Vehicle interior panel structure

Abstract

To provide an interior panel structure for a vehicle, that is superior in both rigidity and impact absorption performance.SOLUTION: An interior panel structure 101 for a vehicle comprises: an interior panel 2 provided in a vehicle 1; and a load receiving part 10 for receiving an external load inputted to the interior panel 2 at the time of vehicle collision. The load receiving part 10 is provided with first open holes 13 and second open holes 15 that are adjacent to each other with inclusion parts 12 therebetween, and the inclusion parts 12 are cleaved when the load receiving part 10 receives an external load.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to an interior panel structure provided in a vehicle.

Background Art

[0002] The following Patent Document 1 discloses a vehicle instrument panel structure. This structure includes a head-up display device, a first bracket protruding from a heat sink on the head-up display device side, a second bracket held by an instrument panel reinforcement and engaged with the first bracket, and relative displacement means for relatively displacing the first bracket downward with respect to the second bracket when a pedestrian collides with the vehicle and a downward external load is input to the head-up display device.

[0003] The above vehicle instrument panel structure is configured to increase the mounting rigidity by engaging the first bracket on the head-up display device side with the second bracket on the instrument panel reinforcement side, in response to the problem that the mounting rigidity of the head-up display device decreases. Further, this structure is configured to improve the impact absorption performance by causing the head-up display device to be displaced downward by the relative displacement means, in response to the problem that impact energy applied to a pedestrian increases when the pedestrian collides with the vehicle.

Prior Art Literature

Patent Literature

[0004]

Patent Document 1

Summary of the Invention

Problem to be Solved by the Invention

[0005] Incidentally, interior panels such as the instrument panel also face similar problems to those of the head-up display device mentioned above. Since interior panels are expected to receive external loads from occupants during a vehicle collision, they are required to have enhanced shock absorption performance to mitigate the impact on occupants. One possible solution is to structurally weaken the instrument panel by thinning its thickness or drilling holes in it. However, while such measures are effective in improving shock absorption performance, they reduce the rigidity of the interior panel itself, which can lead to a decrease in the heat resistance and build quality of the interior panel.

[0006] This invention has been made in view of the above problems, and aims to provide a vehicle interior panel structure that is excellent in both rigidity and shock absorption performance. [Means for solving the problem]

[0007] One aspect of the present invention is, A vehicle interior panel structure comprising an interior panel installed in a vehicle and a load-receiving part that receives an external load applied to the interior panel during a vehicle collision, The load-receiving portion is provided with a first through-hole and a second through-hole that are adjacent to each other, separated by an intervening portion. The load-receiving portion is configured to split open when subjected to the external load, The interior panel includes a cover member that is attached to the load-receiving portion, and the load-receiving portion is provided with mounting holes for attaching the cover member, and at least one of the first through-hole and the second through-hole is formed by the mounting holes. Vehicle interior panel structure, Located 。 [Effects of the Invention]

[0008] In the vehicle interior panel structure described above, the external load applied to the interior panel during a vehicle collision acts on the load-receiving portion. At this time, the intervening portion interposed between the first and second through-holes is configured to split due to the external load acting on the load-receiving portion. With this vehicle interior panel structure, under normal circumstances, the load-receiving portion does not receive an external load from the interior panel, so the intervening portion between the first and second through-holes does not split, and the desired level of rigidity can be ensured. This suppresses a decrease in the heat resistance performance and build quality of the interior panel. On the other hand, during a vehicle collision, the load-receiving portion receives an external load from the interior panel, but the stress at this time can be used exclusively to split the intervening portion. This allows the load-receiving portion to absorb impact only when an external load is applied to the interior panel. As a result, the impact received by the occupants from the interior panel is mitigated.

