Grip structure for vehicle

Abstract

A grip structure for a vehicle according to the present disclosure is provided with a first bracket (1), a second bracket (2), and a grip part (3). The first bracket (1) is fixed to a deck cross member (6) of the vehicle and has a shape extending from the deck cross member (6) to the rear of the vehicle. The second bracket (2) is formed substantially in an L-shape in a side view of the vehicle, and has an upright surface part (21) having a surface shape extending in the up-down direction and a lateral surface part (25) having a surface shape extending from the lower end of the upright surface part (21) to the rear of the vehicle, and the upright surface part (21) is fixed to the first bracket (1). The grip part (3) is attached to the upright surface part (21) and the lateral surface part (25) of the second bracket (2).

Description

Vehicle grip structure

[0001] The present invention relates to a grip structure for a vehicle that is provided on an instrument panel of a vehicle.

[0002] Known peripheral structures for an instrument panel located at the front of a vehicle cabin include grips (handholding members) that occupants can use as handrails when getting in and out of the vehicle or when seated. For example, a structure in which a horizontally extending grip is provided on the top of a glove box is known. Another known structure has grips that extend along the front pillars and are provided on the edge of the instrument panel (see Patent Documents 1 to 3).

[0003] JP 2008-132804 A JP 2008-260408 A JP 2019-111898 A

[0004] It is desirable for the grips described above to be firmly fixed so that they do not wobble when grasped by an occupant. On the other hand, it is also desirable for them to be flexible so as to reduce the impact during a collision, taking into consideration the possibility that the grip may come into contact with the occupant's knees or legs in the event of a frontal collision. Thus, grips are required to have not only rigidity during normal use but also shock absorption performance in the event of a frontal collision.

[0005] One of the objectives of the present invention, which was invented in light of the above-mentioned problems, is to provide a grip structure for a vehicle that can achieve both mounting stability and shock-absorbing performance. However, in addition to this objective, another objective of the present invention is to achieve effects derived from the respective configurations shown in the "Mode for Carrying Out the Invention" described below, which cannot be obtained with conventional technology.

[0006] The disclosed vehicle grip structure can be realized as the following disclosed embodiments (application examples) and solves at least part of the above-mentioned problems. Each of the embodiments from embodiment 2 onwards is an embodiment that can be selected as an additional option, and each of the embodiments from embodiment 2 onwards is an embodiment that can be omitted. None of the embodiments from embodiment 2 onwards discloses an embodiment or configuration that is essential to the present invention.

[0007] Aspect 1. The disclosed grip structure for a vehicle includes a first bracket that is fixed to a deck cross member of the vehicle and has a shape that extends from the deck cross member toward the rear of the vehicle, a second bracket that is formed in a generally L-shape in a side view of the vehicle and has a vertical surface portion that is a plane extending in the up-down direction and a horizontal surface portion that is a plane extending from a lower end of the vertical surface portion toward the rear of the vehicle, the vertical surface portion being fixed to the first bracket, and a grip portion that is attached to the vertical surface portion and the horizontal surface portion of the second bracket.

[0008] Aspect 2. In the aspects including Aspect 1 described above, it is preferable that the vertical surface portion has a lower vertical surface portion fixed to the first bracket, an upper vertical surface portion located above the lower vertical surface portion and to which the upper end of the grip portion is attached, and a vertical surface bending portion provided between the lower vertical surface portion and the upper vertical surface portion and serving as a starting point for bending deformation of the upper vertical surface portion relative to the lower vertical surface portion.

[0009] Aspect 3. In the aspects including Aspect 2 above, the vertical surface bend portion is preferably formed to have lower rigidity than the lower vertical surface portion and the upper vertical surface portion. For example, the vertical surface bend portion may not have a reinforcing bead formed therein, but the reinforcing bead may be formed on the lower vertical surface portion and the upper vertical surface portion. Alternatively, the plate thickness of the vertical surface bend portion may be thinner than the plate thickness of the lower vertical surface portion and the upper vertical surface portion.

[0010] Aspect 4. In the aspects including Aspect 2 above, it is preferable that the vertical surface portion is formed in a shape that is bent at the vertical surface bend portion in a side view of the vehicle. For example, it is preferable that the posture (inclination of the plate surface) of the upper vertical surface portion in a side view of the vehicle is a posture that is slightly tilted forward rather than vertical (a posture in which the upper part of the upper vertical surface portion is tilted toward the front of the vehicle).

[0011] Aspect 5. With regard to aspects including Aspect 1 above, it is preferable that the vehicle grip structure includes a first hole formed in the grip portion, a second hole formed in the second bracket, a shaft member inserted and fixed through the first hole and the second hole, and a slit portion formed below the first hole or adjacent to above the second hole, which causes the shaft member to detach from the first hole or the second hole when a load toward the front of the vehicle acts on the grip portion.

[0012] Aspect 6. In aspects including Aspect 1 above, it is preferable that the lateral surface portion has a front lateral surface portion extending substantially horizontally from the lower end of the vertical surface portion toward the rear of the vehicle, a rear lateral surface portion located rearward of the front lateral surface portion and to which a lower portion of the grip portion is attached, and a lateral surface bending portion provided between the front lateral surface portion and the rear lateral surface portion and serving as a starting point for bending deformation of the rear lateral surface portion relative to the front lateral surface portion.

