak point of the stiffener, it becomes possible to protect the on-board equipment from body deformation caused by a collision and preserve its function. [Brief explanation of the drawing]

[0012] [Figure 1] This is a perspective view showing the body structure of a vehicle according to one embodiment of the present invention, specifically around the dashboard. [Figure 2] Figure 1 is a perspective view showing the body structure of the vehicle with a portion of the dashboard removed, focusing on the area around the stiffener. [Figure 3] This is a perspective view showing the vehicle body structure of the vehicle shown in Figure 2, viewed from a different direction than in Figure 2. [Figure 4] This is a perspective view showing the vehicle body structure of the vehicle shown in Figure 3, viewed from a position closer to the stiffener than in Figure 3. [Figure 5] Figure 1 is a perspective view showing the overall configuration of the steering support member installed in the vehicle shown. [Figure 6] Figure 1 is a cross-sectional view showing the vehicle body structure as it is cut by a vertical plane in the vehicle length direction to the left of the stiffener. [Figure 7] Figure 5 is a perspective view showing the configuration around the connection point of the stiffener to the main pipe and second pipe of the steering support member. [Figure 8] Figure 5 is a perspective view showing the stiffener with the bracket and various antennas attached. [Figure 9] Figure 8 is a perspective view showing the installed state as seen from the rear. [Figure 10] Figure 8 is a plan view showing the installed state as seen from above. [Modes for carrying out the invention]

[0013] Embodiments of the present invention will be described below with reference to the drawings.

[0014] (Basic vehicle structure) Figure 1 is a perspective view showing the vehicle body structure around the dashboard 1 of a vehicle according to one embodiment of the present invention, viewed from the front right and slightly above, with the vehicle's direction of travel being forward.

[0015] In each of FIGS. 1 to 10, the front of the vehicle is indicated by an arrow Fr, the upper side by Up, and the right side by Rt, respectively.

[0016] As shown in FIG. 1, the body of the vehicle according to this embodiment has a basic structure in which a dash panel 2 is spanned between left and right front pillars (not shown) that connect the floor panel and the roof vertically, and a pair of left and right front inside panels 3 (3A, 3B) project forward from each of the left and right front pillars.

[0017] The dash panel 2 is a panel member that separates the space (corresponding to the "on-vehicle space" inside the bonnet or engine hood, which may be called the engine room) R from the passenger compartment C, and constitutes the "body panel" according to this embodiment.

[0018] Behind the dash panel 2, a dashboard 1 that continues rearward from the upper end of the dash panel 2 is provided, and an instrument panel 11 is incorporated in the dashboard 1 at a position directly facing a passenger sitting in the driver's seat. Various instruments that a driver visually checks during vehicle operation, such as a speedometer, are provided on the instrument panel 11.

[0019] An opening is provided in the dashboard 1, and a steering column STR extends into the passenger compartment C from this opening, and a steering wheel 4 is attached to the tip thereof. The steering column STR is supported by a steering support member 5 between the dash panel 2 and the dashboard 1 (or the instrument panel 11).

[0020] (Configuration of the steering support member) FIG. 2 is a perspective view showing the body structure around the stiffener 53 of the vehicle according to this embodiment with a part of the dash panel 2 removed and viewed from obliquely above and to the left in the front direction.

[0021] Figures 3 and 4 are perspective views showing the vehicle body structure around the stiffener 53 of the vehicle according to this embodiment, viewed from the front right and slightly above. Figure 3 shows the vehicle with a portion of the dash panel 2 removed, and Figure 4 shows the vehicle with the entire dash panel 2 removed, viewed from a position closer to the stiffener 53.

[0022] Figure 5 is a perspective view showing the overall configuration of the steering support member 5 provided in the vehicle according to this embodiment, as viewed from the front left and slightly above.

[0023] The configuration of the steering support member 5 according to this embodiment will be described mainly based on Figure 5, with reference to Figures 2 to 4 as appropriate.

[0024] As shown in Figure 5, the steering support member 5 comprises, as its main components, a main pipe 51, a second pipe 52, and a stiffener 53.

[0025] The main pipe 51 is positioned between the dash panel 2 and the dashboard 1, in this embodiment, in the space behind the instrument panel 11 (Figure 6), spanning between the right and left sides of the body.