[0009] As described above, according to the above-described embodiment, it is possible to provide a vehicle interior panel structure that is excellent in both rigidity and shock absorption performance. [Brief explanation of the drawing]

[0010] [Figure 1] A perspective view of the vehicle interior panel structure of Embodiment 1, as seen from the passenger compartment side. [Figure 2] A perspective view showing the load-bearing section in Figure 1 with the cover member removed. [Figure 3] Figure 2 is a side view seen from the right side. [Figure 4] A schematic diagram showing the area around the mounting hole of the load-bearing part in Figure 2. [Figure 5] View of the cross-section along line VV in Figure 4. [Figure 6] Figure 4 illustrates how the intervening part ruptures during a vehicle collision. [Figure 7] Figure 3 is a side view showing the state when the intervening part splits open during a vehicle collision, and multiple weight-reducing holes are connected through multiple mounting holes. [Figure 8] This figure corresponds to Figure 4 and schematically shows an example of a change in the shape of the mounting hole. [Figure 9] A diagram schematically showing the periphery of the mounting hole and the lightening hole of the load receiving portion in the vehicle interior panel structure according to Embodiment 2. [Figure 10] A diagram schematically showing the periphery of the mounting hole and the lightening hole of the load receiving portion in the vehicle interior panel structure according to Embodiment 3. [Mode for Carrying Out the Invention]

[0011] Preferred embodiments of the above aspect will be described below.

[0012] In the vehicle interior panel structure of the above aspect, it is preferable that the first through-hole and the second through-hole are each provided with a corner at a position facing each other across the intervening portion.

[0013] According to this vehicle interior panel structure, when the load receiving portion receives an external load, the generated stress tends to concentrate on the respective corners of the first through-hole and the second through-hole. Therefore, the stress at this time can preferentially cleave the intervening portion between the corners to absorb impact.

[0014] In the vehicle interior panel structure of the above aspect, it is preferable that the intervening portion is configured to be thinner than an adjacent portion adjacent to the intervening portion.

[0015] According to this vehicle interior panel structure, by reducing the thickness of the intervening portion between the first through-hole and the second through-hole to be less than the thickness of the adjacent portion, stress is more easily propagated to the intervening portion compared to a case where the intervening portion has the same thickness as the adjacent portion. Thereby, the time required for the intervening portion to cleave and connect the first through-hole and the second through-hole can be shortened.

[0016] In the vehicle interior panel structure of the above aspect, it is preferable that at least one of the first through-hole and the second through-hole has a hole edge portion of a directional opening shape that causes the intervening portion to cleave from the one through-hole side toward the other through-hole side by utilizing the stress generated by the external load.

[0017] In this vehicle interior panel structure, the directional opening shape at the edge of the hole is designed to split the intervening portion between the first and second through-holes from one through-hole side to the other through-hole side by utilizing the stress generated by an external load. This directional opening shape allows the stress generated by the external load to propagate directionally, concentrating at the hole edge. This stress concentration then causes the intervening portion to split directionally from one through-hole side to the other through-hole side. This allows the first and second through-holes to be connected.

[0018] In the vehicle interior panel structure according to the above-described embodiment, the directional opening shape is preferably a protruding shape in which the edge of at least one of the first through-hole and the second through-hole protrudes sharply toward the other through-hole.

[0019] This vehicle interior panel structure allows for a simplified configuration of the hole edge by making the directional opening shape of the hole edge a sharp, protruding shape.

[0020] In the vehicle interior panel structure according to the above-described embodiment, it is preferable that the load-receiving portion has two wall portions extending along different planes, with the first through-hole provided in one of the two wall portions and the second through-hole provided in the other.

[0021] According to this vehicle interior panel structure, by providing a first through-hole and a second through-hole in each of the two wall sections extending along different planes, the intervening portion between the first and second through-holes can be used to absorb shock when the load-receiving section is subjected to an external load.

[0022] In the vehicle interior panel structure according to the above-described embodiment, the interior panel comprises a cover member attached to the load-receiving portion, the load-receiving portion is provided with mounting holes for attaching the cover member, and it is preferable that at least one of the first through-hole and the second through-hole is composed of the mounting holes.