[0013] Aspect 7. In the aspects including Aspect 6 above, the lateral surface bends are preferably formed to have lower rigidity than the front and rear lateral surface portions. For example, the lateral surface bends may not have reinforcing beads, but the front and rear lateral surface portions may have reinforcing beads. Alternatively, the lateral surface bends may have a thickness thinner than the front and rear lateral surface portions.

[0014] Aspect 8. In the aspects including Aspect 6 described above, it is preferable that the lateral panel portion is formed in a shape that is bent at the lateral panel bending portion in a side view of the vehicle. For example, it is preferable that the posture (inclination of the plate surface) of the rear lateral panel portion in a side view of the vehicle is a posture that is slightly rearwardly inclined relative to horizontal (a posture in which the rear portion of the rear lateral panel portion is inclined downward).

[0015] Aspect 9. In the aspects including Aspect 1 above, it is preferable that the grip portion has a lower decorative cover formed to cover the rear and below the rear end of the side panel portion. It is preferable that the lower decorative cover extends rearward and downward from the rear end of the side panel portion so as to reach a position where an occupant's knees will come into contact in the event of a frontal collision of the vehicle, for example.

[0016] Aspect 10. With respect to aspects including the above-described Aspect 1, it is preferable that the vehicle width direction centerline of the grip portion is disposed outward in the vehicle width direction from the vehicle width direction centerline of the first bracket in a top view. Aspect 11. With respect to aspects including the above-described Aspect 1, it is preferable that the first bracket is formed in a U-shape in a top view.

[0017] According to the disclosed vehicle grip structure, the grip portion is attached to the vertical and horizontal surfaces of the substantially L-shaped second bracket, ensuring rigidity. Furthermore, since the vertical surface of the second bracket is fixed to the first bracket, the boundary between the vertical and horizontal surfaces can bend and deform in the event of a frontal vehicle collision, ensuring flexibility. Therefore, the disclosed vehicle grip structure achieves both mounting stability and shock-absorbing performance.

[0018] 1 is a diagram showing the interior of a vehicle equipped with an instrument panel grip device to which a vehicle grip structure according to an embodiment is applied; FIG. 2 is a perspective view of the instrument panel grip device; FIG. 3 is a three-view view of a first bracket; FIG. 4 is a three-view view of a second bracket; FIG. 5 is an exploded perspective view of a fixing point between the second bracket and the upper part of the grip part; (A) to (D) are side views showing a deformed state of the instrument panel grip device; (A) and (B) are top views showing a deformed state of the instrument panel grip device;

[0019] The disclosed vehicle grip structure is applied to an instrument panel grip device provided in the passenger compartment of a vehicle. The instrument panel grip device is a device including a grip (grip member) provided on the instrument panel at the front of the passenger compartment and its surrounding structure. The instrument panel grip device of this embodiment is fixed to the deck cross member of the vehicle. The instrument panel grip device is disposed near the deck cross member and facing the passenger compartment.

[0020] The direction of the disclosed grip structure for a vehicle is defined based on the direction of travel of the vehicle. The front-rear direction (vehicle length direction) is determined based on the forward and backward direction of the vehicle, and the left-right direction (vehicle width direction) is determined based on the front-rear direction. The up-down direction is determined based on the state in which the vehicle is stopped on a flat road surface. Regarding the inward-outward directions of the vehicle, the direction from the outside of the vehicle toward the passenger compartment in the vehicle width direction is considered to be the inward direction, and the direction from the passenger compartment toward the outside of the vehicle is considered to be the outward direction. To the right of the vehicle's median plane (the vertical plane that divides the vehicle into left and right halves), the right direction is the outward direction, and the left direction is the inward direction. To the left of the vehicle's median plane, the left direction is the outward direction, and the right direction is the inward direction.

[0021] [1. Configuration] Fig. 1 is a diagram showing the interior of a vehicle equipped with an instrument panel grip device 4 to which a vehicle grip structure is applied. An instrument panel 5 on which switches and meters for controlling the vehicle and various on-board devices are arranged is provided at the front of the vehicle compartment. The instrument panel 5 is provided over the entire dashboard, spanning the entire width of the vehicle at the front of the vehicle compartment. A deck cross member 6 is provided inside the instrument panel 5. The deck cross member 6 is a tubular structural member that extends in the vehicle width direction and supports the steering. The deck cross member 6 is fixed to the vehicle body, for example, to a front pillar, a dash panel, or the like.

[0022] As shown in FIG. 1 , the instrument panel gripping devices 4 are disposed at the left and right ends of the instrument panel 5 so as to face the passenger compartment. The instrument panel gripping devices 4 function, for example, as handrails that passengers can place their hands on to facilitate smooth movement when getting in and out of the vehicle. The instrument panel gripping devices 4 also function, for example, as assist grips that passengers can hold onto while in the vehicle to stabilize their seating position. The instrument panel gripping devices 4 are preferably formed in a shape that does not protrude further toward the passenger compartment than the surface of the instrument panel 5. The shapes of the left and right instrument panel gripping devices 4 may be mirror-symmetrical or may be identical.