[0026] Specifically, the main pipe 51 spans the width of the vehicle between the right front inside panel (hereinafter referred to as the "right front inside panel") 3A and the left front inside panel (hereinafter referred to as the "left front inside panel") 3B, with a right side bracket 54A attached to the right end and a left side bracket 54B attached to the left end. The main pipe 51 is connected to the right front inside panel 3A via the right side bracket 54A and to the left front inside panel 3B via the left side bracket 54B.

[0027] Here, the main pipe 51 of the steering support member 5 is used as a strength member for fixing the stiffener 53. In other words, the function of a strength member for fixing the stiffener 53 is provided by the main pipe 51 that constitutes the steering support member 5. To put it another way, in this embodiment, the main pipe 51 has both the function of supporting the steering column STR as a steering support member 5 and the function of fixing the stiffener 53 as a pipe-shaped strength member.

[0028] The second pipe 52 is positioned parallel to the main pipe 51, behind it. When viewed from above, the second pipe 52 has an overall U-shape. The left and right ends of the second pipe 52 are curved at right angles toward the main pipe 51, and are joined to the main pipe 51 at both ends. The second pipe 52 is joined to the main pipe 51 by welding, for example. In this embodiment, the second pipe 52 is located to the right of the center of the main pipe 51 in the vehicle width direction, in other words, in one area in front of the driver's seat.

[0029] The stiffener 53 is fixed to the main pipe 51 and extends forward from the joint 53a with the main pipe 51 toward the dash panel 2, and is connected to the dash panel 2 at its tip 53b (Figure 2). In this embodiment, the tip 53b of the stiffener 53 is provided with a mounting portion 53f for fasteners such as bolts, and is connected to the dash panel 2 via this mounting portion 53f. The stiffener 53 is fixed to the main pipe 51, for example, by welding.

[0030] The stiffener 53 is positioned offset from the center of the main pipe 51 in a direction corresponding to the position of the driver's seat or steering wheel 4. Under left-hand traffic regulations, since the driver's seat is on the right side relative to the center of the vehicle's width, the stiffener 53 is positioned offset to the right of the center of the main pipe 51. The position of the stiffener 53 can be appropriately changed depending on the position of the driver's seat, and under right-hand traffic regulations, it can be positioned offset to the left of the center of the main pipe 51.

[0031] The stiffener 53 extends rearward from the connection point 53a with the main pipe 51 toward the instrument panel 11 and is fixed to the second pipe 52 at its rear end 53c. As a result, the stiffener 53 is spanned between the dash panel 2 and the main pipe 51, and also between the main pipe 51 and the second pipe 52, and is fixed in three places in the front-rear direction on the dash panel 2, the main pipe 51, and the second pipe 52. The stiffener 53 can also be fixed to the second pipe 52 by welding.

[0032] The guard member 55 is positioned on one side of the stiffener 53 in the vehicle width direction, which in this embodiment is on the right side. The position of the guard member 55 relative to the stiffener 53 can be appropriately changed depending on the eccentricity of the stiffener 53 relative to the main pipe 51. For example, if the stiffener 53 is positioned offset to the left of the center of the main pipe 51, the guard member 55 can also be positioned to the left of the stiffener 53.

[0033] The brace 56 is provided between the steering support member 5 and a floor panel (not shown), and supports the steering support member 5 against the floor panel. In this embodiment, the brace 56 is formed as a long member extending in the vertical direction, joined to the second pipe 52 at its upper end 56a, and connected to a floor bracket provided on the floor panel at its lower end 56b. The brace 56 is fixed to the second pipe 52 by, for example, welding, and connected to the floor bracket by, for example, bolting.

[0034] (Structure of Stifna) The configuration of the stiffener 53 and its surroundings will be described in more detail with reference to Figure 6.

[0035] Figure 6 is a cross-sectional view showing the vehicle body structure around the stiffener 53 of the vehicle according to this embodiment, as if it were cut by a vertical plane in the vehicle length direction to the left of the stiffener 53.

[0036] As shown in Figure 6, the main pipe 51 is positioned in the space behind the instrument panel 11 at a height close to the recess 111 of the instrument panel 11 where a meter unit (not shown) is located. The second pipe 52 is positioned behind the main pipe 51, close to the recess 111. In this embodiment, the second pipe 52 is positioned slightly above the main pipe 51. With the upper surface of the stiffener 53 being approximately horizontal, the main pipe 51, the second pipe 52, and the tip 53b of the stiffener 53 are in a positional relationship that forms a triangle with these as approximate vertices.