[0023] According to this vehicle interior panel structure, the mounting holes pre-installed in the load-bearing section for attaching the cover member can be used to weaken the load-bearing section during a vehicle collision. Therefore, compared to a case where both the first and second through-holes are dedicated solely to weakening the load-bearing section, manufacturing costs can be kept lower.

[0024] In the vehicle interior panel structure according to the above-described embodiment, the load-receiving portion has a first wall portion provided with a plurality of mounting holes, and a second wall portion extending adjacent to the first wall portion and provided with a plurality of weight-reducing holes, wherein the mounting holes in the first wall portion are the first through holes and the weight-reducing holes in the second wall portion are the second through holes, and the weight-reducing holes are provided in the intermediate region between two adjacent mounting holes.

[0025] According to this vehicle interior panel structure, when a vehicle collision occurs, all the intervening portions between the mounting holes and the weight-reducing holes rupture, allowing all of the multiple mounting holes in the first wall and the multiple weight-reducing holes in the second wall to be continuously connected. This allows for the weakening of both the first and second walls of the load-bearing section over a wide area.

[0026] The following describes embodiments of vehicle interior panel structures (hereinafter simply referred to as "interior panel structures") installed in vehicles, with reference to the drawings. In these drawings, unless otherwise specified, the front of the vehicle is indicated by the arrow FR, the top of the vehicle is indicated by the arrow UP, and the inside of the vehicle is indicated by the arrow IN. For convenience, the front-rear direction of the vehicle is referred to as the "front-rear direction," the left-right direction of the vehicle is referred to as the "left-right direction," and the up-down direction of the vehicle is referred to as the "up-down direction."

[0027] (Embodiment 1) As shown in Figure 1, the interior panel structure 101 of Embodiment 1 comprises an interior panel 2 and a load-receiving section 10. The interior panel 2 in this embodiment is an instrument panel installed in the front of the passenger compartment of the vehicle 1, facing the passenger compartment. This interior panel 2 is provided with a plurality of air outlets 2a from which conditioned air is blown. In the event of a vehicle collision, an external load may be applied to this interior panel 2 by the occupants.

[0028] This embodiment describes the case where an external load F is applied to the passenger-side cover member 3, which constitutes the interior panel 2, toward the front of the vehicle. The cover member 3 has a plurality of engaging claws 3a, and is attached to the load-receiving portion 10 via these claws 3a. When attached to the load-receiving portion 10, the cover member 3 is positioned adjacent to the left-hand air outlet 2a of the vehicle.

[0029] 1. Structure of the load-receiving section 10 The load-receiving portion 10 is positioned on the front side of the cover member 3 and is configured to receive the external load F applied to the cover member 3 during a vehicle collision. As shown in Figures 2 and 3, the load-receiving portion 10 has a first wall portion 11 and a second wall portion 14.

[0030] The first wall portion 11 is the portion of the load-receiving portion 10 whose thickness is generally oriented in the front-to-back direction. In this embodiment, the first wall portion 11 has a stepped shape. Multiple mounting holes 13 for attaching the cover member 3 are provided in the first wall portion 11 at intervals. Each mounting hole 13 is a hole that penetrates the first wall portion 11 in the thickness direction (front-to-back direction). The cover member 3 is fixed to the first wall portion 11 by the engagement of each engaging claw 3a with each mounting hole 13.

[0031] The second wall portion 14 is the portion of the load-receiving portion 10 where the left-right direction is generally the thickness direction. This second wall portion 14 extends perpendicularly to the first wall portion 11. That is, the two wall portions 11 and 14 extend along different planes. Multiple weight-reducing holes 15 are provided in the second wall portion 14 at intervals. Each weight-reducing hole 15 is a hole that penetrates the second wall portion 14 in its thickness direction (left-right direction). Each weight-reducing hole 15 is provided in the intermediate region 14a of the second wall portion 14. The intermediate region 14a is the region adjacent to the region between two adjacent mounting holes 13 among the multiple mounting holes 13 on the first wall portion 11 side.