[0023] 2 is a perspective view showing the configuration of the right-side instrument panel gripping device 4 with the instrument panel 5 removed. The instrument panel gripping device 4 includes a first bracket 1, a second bracket 2, and a grip portion 3. The first bracket 1 is fixed to the deck cross member 6 and extends from the deck cross member 6 toward the rear of the vehicle. The first bracket 1 is fixed to the deck cross member 6 by welding, for example.

[0024] The second bracket 2 is formed in a substantially L-shape when viewed from the side of the vehicle. The second bracket 2 has a vertical surface portion 21 that is a plane extending in the up-down direction, and a horizontal surface portion 25 that is a plane extending from the lower end of the vertical surface portion 21 toward the rear of the vehicle. The vertical surface portion 21 corresponds to the vertical bar of the L-shape, and the horizontal surface portion 25 corresponds to the horizontal bar of the L-shape. The vertical surface portion 21 is the portion that is fixed to the first bracket 1. The vertical surface portion 21 is fastened to the first bracket 1 via fasteners 50 such as bolts and nuts.

[0025] The grip portion 3 is a gripping member attached to the vertical surface portion 21 and the horizontal surface portion 25 of the second bracket 2, and is formed in a shape that connects the vertical surface portion 21 and the horizontal surface portion 25. As a result, the second bracket 2 and the grip portion 3 form a trapezoidal structure when viewed from the side of the vehicle. The grip portion 3 is fastened and fixed to each of the vertical surface portion 21 and the horizontal surface portion 25 of the second bracket 2 via fasteners 50, such as bolts and nuts.

[0026] Figure 3 is a three-view diagram of the first bracket 1 shown in Figure 2. The first bracket 1 has a left surface portion 11, a right surface portion 12, and a rear surface portion 13. The first bracket 1 can be formed, for example, by bending a single steel plate that has been punched out based on an exploded view. The left surface portion 11 and the right surface portion 12 are planar portions arranged so that their normals are parallel to the vehicle width direction. The left surface portion 11 is arranged parallel to the right surface portion 12 and is located to the left (inner) of the right surface portion 12. The front end edges of the left surface portion 11 and the right surface portion 12 are formed into a shape corresponding to the surface shape of the deck cross member 6 and are firmly joined to the deck cross member 6.

[0027] A rear surface portion 13 is disposed on the rear end edges of the left surface portion 11 and the right surface portion 12. The rear surface portion 13 is a planar portion that bridges between the left surface portion 11 and the right surface portion 12. The rear surface portion 13 is disposed so that its normal is approximately parallel to the front-to-rear direction. As a result, the shape of the first bracket 1 is U-shaped when viewed from above. Fastening holes 14 through which fasteners 50 are inserted are drilled in the rear surface portion 13. The rear surface portion 13 is fastened and fixed to the second bracket 2 while in surface contact with the second bracket 2. The fastening holes 14 are provided in two locations, aligned vertically. The position of the fastening holes 14 in the vehicle width direction is set so that they are at the center of the first bracket 1 in the vehicle width direction.

[0028] 4 is a three-view diagram of the second bracket 2 shown in FIG. 2. As described above, the second bracket 2 has a vertical surface portion 21 and a horizontal surface portion 25. The second bracket 2 can also be formed, for example, by bending a single steel plate that has been punched out based on a development view. A central bend 29 is provided at the boundary between the vertical surface portion 21 and the horizontal surface portion 25. The central bend 29 corresponds to the corner of the L-shape. The vertical surface portion 21 has a lower vertical surface portion 22, an upper vertical surface portion 23, and a vertical surface bend portion 24, and the horizontal surface portion 25 has a front horizontal surface portion 26, a rear horizontal surface portion 27, and a horizontal surface bend portion 28.

[0029] The lower vertical surface portion 22 is a flat portion forming the lower part of the vertical surface portion 21 and is fixed to the first bracket 1. Fastening holes 40 corresponding to the fastening holes 14 of the first bracket 1 are drilled in the lower vertical surface portion 22. The upper vertical surface portion 23 is a flat portion forming the upper part of the vertical surface portion 21 and is located above the lower vertical surface portion 22. An upper mounting hole 41 is drilled in the upper vertical surface portion 23, and the upper end of the grip portion 3 is attached via a fastener 50. The vertical surface bending portion 24 is a portion provided between the lower vertical surface portion 22 and the upper vertical surface portion 23 and serves as a starting point for bending deformation of the upper vertical surface portion 23 relative to the lower vertical surface portion 22 when a load toward the front of the vehicle acts on the upper vertical surface portion 23.

[0030] The vertical surface portion 21 shown in Fig. 4 is formed in a shape that is bent in advance at the vertical surface bending portion 24 when viewed from the side of the vehicle. The lower vertical surface portion 22 is disposed at a gradient close to vertical, and the upper vertical surface portion 23 is disposed at a gradient in which the upper portion of the lower vertical surface portion 22 is tilted forward. This makes it easier for the upper vertical surface portion 23 to bend and rotate forward about the vertical surface bending portion 24 when a load acts on the upper vertical surface portion 23 toward the front of the vehicle.