[0037] The stiffener 53 comprises a stiffener body 531 and a connecting member 532.

[0038] The stiffener body 531 is composed of an upper member 531a and a lower member 531b. In this embodiment, the stiffener body 531 is divided vertically at approximately the center height of the main pipe 51, and the upper member 531a and the lower member 531b are joined to each other by welding or other appropriate methods to form a single unit.

[0039] The upper member 531a is located at or above the height of the center of the main pipe 51 and extends along the entire length of the stiffener 53 in the front-rear direction from the second pipe 52 to the dash panel 2. The upper member 531a is joined to the second pipe 52 at one rear end (i.e., the rear end), extends forward from the rear end through the joint to the main pipe 51 (joint 53a of the stiffener 53), and approaches the dash panel 2 at the other front end (i.e., the front end). The upper member 531a has a U-shape that opens downward in a cross-section of a vertical plane in the vehicle width direction, forming a downward opening between the joint to the main pipe 51 and the front end. The front end of the upper member 531a forms the tip of the stiffener 53 and the stiffener body 531.

[0040] The lower member 531b is positioned below the upper member 531a between the dash panel 2 and the main pipe 51, and closes off a portion of the downward-facing opening of the upper member 531a. The lower member 531b has one rear end (i.e., the rear end) located forward of the main pipe 51, extends forward from the rear end, and forms a front end at the same front-rear position as the front end of the upper member 531a. In other words, the lower member 531b closes off the opening of the upper member 531a from the front end of the upper member 531a along the entire length of the lower member 531b. Here, the stiffener body 531 forms a downward-facing opening O between the main pipe 51 and the lower member 531b, facing the side of the main pipe 51.

[0041] The stiffener body 531 is connected to the dash panel 2 at its tip. In this embodiment, an end member 531c equipped with fasteners such as bolts is attached to the tip of the stiffener body 531 as a separate component from the upper member 531a and the lower member 531b, and the end member 513c forms the mounting portion 53f of the stiffener 53 to the dash panel 2. The end member 531c can also be attached to the upper member 531a and the lower member 531b by welding. In this embodiment, the stiffener body 531 includes the end member 531c as a component.

[0042] The connecting member 532 is joined to the main pipe 51 at one end in the front-rear direction, extends forward to close the opening O of the stiffener body 531, and terminates at a position closer to the main pipe 51 than the tip of the stiffener body 531. The connecting member 532 is positioned below the stiffener body 531, specifically below the upper member 531a, and is angled downward toward the other end, and is joined at the other end to one rear end of the lower member 531b. The connecting member 532 is joined to the main pipe 51 and the stiffener body 531 by, for example, welding.

[0043] In this embodiment, the stiffener 53 has a weak point W (W1, W2) formed between the dash panel 2 and the main pipe 51, specifically between the joint portion (joint portion 53a of the stiffener 53) and the tip portion (tip portion 53b of the stiffener 53) of the stiffener body 531.

[0044] In this embodiment, the stiffener 53 is used to suspend the steering column STR. The connecting member 532 has a U-shape that opens downward in a cross-section along the vertical plane in the vehicle width direction. Connecting devices such as through bolts (first connecting devices 5321, described later) are inserted into through holes formed in the left and right side walls of the connecting member 532, and the steering column is suspended by these connecting devices.

[0045] Figure 7 is a perspective view showing the configuration of the stiffener 53 and the area around its rear end portion 53c, part of the steering support member 5 according to this embodiment, as viewed from the rear left diagonally downward.

[0046] As shown in Figure 7, a first connector 5321 is provided on the connecting member 532 of the stiffener 53, and a second connector 5322 is provided on the side surface of the second pipe 52, as a suspension connector. The steering support member 5 suspends the steering column STR by the first and second connectors 5321 and 5322.

[0047] Here, the weak points W (W1, W2) formed in the stiffener 53 promote deformation or collapse of the stiffener 53 in the crash zone Z between the dash panel 2 and the main pipe 51 during a vehicle collision, especially a frontal collision (hereinafter referred to as "frontal collision"), thereby suppressing the backward movement of the steering column STR and the steering wheel 4 mounted thereon toward the passenger compartment C, which are suspended by the stiffener 53.