[0032] 2. Structure of mounting hole 13 and weight-reducing hole 15 As shown in Figures 2 to 4, the mounting hole 13 and the weight-reducing hole 15 are arranged adjacent to each other, separated by the intervening portion 12. When the mounting hole 13 is considered the first through hole, the weight-reducing hole 15 is the second through hole, adjacent to the first through hole, separated by the intervening portion 12. Note that Figure 4 is merely a schematic representation of the area around the mounting hole 13 in order to explain the relationship between the mounting hole 13 and the weight-reducing hole 15. This is why there are some discrepancies between the arrangement of the mounting hole 13 and the weight-reducing hole 15 shown in Figure 4 and those shown in Figures 2 and 4.

[0033] As shown in Figure 4, one corner of the mounting hole 13, the hole edge 13a, has a pointed, directional opening shape that protrudes sharply toward one of the weight-reducing holes 15. Similarly, another corner of the mounting hole 13, the hole edge 13b, has a pointed, directional opening shape that protrudes sharply toward another weight-reducing hole 15. A portion of one weight-reducing hole 15 is located on the extension of the protruding direction D1 of the hole edge 13a of the mounting hole 13, and a portion of another weight-reducing hole 15 is located on the extension of the protruding direction D2 of the hole edge 13b of the mounting hole 13.

[0034] The term "direction opening shape" as used here refers to an opening shape that utilizes the stress generated by the external load F (see Figure 1) applied to the cover member 3 during a vehicle collision to cause the intervening portion 12 to split from the mounting hole 13 side toward the weight-reducing hole 15 side. In this embodiment, the edges 13a and 13b of the mounting hole 13 have a roughly V-shaped projection, where the opening width gradually decreases toward the protruding tip, in order to facilitate stress concentration in the region of the intervening portion 12 on the mounting hole 13 side. Such a shape can also be called a "notch shape" or "cutout shape".

[0035] As shown in Figure 5, the intervening portion 12 between the mounting hole 13 and the weight-reducing hole 15 is part of the first wall portion 11. In this embodiment, the intervening portion 12 is configured to be thinner than the adjacent second wall portion 14. That is, the plate thickness d1 of the first wall portion 11 is configured to be less than the plate thickness d2 of the second wall portion 14.

[0036] 3. Dehiscation operation of the intervening portion 12 As shown in Figure 6, a portion of the external load F applied to the cover member 3 by the occupants during a vehicle collision is first propagated to the first wall portion 11 located in front of it. At this time, stress concentrates on the two hole edges 13a and 13b (the region of the intervening portion 12 on the mounting hole 13 side) of the mounting hole 13, in particular, which have the directional opening shape described above. As a result, the hole edges 13a and 13b of the mounting hole 13 become the starting points for splitting the intervening portion 12 along the split line T, connecting the mounting hole 13 and the weight-reducing hole 15. Then, due to the stress concentration at the two hole edges 13a and 13b, the intervening portion 12 splits in a directional manner along the split line T. Subsequently, the load-receiving portion 10 is weakened as the mounting hole 13 and the weight-reducing hole 15 are connected by the intervening portion 12 being completely separated along the split line T.

[0037] As shown in Figure 7, when a vehicle collision occurs, all intervening portions 12 between each mounting hole 13 and each weight-reducing hole 15 rupture, allowing all of the mounting holes 13 in the first wall portion 11 and the weight-reducing holes 15 in the second wall portion 14 to be continuously connected. This weakens both the first wall portion 11 and the second wall portion 14 of the load-receiving portion 10 over a wide area. In Figure 7, hatching is applied to the mounting holes 13 and weight-reducing holes 15 to clearly show their respective positions.

[0038] The effects and advantages of Embodiment 1 described above will be explained below.