[0031] Instead of forming the vertical surface bending portion 24 in a pre-bent shape, the vertical surface bending portion 24 may be formed to have low rigidity. For example, the rigidity of the vertical surface bending portion 24 may be relatively lower than that of the surrounding area by providing reinforcing ribs or reinforcing beads on the vertical surface portion 21 other than the vertical surface bending portion 24. Alternatively, the plate thickness of the vertical surface bending portion 24 may be formed thinner than the plate thicknesses of the lower vertical surface portion 22 and the upper vertical surface portion 23.

[0032] The front lateral surface portion 26 is a planar portion forming the front part of the lateral surface portion 25. The rear lateral surface portion 27 is a planar portion forming the rear part of the lateral surface portion 25, and is located rearward of the front lateral surface portion 26. Lower mounting holes 42 are drilled in the rear lateral surface portion 27, and the lower end of the grip portion 3 is attached via a fastener 50. The lateral surface bending portion 28 is a portion provided between the front lateral surface portion 26 and the rear lateral surface portion 27, and serves as a starting point for bending deformation of the rear lateral surface portion 27 relative to the front lateral surface portion 26 when a load toward the front of the vehicle acts on the rear lateral surface portion 27.

[0033] The lateral surface portion 25 shown in FIG. 4 is formed in a shape that is bent in advance at the lateral surface bending portion 28 when viewed from the side of the vehicle. The front lateral surface portion 26 is disposed at a gradient that is nearly horizontal, and the rear lateral surface portion 27 is disposed at a gradient that tilts downward relative to the front lateral surface portion 26. This makes it easy for the rear lateral surface portion 27 to bend forward about the lateral surface bending portion 28 when a load acting toward the front of the vehicle acts on the rear lateral surface portion 27. In addition, the rear lateral surface portion 27 is disposed approximately parallel to the upper vertical surface portion 23. This makes it easy for the upper end of the grip portion 3 to move along the surface of the upper vertical surface portion 23 when the lower end of the grip portion 3 attempts to move along the surface of the rear lateral surface portion 27.

[0034] Instead of forming the lateral surface bending portion 28 into a pre-bent shape, the lateral surface bending portion 28 may be formed to have low rigidity. For example, reinforcing ribs or reinforcing beads may be provided on the lateral surface portion 25 in a portion other than the lateral surface bending portion 28, thereby making the rigidity of the lateral surface bending portion 28 relatively lower than that of the surrounding area. Alternatively, the plate thickness of the lateral surface bending portion 28 may be formed to be thinner than the plate thicknesses of the front lateral surface portion 26 and the rear lateral surface portion 27.

[0035] Line C in FIG. １ is a line corresponding to a plane passing through the center of the fastening hole 40, the normal of which is parallel to the vehicle width direction, and line C ２ is a line corresponding to a plane passing through the centers of the upper mounting hole 41 and the lower mounting hole 42, the normal of which is parallel to the vehicle width direction. １ and line C ２ are parallel to each other in FIG. 4 and are parallel to line C ２ Line C １ The line C is arranged so as to be offset outward in the vehicle width direction. １ corresponds to the center line of the first bracket 1 in the vehicle width direction, and line C ２ corresponds to the center line of the grip portion 3 (grip body 31) in the vehicle width direction.

[0036] Figure 5 is a three-view diagram of the grip portion 3 shown in Figure 2. The grip portion 3 includes a grip body 31, an upper decorative cover 32, and a lower decorative cover 33. The grip body 31, the upper decorative cover 32, and the lower decorative cover 33 can each be formed by, for example, resin molding. The grip body 31 is a rod-shaped member having a flat upper mounting surface 34 at its upper end and a flat lower mounting surface 36 at its lower end.

[0037] The upper mounting surface 34 has a grip upper mounting hole 35 drilled therein that corresponds to the upper mounting hole 41. The upper mounting surface 34 is fastened to the second bracket 2 via a fastener 50 while in surface contact with the upper vertical surface portion 23. The lower mounting surface 36 has a grip lower mounting hole 37 drilled therein that corresponds to the lower mounting hole 42. The lower mounting surface 36 is fastened to the second bracket 2 via a fastener 50 while in surface contact with the rear horizontal surface portion 27. The positions of the grip upper mounting hole 35 and the grip lower mounting hole 37 in the vehicle width direction are set so that they are in the center of the grip body 31 in the vehicle width direction.

[0038] The upper decorative cover 32 is formed in a shape that covers the fastening point between the grip body 31 and the upper vertical surface portion 23 of the second bracket 2. Similarly, the lower decorative cover 33 is formed in a shape that covers the fastening point between the grip body 31 and the rear horizontal surface portion 27 of the second bracket 2. Meanwhile, the lower decorative cover 33 is preferably formed so as to cover not only this fastening point but also the rear and lower parts of the rear horizontal surface portion 27 (the rear end portion of the horizontal surface portion 25).

[0039] For example, the lower decorative cover 33 preferably extends rearward and downward from the rear lateral surface portion 27 to cover a wide area so as to reach a position where an occupant's legs or the like may come into contact in the event of a frontal collision of the vehicle. The lower end of the lower decorative cover 33 preferably extends downward to an extent that prevents the occupant's legs from slipping under the instrument panel grip device 4. In addition, the lower end of the lower decorative cover 33 is preferably formed in a shape that curls forward as shown in FIG. 5 .