[0048] As shown in Figure 6, the crash zone Z is a region defined in the design as an area where the weak points W (W1, W2) are intended to promote deformation of the stiffener 53 or stiffener body 531 during a frontal collision, thereby enabling the impact absorption function to be exerted. In this embodiment, the lower member 531b of the stiffener body 531 is involved in its formation, specifically, the range from the tip of the stiffener body 531 to the other end or front end of the connecting member 532.

[0049] In this embodiment, the vulnerable portion W is formed by openings W1 and W2 that penetrate the left and right side walls of the stiffener body 531 in the vehicle width direction or in the left-right direction. Specifically, the vulnerable portion W includes a first opening W1 formed across the upper portion 531a and the lower portion 531b of the stiffener body 531, and a second opening W2 formed in the lower member 531b. In this embodiment, one first opening W1 having a relatively large area and a plurality of second openings W2 having a smaller area than the first opening W1 are formed.

[0050] In the example shown in Figure 6, the second opening W2 is formed before and after the first opening W1, but the second opening W2 can also be formed only before or after the first opening W1.

[0051] The number of first and second openings W1 and W2 can be appropriately changed depending on the impact absorption function to be provided to the stiffener 53. For example, there may be multiple first openings W1 and one second opening W2, or there may be one or more first and second openings W1 and W2.

[0052] The weak point W may take a form other than the openings W1 and w2. For example, the weak point W can be formed as a thin-walled portion of the side wall of the stiffener body 531, where one part is thinner than the other.

[0053] (Configuration of guard members) The guard member 55 is located to the right of the stiffener 53, spanning between the main pipe 51 and the stiffener 53, joined to the main pipe 51 at one end and to the stiffener 53 at the other end. The guard member 55 is joined to the main pipe 51 and the stiffener 53, for example, by welding.

[0054] As shown in Figures 3 and 4, the guard member 55 has a planar portion 551 and a support columnar portion 552.

[0055] The planar portion 551 extends in the vehicle width direction from the joint portion (i.e., the other end) of the guard member 55 to the stiffener 53, forming a surface facing forward. The planar portion 551 is joined to the right side of the stiffener body 531 behind the weak portion W (W1, W2) of the stiffener 53. In this embodiment, the position of the planar portion 551 is set such that the surface facing forward is aligned with the rear edge of the crash zone Z in the front-rear direction; in other words, the position of the surface facing forward and the position of the rear edge of the crash zone Z coincide with each other in the front-rear direction.

[0056] The support columnar portion 552 is joined to the right end of the planar portion 551, and extends rearward from this joint to be joined to the main pipe 51. The material and dimensions of the support columnar portion 552 are set so that it can have sufficient strength against loads applied perpendicular to the planar portion 551.

[0057] The guard member 55 prevents the impact from reaching areas behind the weak points W1 and W2 of the stiffener 53, specifically behind the crash zone Z, during a frontal collision of the vehicle, thereby more reliably preventing the steering column STR and steering wheel 4 from moving backward.

[0058] (Antenna mounting structure using stiffeners) In this embodiment, the steering support member 5 is used to mount the in-vehicle devices D (D1, D2) which are mounted on the back of the dashboard 1. The in-vehicle devices D in question are the in-vehicle antenna for the emergency call device (DCM) (hereinafter referred to as the "DCM antenna") D1 and the in-vehicle antenna for the Global Positioning System (GPS) (hereinafter referred to as the "GPS antenna") D2. The emergency call device is an in-vehicle device that, in the event of an accident or other incident involving the vehicle, transmits information about the accident, such as the circumstances of the accident, to an external or external device.

[0059] Figure 8 is a perspective view of the steering support member 5 according to this embodiment, showing the state in which the bracket 6 and various antennas D (D1, D2) are attached to the stiffener 53, as seen from the rear right and slightly above.

[0060] Figures 9 and 10 are perspective views showing the bracket 6 and various antennas D (D1, D2) after installation, as shown in Figure 8. Figure 9 shows the view from the front and slightly to the left, while Figure 10 shows the view from above.

[0061] Referring to Figures 8 to 10, the mounting structure of the in-vehicle device according to this embodiment (hereinafter simply referred to as the "mounting structure") will be described in detail.

[0062] The mounting structure includes, as its basic components, the main pipe 51 and stiffener 53 of the steering support member 5, and the bracket 6.