[0039] In the interior panel structure 101 of Embodiment 1, an external load F applied to the cover member 3 of the interior panel 2 during a vehicle collision acts on the load receiving portion 10. At this time, the mounting hole 13 provided in the first wall portion 11 of the load receiving portion 10 is provided with hole edges 13a and 13b that form a directional opening shape. This directional opening shape is designed to split the intervening portion 12 between the mounting hole 13 and the weight-reducing hole 15 from the mounting hole 13 side toward the weight-reducing hole 15 side by utilizing the stress generated by the external load F. With this directional opening shape, the stress generated by the external load F propagates in a direction so that it concentrates on the hole edges 13a and 13b. Then, due to this stress concentration, the intervening portion 12 splits in a direction toward the weight-reducing hole 15 side. In other words, the interior panel structure 101 of this embodiment is configured such that the intervening portion 12 interposed between the mounting hole 13 and the weight-reducing hole 15 splits due to the external load F acting on the load receiving portion 10. This allows the mounting hole 13 and the weight-reducing hole 15 to be connected.

[0040] According to the interior panel structure 101 with the above configuration, under normal circumstances, the load-receiving portion 10 does not receive an external load F from the cover member 3, so the intervening portion 12 between the mounting hole 13 and the weight-reducing hole 15 does not split, and the desired level of rigidity can be ensured. This suppresses a decrease in the heat resistance performance and build quality of the interior panel 2. On the other hand, in the event of a vehicle collision, the load-receiving portion 10 receives an external load F from the cover member 3, but the stress generated at the hole edges 13a and 13b at this time can be used exclusively to split the intervening portion 12 from the mounting hole 13 side toward the weight-reducing hole 15 side. This allows the load-receiving portion 10 to be weakened and impact absorbed only when an external load F is applied to the cover member 3. As a result, the impact received by the occupants from the cover member 3 is mitigated.

[0041] According to the interior panel structure 101 with the above configuration, by providing mounting holes 13 and weight-reducing holes 15 in each of the two wall portions 11 and 14 that extend along different planes, the intervening portion 12 between the mounting holes 13 and the weight-reducing holes 15 can be used to absorb impact when the load-receiving portion 10 receives an external load F.

[0042] As described above, Embodiment 1 provides an interior panel structure 101 that is excellent in both rigidity and shock absorption performance.

[0043] According to the interior panel structure 101 of Embodiment 1, by thinning the thickness d1 of the intervening portion 12 between the mounting hole 13 and the weight-reducing hole 15 so that it is less than the thickness d2 of the adjacent second wall portion 14, stress locally concentrated at the hole edges 13a and 13b is more easily propagated to the intervening portion 12 compared to the case where the intervening portion 12 has the same thickness as the second wall portion 14. As a result, the time required for the intervening portion 12 to split and connect the mounting hole 13 and the weight-reducing hole 15 can be shortened.

[0044] According to the interior panel structure 101 of Embodiment 1, the mounting holes 13 pre-provided in the load-bearing portion 10 for attaching the cover member 3 can be used to weaken the load-bearing portion 10 in the event of a vehicle collision. In this embodiment, the mounting holes 13 serve both the function of attaching the cover member 3 and the function of weakening the load-bearing portion 10. In contrast, the weight-reducing holes 15 are provided exclusively for weakening the load-bearing portion 10. Therefore, compared to the case where both the mounting holes 13 and the weight-reducing holes 15 are provided exclusively for weakening the load-bearing portion 10, the manufacturing cost can be kept lower.

[0045] Furthermore, the directional opening shape of the hole edges 13a and 13b of the mounting hole 13 is not limited to the sharp protruding shape shown in Figure 4, as long as it can exhibit directional properties that cause stress concentration in the intervening portion 12 between the mounting hole 13 and the weight-reducing hole 15. Instead of this protruding shape, for example, a protruding shape such as the one shown in Figure 8 can also be adopted. The protruding shape shown in Figure 8 is a shape in which the opening width of the hole edges 13a and 13b decreases in stages toward the tip of the protrusion.