[0040] 6 is an exploded perspective view showing an enlarged view of the fastening location between the upper vertical surface portion 23 of the second bracket 2 and the upper mounting surface 34 of the grip unit 3. The upper vertical surface portion 23 and the upper mounting surface 34 are fastened together with, for example, a bolt 51 and a nut 52, which serve as the fastener 50 described above. A grip upper mounting hole 35 (first hole) is formed in the upper mounting surface 34 of the grip unit 3, and an upper mounting hole 41 (second hole) is formed in the upper vertical surface portion 23 of the second bracket 2. The bolt 51 (shaft member) is inserted through the grip upper mounting hole 35 and the upper mounting hole 41 to fasten them together.

[0041] A slit portion 38 is formed adjacent to the lower side of the grip upper mounting hole 35. The slit portion 38 is, for example, a narrow gap formed to penetrate the front and back of the upper mounting surface 34 (or a narrow groove formed to penetrate almost all the way through, rather than completely through). The slit portion 38 may be formed to a length that reaches from the grip upper mounting hole 35 to the edge of the upper mounting surface 34, or may be formed as a plurality of narrow gaps that are discontinuously connected in a perforated pattern. The width of the slit portion 38 is preferably set to a dimension smaller than the axial diameter of the bolt 51. The slit portion 38 functions to release the bolt 51 from the grip upper mounting hole 35 when a load toward the front of the vehicle is applied to the grip portion 3.

[0042] As shown by the dashed line in Figure 6, a second slit portion 43 may be formed in an adjacent position on the upper side of the upper mounting hole 41. The structure of the second slit portion 43 is similar to the structure of the slit portion 38. The second slit portion 43 may be formed in place of the slit portion 38, or may be formed together with the slit portion 38. The second slit portion 43 functions to release the bolt 51 from the upper mounting hole 41 when a load toward the front of the vehicle is applied to the grip portion 3.

[0043] 7(A) to 7(D) are side views showing the deformation state of the instrument panel grip device 4 in chronological order during a vehicle frontal collision. Fig. 7(A) shows the state immediately before the occupant's knees 60 move forward of the vehicle during a vehicle frontal collision and come into contact with the grip portion 3 of the instrument panel grip device 4. The black arrow in Fig. 7(A) indicates the movement direction of the knees 60, and also the direction of action of the load transmitted from the knees 60 to the grip portion 3 when the knees 60 come into contact with the lower decorative cover 33 of the grip portion 3.

[0044] Contact between the grip portion 3 and the knee portion 60 causes a load toward the front of the vehicle to act on the grip portion 3. This load is transmitted from the lower vertical surface portion 22 of the second bracket 2 to the rear surface portion 13 of the first bracket 1. The fastener 50 that fastens the first bracket 1 and the second bracket 2 together is located directly above the central bent portion 29 and fastens the vertical surface portion 21. As a result, the vertical surface portion 21 above the central bent portion 29 is less likely to deform, and the horizontal surface portion 25 below the central bent portion 29 is relatively more likely to deform.

[0045] Thereafter, as shown in Figure 7(B) , the load transmitted from the knee portion 60 to the grip portion 3 causes the central bent portion 29 to bend in a direction narrowing the interior angle. The lateral surface portion 25 of the second bracket 2 deforms so as to rotate counterclockwise in Figure 7(B) around the central bent portion 29. This deformation absorbs part of the collision energy, mitigating the impact input from the grip portion 3 to the knee portion 60.

[0046] Furthermore, due to the bending deformation of the central bending portion 29, the entire grip portion 3 moves in an upper left direction in Figure 7(B). As a result, the upper vertical surface portion 23 of the second bracket 2 is pressed toward the front of the vehicle by the upper mounting surface 34 of the grip portion 3, and a load toward the front of the vehicle acts on the upper vertical surface portion 23. This load bends the vertical surface bending portion 24 in a direction that moves the upper end of the upper vertical surface portion 23 forward. The upper vertical surface portion 23 deforms so as to rotate counterclockwise in Figure 7(B) around the vertical surface bending portion 24. This deformation absorbs part of the collision energy, further mitigating the impact input from the grip portion 3 to the knee portion 60.

[0047] As the load transmitted from the upper mounting surface 34 of the grip portion 3 to the upper vertical surface portion 23 of the second bracket 2 increases, a force acts that tends to cause the upper mounting surface 34 to slide relatively upward and left along the surface of the upper vertical surface portion 23. This force causes the shank of the bolt 51 to expand the slit portion 38, and as shown in Figure 7(C), the bolt 51 is released from the grip upper mounting hole 35. In this way, the release of the mounting point at the top of the grip portion 3 reduces the reaction force from the second bracket 2 to the grip portion 3, further mitigating the impact input from the grip portion 3 to the knee portion 60.

[0048] When the upper attachment point of the grip portion 3 is detached, the entire grip portion 3 is allowed to deform so as to rotate clockwise in Figure 7(D). This causes the lateral surface bending portion 28 to bend in a direction that moves the rear end of the rear lateral surface portion 27 downward. The rear lateral surface portion 27 deforms so as to rotate clockwise in Figure 7(D) around the lateral surface bending portion 28. This deformation absorbs part of the collision energy, further mitigating the impact input from the grip portion 3 to the knee portion 60.