[0063] In this embodiment, a bracket 6 is attached to the stiffener 53, and various antennas D (DCM antenna D1 and GPS antenna D2) are supported on the stiffener 53 via the bracket 6.

[0064] As shown in Figure 6, the DCM antenna D1 and GPS antenna D2 are positioned behind the vulnerable parts W (W1, W2) of the stiffener 53. Specifically, the target in-vehicle device D, such as the DCM antenna D1, is positioned behind the area of ​​the stiffener 53 designated as the crash zone Z, and in this embodiment, it is positioned closer to the front-rear direction relative to the main pipe 51 than the front end of the connecting member 532, with at least a portion of it overlapping the main pipe 51 vertically.

[0065] The placement of the target in-vehicle device D is not limited to this, and can be appropriately changed depending on the volume of space available behind the dashboard 1 in the area behind the stiffener 53, and the degree of interference with other in-vehicle components. For example, the target in-vehicle device D may be placed behind the main pipe 51, or it may be placed in front of the main pipe 51. When placed behind the main pipe 51, the target in-vehicle device D may be placed so as to overlap the second pipe 52 vertically, or it may be placed behind the second pipe 52 so as not to overlap.

[0066] As shown in Figures 8 and 9, the bracket 6 is fixed to the upper surface of the stiffener 53, extends upward from the upper surface of the stiffener 53, and forms a mounting surface 6a for the DCM antenna D1 and GPS antenna D2 above the stiffener 53. In the example shown in Figure 8, the bracket 6 extends to the vicinity of the top surface of the dashboard 1, forming a mounting surface 6a for the in-vehicle device D near the top surface of the dashboard 1. In other words, the DCM antenna D1 and GPS antenna D2, when mounted on the bracket 6, are close to the underside of the top surface of the dashboard 1.

[0067] Bracket 6 is composed of a lower bracket 61 and an upper bracket 62, with the lower bracket 61 fixed to the stiffener 53. The upper bracket 62 is positioned above the lower bracket 61 and is connected to the lower bracket 61 by fasteners such as bolts.

[0068] The lower bracket 61 is formed in an L-shape when viewed from the side and has a bottom portion 611 and a pair of upright portions 612 that rise from the left and right ends of the bottom portion 611.

[0069] The bottom portion 611 is flat and extends across the entire length of the lower bracket 61 in the vehicle width direction. As shown in Figure 6, the bottom portion 611 is positioned between the main pipe 51 and the second pipe 52 in the front-rear direction, and the lower bracket 61 is fixed to the upper surface of the stiffener 53 at the bottom portion 611 between the main pipe 51 and the second pipe 52.

[0070] The arrangement of the bottom portion 611 is such that at least a portion of the projection of the bottom portion 611 onto the upper surface of the stiffener 53 lies between the main pipe 51 and the second pipe 52; it is not necessary for the entire projection to be contained between these pipes 51 and 52. The rigidity exhibited by the stiffener 53 between the main pipe 51 and the second pipe 52 should contribute to the mounting of the bracket 6 and the target in-vehicle device D.

[0071] The pair of upright portions 612 (612a, 612b) rise almost perpendicularly to the bottom portion 611 from the front edge of the bottom portion 611, with the right upright portion 612a and the left upright portion 612b being spaced apart from each other in the vehicle width direction. Both of the pair of upright portions 612 extend over a predetermined range in the vehicle width direction to form a flat plate shape and form a surface facing forward (hereinafter referred to as the "vertical wall surface").

[0072] In this embodiment, the antenna harnesses Hd (Hd1, Hd2) are fixed to the vertical wall surface of the upright section 612. Specifically, as shown in Figures 8 and 9, the harness Hd1 for the DCM antenna is fixed to the vertical wall surface of the right upright section 612a by harness holder 701a, and the harness Hd2 for the GPS antenna is fixed to the vertical wall surface of the left upright section 612b by harness holder 701b.

[0073] The upright portions 612 (612a, 612b) may have the same width on the left and right sides, or they may have different widths. In this embodiment, the width of the left upright portion 612b is wider and the width of the right upright portion 612a is narrower, depending on the difference in weight of the vehicle-mounted antennas D1 and D2 supported by the bracket 6.

[0074] The lower bracket 61 can be formed, for example, by sheet metal.