[0046] Next, other embodiments related to Embodiment 1 described above will be explained with reference to the drawings. In these other embodiments, elements identical to those in Embodiment 1 are denoted by the same reference numerals, and their descriptions will be omitted.

[0047] (Embodiment 2) As shown in Figure 9, the interior panel structure 102 of Embodiment 2 differs from the interior panel structure 101 of Embodiment 1 in that each weight-reducing hole 15 of the second wall portion 14 is also provided with hole edges 15a and 15b that form a directional opening shape, similar to the hole edges 13a and 13b of each mounting hole 13 of the first wall portion 11. For the sake of explanation, in Figure 9, the second wall portion 14 is shown extending on the same plane along the extending surface of the first wall portion 11. In this embodiment, the protruding tip of the hole edge 15a of each weight-reducing hole 15 (the corner of the weight-reducing hole 15) faces the protruding tip of the hole edge 13a of each mounting hole 13 (the corner of the mounting hole 13) across the intervening portion 12, and the protruding tip of the hole edge 15b of each weight-reducing hole 15 (the corner of the weight-reducing hole 15) faces the protruding tip of the hole edge 13b of each mounting hole 13 (the corner of the weight-reducing hole 15) across the intervening portion 12.

[0048] The other configurations are the same as in Embodiment 1.

[0049] According to the interior panel structure 102 of Embodiment 2, when a load is preferentially applied to the first wall portion 11 of the load-receiving portion 10 during a vehicle collision, the directional opening shape of the hole edges 13a and 13b concentrates stress on the intervening portion 12 from the hole edges 13a and 13b side, causing the intervening portion 12 to split from the mounting hole 13 side to the weight-reducing hole 15 side. Conversely, when a load is preferentially applied to the second wall portion 14 of the load-receiving portion 10 during a vehicle collision, the directional opening shape of the hole edges 15a and 15b concentrates stress on the intervening portion 12 from the hole edges 15a and 15b side, causing the intervening portion 12 to split from the weight-reducing hole 15 side to the mounting hole 13 side. Thus, the interior panel structure 102 of Embodiment 2 has the advantage that the intervening portion 12 can be reliably split regardless of whether the load is applied to the first wall portion 11 or the second wall portion 14 during a vehicle collision. In this embodiment, in order to improve the cracking performance of the intervening portion 12, it is preferable to configure the hole edges 13a and 13b and the hole edges 15a and 15b so that their protruding directions coincide on the same line.

[0050] Furthermore, it exhibits the same effects and advantages as in Embodiment 1.

[0051] (Embodiment 3) As shown in Figure 10, the interior panel structure 103 of Embodiment 3 differs from the interior panel structure 101 of Embodiment 1 in that each mounting hole 13 of the first wall portion 11 and each weight-reducing hole 15 of the second wall portion 14 are substantially rectangular. In Figure 10, for the sake of explanation, the second wall portion 14 is shown extending on the same plane along the extending surface of the first wall portion 11. In this embodiment, the corner 13a of the mounting hole 13 and the corner 15a of the weight-reducing hole 15 face each other separated by an intervening portion 12, and the corner 13b of the mounting hole 13 and the corner 15b of the weight-reducing hole 15 face each other separated by another intervening portion 12. That is, the mounting hole 13 and the weight-reducing hole 15 are provided with corners 13a, 15a and corners 13b, 15b at positions facing each other separated by an intervening portion 12.

[0052] The other configurations are the same as in Embodiment 1.

[0053] According to the interior panel structure 103 of Embodiment 3, when the load-receiving portion 10 is subjected to an external load, the stress generated tends to concentrate at the corners 13a, 13b, 15a, and 15b of the mounting hole 13 and the weight-reducing hole 15, respectively. Therefore, the intervening portion 12 between the corners is preferentially opened by this stress to absorb the impact.

[0054] Furthermore, it exhibits the same effects and advantages as in Embodiment 1.