[0049] 8A and 8B are top views showing the deformation state of the instrument panel grip device 4 over time during a vehicle frontal collision. Fig. 8A shows the state immediately before the occupant's knees 60 move forward in a vehicle frontal collision and come into contact with the grip portion 3 of the instrument panel grip device 4. The large black arrow in Fig. 8A indicates the direction of movement of the knees 60, which is also the direction of action of the load transmitted from the knees 60 to the grip portion 3 when the knees 60 come into contact with the lower decorative cover 33 of the grip portion 3.

[0050] When the grip portion 3 comes into contact with the knee portion 60, a load is applied to the grip portion 3 in the forward direction of the vehicle. This load is transmitted from the second bracket 2 to the first bracket 1. In addition, a line C corresponding to the center line of the grip portion 3 (grip body 31) in the vehicle width direction is ２ is a line C corresponding to the center line of the first bracket 1 in the vehicle width direction. １ As a result, a counterclockwise moment indicated by the small black arrow in Figure 8(A) acts on the fixed point between the first bracket 1 and the deck cross member 6, causing the entire instrument panel grip device 4 to move and deform in a direction that causes it to tilt outward in the vehicle width direction.

[0051] As shown by the white arrow in FIG. 8A, if the direction of movement of the knee 60 is toward the front and outside of the vehicle, the line C １ and line C ２ Even if the lines C are arranged on the same straight line, a counterclockwise moment acts on the fixed point between the first bracket 1 and the deck cross member 6. ２ Line C １ By offsetting the grip portion 3 outward in the vehicle width direction, this moment increases, which promotes the tilting deformation of the instrument panel grip device 4. This tilting deformation absorbs part of the collision energy and reduces the impact input from the grip portion 3 to the knee portion 60.

[0052] Furthermore, the first bracket 1 is formed in a U-shape when viewed from above. This allows the entire first bracket 1 to more easily tolerate deformation in a direction that causes it to tilt outward in the vehicle width direction. Therefore, the shape of the first bracket 1 promotes the tilting deformation of the instrument panel grip device 4, further mitigating the impact input from the grip portion 3 to the knee portion 60. In addition, as shown in FIG. 8(B) , deformation such as bending of the plate surfaces of the left side portion 11 and the right side portion 12 of the first bracket 1 is also more easily tolerated. This deformation absorbs part of the collision energy, further mitigating the impact input from the grip portion 3 to the knee portion 60.

[0053] [3. Effects] (1) The above-described grip structure for a vehicle includes a first bracket 1, a second bracket 2, and a grip portion 3. The first bracket 1 is fixed to a deck cross member 6 of the vehicle and has a shape that extends from the deck cross member 6 toward the rear of the vehicle. The second bracket 2 is formed in a generally L-shape when viewed from the side of the vehicle, and has a vertical surface portion 21 that is a plane extending in the up-down direction and a horizontal surface portion 25 that is a plane extending from the lower end of the vertical surface portion 21 toward the rear of the vehicle, and the vertical surface portion 21 is fixed to the first bracket 1. The grip portion 3 is attached to the vertical surface portion 21 and the horizontal surface portion 25 of the second bracket 2.

[0054] By attaching the grip portion 3 to the vertical surface portion 21 and horizontal surface portion 25 of the substantially L-shaped second bracket 2 in this manner, the rigidity of the grip portion 3 during normal use can be ensured, and for example, wobbling when gripped by an occupant can be suppressed. Furthermore, by fixing the vertical surface portion 21 of the second bracket 2 to the first bracket 1, it is possible to bend the central bending portion 29, which is the boundary between the vertical surface portion 21 and the horizontal surface portion 25, in the event of a frontal vehicle collision. This deformation absorbs part of the collision energy and reduces the impact input from the grip portion 3 to the knee portion 60. Therefore, the disclosed vehicle grip structure can achieve both mounting stability and cushioning performance.

[0055] (2) The vertical surface portion 21 has a lower vertical surface portion 22, an upper vertical surface portion 23, and a vertical surface bending portion 24. The lower vertical surface portion 22 is a portion that is fixed to the first bracket 1. The upper vertical surface portion 23 is located higher than the lower vertical surface portion 22 and is a portion to which the upper end of the grip portion 3 is attached. The vertical surface bending portion 24 is provided between the lower vertical surface portion 22 and the upper vertical surface portion 23 and is a portion that serves as a starting point for bending deformation of the upper vertical surface portion 23 relative to the lower vertical surface portion 22.

[0056] The vertical surface bending portion 24 becomes the starting point of bending deformation, for example, when a load acts on the upper vertical surface portion 23 toward the front of the vehicle. By providing the vertical surface bending portion 24 between the lower vertical surface portion 22 and the upper vertical surface portion 23 in this manner, not only the central bending portion 29 but also the vertical surface bending portion 24 can be bent, and this deformation can absorb part of the collision energy. Therefore, the impact input from the grip portion 3 to the knee portion 60 can be further reduced. In addition, because the vertical surface bending portion 24 is located above the lower vertical surface portion 22, the vertical surface bending portion 24 can be bent without deforming the fixed portion between the first bracket 1 and the second bracket 2. This stabilizes the attachment state of the second bracket 2 to the first bracket 1.