[0075] The upper bracket 62 has a main body portion 621 that forms the mounting surface 6a, and a pair of left and right hanging portions 622 (622a, 622b) that hang down from the main body portion 621.

[0076] The main body 621 has a rectangular or rectangular prism shape that is long in the vehicle width direction, and is positioned with the largest surface area facing upwards. This upward-facing surface forms the mounting surface 6a of the bracket 6.

[0077] A pair of hanging portions 622 hang down from the left and right ends of the main body portion 621 and are connected to the upright portion 612 of the lower bracket 61. Similar to the upright portion 612 of the lower bracket 61, the right hanging portion 622a and the left hanging portion 622b are spaced apart in the vehicle width direction. As a result, when the lower bracket 61 and the upper bracket 62 are connected, an opening A is formed in the bracket 6 in the center in the vehicle width direction, passing through from front to back.

[0078] The upper bracket 62 can be made of a different material than the lower bracket 61, for example, it can be made of resin.

[0079] As shown in Figure 10, the DCM antenna D1 and the GPS antenna D2 are arranged side by side in the vehicle width direction on the mounting surface 6a of the bracket 6. The arrangement of these on-board antennas or target on-board devices D1 and D2 is such that, for example, the DCM antenna D1 is on the right side and the GPS antenna D2 is on the left side. In the plan view shown in Figure 10, the target on-board devices D1 and D2 and the guard member 55 mentioned earlier are in a positional relationship where the DCM antenna D1 and the planar portion 551 of the guard member 55 overlap front to back.

[0080] Here, the bracket 6 is positioned such that the center of the upper bracket 62 coincides with the center CTR of the stiffener 53 in the vehicle width direction. The distance from the center of the upper bracket 62 is set so that, with the DCM antenna D1 and GPS antenna D2 fixed to the bracket 6, the center of gravity of the entire bracket 6, including these vehicle-mounted antennas D1 and D2, coincides with the center CTR of the stiffener 53 in the vehicle width direction.

[0081] The arrangement of the bracket 6 and the target in-vehicle device D is not limited to this. Alternatively, the bracket 6, including the lower bracket 61 and the upper bracket 62, can be positioned such that the center of gravity of the entire bracket 6 coincides with the center CTR of the stiffener 53 in the vehicle width direction, and the positions of the DCM antenna D1 and GPS antenna D2 on the mounting surface 6a can be set such that the center of gravity of the entire bracket 6, including these in-vehicle antennas D1 and D2, coincides with the center CTR of the stiffener 53 in the vehicle width direction.

[0082] (Explanation of action and effects) The effects obtained by this embodiment will be described below.

[0083] Firstly, by fixing the stiffener 53 to the main pipe 51, which is a structural member spanning between the left and right front inside panels 3A and 3B in the space behind the dashboard 1, and by connecting the tip of the stiffener 53 to the dash panel 2, the stiffener 53 is spanned between the dash panel 2 and the main pipe 51, stabilizing the stiffener 53 and enabling the stiffener 53 to firmly support the in-vehicle devices D (D1, D2).

[0084] By forming a weak point W in the stiffener 53 between the dash panel 2 and the main pipe 51, the impact is absorbed by promoting deformation or collapse of the stiffener 53 during a vehicle collision, and it is possible to suppress the impact extending behind the main pipe 51, in other words, into the passenger compartment C.

[0085] The bracket 6 supports the in-vehicle device D (D1, D2), and by positioning the in-vehicle device D behind the weak point W of the stiffener 53, it becomes possible to protect the in-vehicle device D from deformation of the body due to a collision and to preserve its function. Specifically, if the in-vehicle device is equipped with an emergency call device (DCM), in the event of an accident, this device will be protected from the impact of the collision, and it will be possible to report information about the accident, such as the circumstances of the accident.

[0086] The bracket 6 supports the in-vehicle devices D (D1, D2) above the stiffener 53, making it possible to position the in-vehicle devices D closer to the top surface of the dashboard 1 or the windshield. This positioning is advantageous when the in-vehicle devices D are communication devices that use radio waves.

[0087] Secondly, by forming the bracket 6 as a lower bracket 61 and an upper bracket 62, the overall height of the bracket 6 can be secured, making it possible to position the in-vehicle devices D (D1, D2) closer to the top surface of the dashboard 1.