[0055] The present invention is not limited to the embodiments described above, and various applications and modifications are conceivable as long as they do not depart from the purpose of the present invention. For example, the following embodiments can be implemented by applying the embodiments described above.

[0056] In the above-described embodiment, only the mounting hole 13 of the load-receiving portion 10, of which it is called a mounting hole 13 and the weight-reducing hole 15, serves another function in addition to its function of weakening the load-receiving portion 10. However, the weight-reducing hole 15 may also serve another function. Alternatively, both the mounting hole 13 and the weight-reducing hole 15 may be provided exclusively for weakening the load-receiving portion 10. When using the two through holes other than the mounting hole 13, for example, it is preferable to configure the cover member 3 so that when the load-receiving portion 10 receives an external load F, the engaging claw 3a of the cover member 3 enters one of the two through holes and engages with the edge of the through hole. With this configuration, the stress generated by the external load F can be concentrated around the through hole, which is effective in reliably causing the intervening portion 12 to split.

[0057] In the above-described embodiment, the case in which the intervening portion 12 is thinner than the second wall portion 14 was illustrated. However, if the desired cracking performance of the intervening portion 12 can be obtained, the thickness of the intervening portion 12 may be the same as or greater than the thickness of the second wall portion 14, as needed. In addition to weakening the intervening portion 12 by making it thinner, the intervening portion 12 may also be weakened by providing slits or other openings in it.

[0058] In the above-described embodiment, the example was given in which the first wall portion 11 and the second wall portion 14 extend perpendicularly to each other. However, instead, the first wall portion 11 and the second wall portion 14 may extend along different planes other than perpendicular to each other, or they may extend on the same plane.

[0059] In the above-described embodiment, the instrument panel was used as an example of interior panel 2, but this embodiment can also be applied to the structure of interior panels other than the instrument panel. [Explanation of Symbols]

[0060] 1...Vehicle, 2...Interior panel, 3...Cover member, 10...Load receiving part, 11...First wall part, 12...Intervening part, 13...Mounting hole (first through hole), 13a,13b...Hole edge (corner), 14...Second wall part (adjacent part), 14a...Intermediate region, 15...Weight-reducing hole (second through hole), 15a,15b...Hole edge (corner), 101,102,103...Vehicle interior panel structure (interior panel structure), F...External load

Claims

1. A vehicle interior panel structure comprising an interior panel installed in a vehicle and a load-receiving part that receives an external load applied to the interior panel during a vehicle collision, The load-receiving portion is provided with a first through-hole and a second through-hole that are adjacent to each other, separated by an intervening portion. The load-receiving portion is configured to split open when subjected to the external load, The above load-receiving portion has two wall portions extending along different planes, with the first through-hole provided in one of the two wall portions and the second through-hole provided in the other, in a vehicle interior panel structure.

2. The vehicle interior panel structure according to Claim 1, wherein at least one of the first through-hole and the second through-hole has a hole edge portion with a directional opening shape that utilizes the stress generated by the external load to split the intervening portion from one through-hole side to the other through-hole side.

3. The vehicle interior panel structure according to claim 2, wherein the directional opening shape is a protruding shape in which the edge of at least one of the first through-hole and the second through-hole protrudes sharply toward the other through-hole.

4. The interior panel structure for a vehicle according to Claim 1, wherein the interior panel comprises a cover member attached to the load-receiving portion, the load-receiving portion is provided with a mounting hole for attaching the cover member, and at least one of the first through hole and the second through hole is formed by the mounting hole.

5. The load-receiving portion comprises a first wall portion provided with a plurality of mounting holes, and a second wall portion extending adjacent to the first wall portion and provided with a plurality of weight-reducing holes, wherein the first wall portion and the second wall portion are on different planes, the mounting holes in the first wall portion are the first through holes, the weight-reducing holes in the second wall portion are the second through holes, and the weight-reducing holes are provided in an intermediate region between two adjacent mounting holes, as described in claim 4.

Images