[0057] (3) The vertical surface bending portion 24 can be formed to have lower rigidity than the lower vertical surface portion 22 and the upper vertical surface portion 23. For example, reinforcing ribs or reinforcing beads can be provided on the vertical surface portion 21 in a portion other than the vertical surface bending portion 24, thereby forming the vertical surface bending portion 24 with relatively low rigidity. Alternatively, the plate thickness of the vertical surface bending portion 24 can be formed to be thinner than the plate thicknesses of the lower vertical surface portion 22 and the upper vertical surface portion 23, thereby forming the vertical surface bending portion 24 with relatively low rigidity. With this configuration, when a load toward the front of the vehicle acts on the upper vertical surface portion 23, the vertical surface bending portion 24 can bend more reliably. Therefore, mounting stability and cushioning performance can be improved.

[0058] (4) The vertical surface portion 21 can be formed in a bent shape at the vertical surface bending portion 24 when viewed from the side of the vehicle. For example, as shown in FIG. 4 , the lower vertical surface portion 22 is disposed at a gradient close to vertical, and the upper vertical surface portion 23 is disposed at a gradient in which the upper portion of the lower vertical surface portion 22 is tilted forward. With this configuration, when a load toward the front of the vehicle acts on the upper vertical surface portion 23, the vertical surface bending portion 24 can be bent more reliably. Therefore, mounting stability and cushioning performance can be improved.

[0059] (5) As shown in FIG. 6 , the above-described grip structure for a vehicle may include a grip upper mounting hole 35 (first hole) formed in the grip portion 3, an upper mounting hole 41 (second hole) formed in the second bracket 2, a bolt 51 (shaft member), and a slit portion 38 (or a second slit portion 43). The bolt 51 is inserted through the grip upper mounting hole 35 and the upper mounting hole 41 to be fixed. The slit portion 38 is formed adjacent to and below the grip upper mounting hole 35 (or the second slit portion 43 is formed adjacent to and above the upper mounting hole 41), and when a load is applied to the grip portion 3 toward the front of the vehicle, the bolt 51 is released from the grip upper mounting hole 35 or the upper mounting hole 41.

[0060] With this configuration, when a load acts on the grip portion 3 toward the front of the vehicle, the attachment point at the top of the grip portion 3 can be detached, allowing the impact to be dissipated. Also, the reaction force from the second bracket 2 to the grip portion 3 can be reduced, and the impact input from the grip portion 3 to the knee portion 60 can be alleviated. Therefore, the shock-absorbing performance can be improved. Furthermore, detaching the attachment point at the top of the grip portion 3 can promote bending of the central bending portion 29, further improving the shock-absorbing performance.

[0061] (6) The lateral surface portion 25 has a front lateral surface portion 26, a rear lateral surface portion 27, and a lateral surface bending portion 28. The front lateral surface portion 26 is a portion that extends substantially horizontally from the lower end of the vertical surface portion 21 toward the rear of the vehicle. The rear lateral surface portion 27 is located rearward of the front lateral surface portion 26 and is a portion to which the lower part of the grip portion 3 is attached. The lateral surface bending portion 28 is provided between the front lateral surface portion 26 and the rear lateral surface portion 27 and is a portion that serves as a starting point for bending deformation of the rear lateral surface portion 27 relative to the front lateral surface portion 26.

[0062] The lateral surface bending portions 28 become the starting points of bending deformation, for example, when a load acting toward the front of the vehicle acts on the rear lateral surface portions 27. By providing the lateral surface bending portions 28 between the front lateral surface portions 26 and the rear lateral surface portions 27 in this way, not only the central bending portion 29 but also the lateral surface bending portions 28 can be bent, and this deformation can absorb part of the collision energy. Therefore, the impact input from the grip portion 3 to the knee portion 60 can be further reduced.

[0063] (7) The lateral surface bending portions 28 can be formed with lower rigidity than the front lateral surface portions 26 and the rear lateral surface portions 27. For example, reinforcing ribs or reinforcing beads can be provided on portions of the lateral surface portions 25 other than the lateral surface bending portions 28, thereby forming the lateral surface bending portions 28 with relatively lower rigidity. Alternatively, the plate thickness of the lateral surface bending portions 28 can be formed thinner than the plate thicknesses of the front lateral surface portions 26 and the rear lateral surface portions 27, thereby forming the lateral surface bending portions 28 with relatively lower rigidity. With this configuration, when a load acts on the rear lateral surface portions 27 toward the front of the vehicle, the lateral surface bending portions 28 can bend more reliably. Therefore, mounting stability and cushioning performance can be improved.

[0064] (8) The lateral surface portions 25 may be formed in a bent shape at the lateral surface bending portions 28 in a side view of the vehicle. For example, as shown in FIG. 4, the front lateral surface portions 26 may be disposed at a slope close to horizontal, and the rear lateral surface portions 27 may be disposed at a slope in which the rear portion of the front lateral surface portions 26 is tilted downward. This configuration allows the lateral surface bending portions 28 to bend more reliably when a load acting toward the front of the vehicle acts on the rear lateral surface portions 27. This improves mounting stability and cushioning performance.