[0088] It becomes possible to form the upper and lower parts of bracket 6 from different materials. For example, by using sheet metal for the lower bracket 61, sufficient bonding strength to the stiffener 53 can be ensured, while by using resin for the upper bracket 61, it becomes possible to suppress situations that interfere with the transmission and reception of radio waves when the in-vehicle device D (D1, D2) is a communication device.

[0089] Thirdly, by aligning the center of the upper bracket 61 with the center of the stiffener 53 in the vehicle width direction, it becomes possible to suppress the deterioration of vibrations caused by weight imbalances between the left and right sides.

[0090] On the other hand, by aligning the center of gravity of the entire bracket 6, including the lower and upper brackets 61 and 62, with the center of the stiffener 53 in the vehicle width direction, it becomes possible to suppress the deterioration of vibrations caused by the misalignment of the center of gravity.

[0091] Fourth, by forming an opening A in the bracket 6 that penetrates from front to back in the center in the vehicle width direction, when installing instruments such as speedometers on the dashboard, cables and harnesses connected to the instruments can be routed through this opening A. This prevents the bracket 6 from interfering with the installation of the instruments, allowing the work to be carried out smoothly and efficiently. The routing of cables and other components can be performed, for example, by following these steps: The lower bracket 61 of the bracket 6 is fixed to the stiffener 53. Next, the cables and other wiring are routed through the opening A in the center of the lower bracket 61. Finally, the upper bracket 62 is attached to the lower bracket 61 to complete the wiring work.

[0092] Fifth, by fixing the bracket 6 to the stiffener 53 between the main pipe 51 and the second pipe 52, the support rigidity of the bracket 6 is improved, making it possible to support the bracket 6 in a more stable state.

[0093] Sixth, by providing a guard member 55 on one side of the stiffener 53 in the vehicle width direction, and forming a planar portion 551 extending in the vehicle width direction on the guard member 55, it becomes possible to absorb the impact with the stiffener 53 during a collision while receiving the impact with the planar portion 551, thereby more reliably suppressing the situation in which the effects of the collision extend into the vehicle compartment C.

[0094] Here, by positioning the planar portion 551 behind the vulnerable portion W of the stiffener 53, it is possible to avoid a situation where the impact absorption function of the stiffener 53 is reduced by the guard member 55, thereby providing more reliable protection from impact.

[0095] Seventh, by positioning the planar portion 551 of the guard member 55 to overlap the in-vehicle devices D (D1, D2) in the front and rear directions, it becomes possible to more reliably suppress situations in which the impact of a collision affects the in-vehicle devices D.

[0096] Eighth, by arranging the DCM antenna D1 and GPS antenna D2 side by side in the vehicle width direction using bracket 6, it becomes possible to install multiple in-vehicle devices D1 and D2 by effectively utilizing the space inside the dashboard 1 (in-vehicle space R).

[0097] In the above description, the main pipe 51, a component of the steering support member 5, was used as the strength member for fixing the stiffener 53, and the stiffener 53 was fixed to the main pipe 51. However, the members that can be used as strength members are not limited to this. Any pipe member can be used as long as it is positioned to span across the vehicle width direction between the dash panel 2 and the dashboard 1 in the front-rear direction and has sufficient strength to support the in-vehicle device D by the bracket 6. For example, the main pipe, which is the "strength member," does not have to serve other purposes or functions like the main pipe 51 in this embodiment, but may be a pipe member dedicated to fixing the stiffener 53.

[0098] The embodiments described above are illustrative and do not limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, or modifications can be made without departing from the spirit of the invention. These embodiments or their variations are included in the scope and spirit of the invention, as well as in the claims of the invention and its equivalents. [Explanation of symbols]

[0099] 1...Dashboard, 11...Instrument panel, 2...Dash panel (body panel), 3, 3A, 3B...Front side panel, 4...Steering wheel, 5...Steering support member, 51...Main pipe, 52...Second pipe, 53...Stiffener, 531...Stiffener body, 531a...Upper member, 531b...Lower member, 532...Connecting member, 53a...Joint part, 53b...Tip part, 53c...Rear end part, 53f...Mounting part, 55...Guard member, 551... Planar part, 552... Support column part, 6... Antenna bracket, 61... Lower bracket, 62... Upper bracket, 701a, 701b... Harness holder, R... Vehicle space, C... Vehicle compartment, D... Vehicle antenna (vehicle device), D1... DCM antenna, D2... GPS antenna, W... Vulnerable part, W... First opening, W2... Second opening, O... Opening of stiffener body, Hd1... Harness for DCM antenna, Hd2... Harness for GPS antenna, STR... Steering column.

Claims

1. A main pipe is stretched between the right and left sides of the body, between the body panel separating the vehicle's interior space under the hood from the passenger compartment, and the dashboard. A stiffener is fixed to the main pipe and extends forward toward the vehicle body panel, with its tip being coupled to the vehicle body panel, The stiffener is attached to a bracket that supports the in-vehicle device, and the bracket comprises: The stiffener has a weak portion between the vehicle body panel and the main pipe that can absorb the impact of a frontal collision. The above-mentioned in-vehicle device is a mounting structure for the in-vehicle device, which is positioned behind the vulnerable part.

2. The stiffener comprises a stiffener body and a connecting member. The stiffener body is spanned between the vehicle body panel and the main pipe, and forms a downward-facing opening that faces the side of the main pipe. The connecting member is joined to the main pipe at one end, extends forward to close the opening, and is joined to the stiffener body at the other end. The stiffener has the weak portion between the tip of the stiffener body and the other end of the connecting member, The stiffener suspends the steering column by the connecting member, The mounting structure for the vehicle-mounted device according to claim 1, wherein the vehicle-mounted device is positioned closer to the main pipe in the front-rear direction than the other end of the connecting member.

3. The aforementioned stiffener is, An upper member is joined to the main pipe at one end and to the vehicle body panel at the other end, connecting the vehicle body panel and the main pipe. A connecting member that is joined to the main pipe at one end and extends forward, with the other end ending at a position closer to the main pipe than the tip of the stiffener and lower than the upper member, It has a lower member that is stretched between the other end of the upper member and the other end of the connecting member, and connects the upper member and the connecting member, The stiffener has the weak portion between the other end of the upper member and the other end of the connecting member. The stiffener suspends the steering column by the connecting member, The mounting structure for the vehicle-mounted device according to claim 1, wherein the vehicle-mounted device is positioned closer to the main pipe in the front-rear direction than the other end of the connecting member.

4. The mounting structure for the vehicle-mounted device according to claim 1, wherein at least a portion of the vehicle-mounted device overlaps vertically with the main pipe.

5. The aforementioned bracket is A lower bracket fixed to the stiffener, It comprises an upper bracket positioned above the lower bracket, The mounting structure for an in-vehicle device according to claim 1, wherein the lower bracket and the upper bracket are connected to each other to form a mounting surface for the in-vehicle device above the stiffener.

6. The mounting structure for an in-vehicle device according to claim 5, wherein the center of the upper bracket coincides with the center of the stiffener in the vehicle width direction.

7. The mounting structure for an in-vehicle device according to claim 5, wherein the bracket, including the upper and lower brackets, has an overall center of gravity that coincides with the center of the stiffener in the vehicle width direction.

8. The mounting structure for an in-vehicle device according to claim 5, wherein the bracket has an opening that penetrates from front to back in the center in the width direction of the vehicle.

9. The vehicle further comprises a second pipe positioned alongside the main pipe at the rear of the main pipe and joined to the main pipe at both ends in the vehicle width direction, The stiffener is stretched between the main pipe and the second pipe and fixed to the main pipe and the second pipe. The mounting structure for an in-vehicle device according to claim 1, wherein the bracket is fixed to the stiffener between the main pipe and the second pipe.

10. The system further comprises a guard member positioned on one side in the vehicle width direction relative to the stiffener, spanning between the main pipe and the stiffener, and joined to the main pipe at one end and to the stiffener at the other end. The mounting structure for an in-vehicle device according to claim 1, wherein the guard member has a planar portion that extends in the vehicle width direction behind the vulnerable portion.

11. The mounting structure for an in-vehicle device according to claim 10, wherein the planar portion overlaps the in-vehicle device in the front and rear directions in a plan view.

12. The bracket extends upward from the stiffener and is configured to support the vehicle-mounted device above the stiffener. The in-vehicle device includes a DCM antenna and a GPS antenna. The mounting structure for an in-vehicle device according to any one of claims 1 to 11, wherein the DCM antenna and the GPS antenna are arranged side by side in the vehicle width direction behind the vulnerable portion.

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