[0065] (9) As shown in Figures 7(A) to 7(D), the grip portion 3 has a lower decorative cover 33 formed to cover the rear and lower portions of the rear lateral surface portion 27. This configuration prevents interference between the occupant's knees 60 and the second bracket 2 during normal use. Furthermore, in the event of a frontal collision, the occupant's knees 60 can be more reliably received by the lower decorative cover 33, allowing a load toward the front of the vehicle to be applied to the entire grip portion 3. This promotes bending of the central bending portion 29, improving cushioning performance. Furthermore, the lower attachment point of the grip portion 3 can be hidden by the lower decorative cover 33, improving aesthetics.

[0066] (10) In the above-described grip structure for a vehicle, as shown in FIGS. 8A and 8B, a line C corresponding to the center line of the grip portion 3 (grip body 31) in the vehicle width direction is aligned with the grip portion 3 (grip body 31) in a top view. ２ is a line C corresponding to the center line of the first bracket 1 in the vehicle width direction. １ With this configuration, when the knees 60 of an occupant come into contact with the grip portion 3, the entire instrument panel grip device 4 can be deformed so as to collapse outward in the vehicle width direction. This collapsed deformation can absorb part of the collision energy, mitigating the impact input from the grip portion 3 to the knees 60, thereby improving cushioning performance.

[0067] (11) As shown in Fig. 3, the first bracket 1 is formed in a U-shape in top view. This configuration can promote the instrument panel grip device 4 to collapse outward in the vehicle width direction when the occupant's knees 60 come into contact with the grip portion 3. It can also promote deformation such that the plate surfaces of the left and right side portions 11 and 12 bend, as shown in Fig. 8(B). Therefore, it is possible to reduce the impact input from the grip portion 3 to the knees 60, thereby improving cushioning performance.

[0068] [4. Other] The above-described embodiments are merely illustrative and are not intended to exclude various modifications or applications of techniques not explicitly described in the present embodiments. Each configuration of the present embodiments can be modified in various ways without departing from the spirit of the present embodiments. Furthermore, each configuration of the present embodiments can be selected as needed, or can be appropriately combined with various configurations included in known techniques.

[0069] In the above embodiment, the instrument panel grip device 4 is illustrated as including the first bracket 1 and the second bracket 2 made of metal and the grip portion 3 made of resin, but the material, shape, and fixing means of each member can be changed as appropriate. For example, each member may be made of reinforced plastic, and the grip portion 3 may be made of metal. Furthermore, rivets or metal fasteners may be used as the fasteners 50, or welding or adhesive fixing may be used.

[0070] The present invention is applicable to the manufacturing industry of grip structures for vehicles that are installed inside the vehicle cabin, the manufacturing industry of instrument panel assemblies that are installed inside the vehicle cabin, and the manufacturing industry of vehicles that include the above-mentioned grip structures for vehicles and instrument panel assemblies.

[0071] DESCRIPTION OF SYMBOLS 1 First bracket 2 Second bracket 3 Grip portion 4 Instrument panel grip device 5 Instrument panel (instrument panel) 6 Deck cross member 11 Left surface portion 12 Right surface portion 13 Rear surface portion 14 Fastening hole 21 Vertical surface portion 22 Lower vertical surface portion 23 Upper vertical surface portion 24 Vertical surface bend portion 25 Horizontal surface portion 26 Front horizontal surface portion 27 Rear horizontal surface portion 28 Horizontal surface bend portion 29 Central bend portion 31 Grip body 32 Upper decorative cover 33 Lower decorative cover 34 Upper mounting surface 35 Grip upper mounting hole (first hole) 36 Lower mounting surface 37 Grip lower mounting hole 38 Slit portion 40 Fastening hole 41 Upper mounting hole (second hole) 42 Lower mounting hole 43 Second slit portion 50 Fastener 51 Bolt (shaft member) 52 Nut 60 Knee area

Claims

1. A grip structure for a vehicle comprising: a first bracket fixed to a deck cross member of a vehicle and extending from said deck cross member toward the rear of the vehicle; a second bracket formed in a generally L-shape when viewed from the side of the vehicle, having a vertical surface portion with a planar shape extending in the up-and-down direction and a horizontal surface portion with a planar shape extending from the lower end of said vertical surface portion toward the rear of the vehicle, said vertical surface portion being fixed to said first bracket; and a grip portion attached to said vertical surface portion and said horizontal surface portion of said second bracket.

2. A grip structure for a vehicle as described in claim 1, characterized in that the vertical surface portion has: a lower vertical surface portion fixed to the first bracket; an upper vertical surface portion located above the lower vertical surface portion and to which the upper end of the grip portion is attached; and a vertical surface bending portion provided between the lower vertical surface portion and the upper vertical surface portion and which serves as a starting point for bending deformation of the upper vertical surface portion relative to the lower vertical surface portion.

3. The grip structure for vehicles according to claim 2, characterized in that the vertical bent portion is formed to have lower rigidity than the lower vertical portion and the upper vertical portion.

4. The grip structure for a vehicle according to claim 2, wherein the vertical surface portion is formed in a shape that is bent at the vertical surface bending portion when viewed from the side of the vehicle.

5. A grip structure for a vehicle as described in claim 1, characterized in that it comprises: a first hole formed in the grip portion; a second hole formed in the second bracket; an axial member inserted and fixed through the first hole and the second hole; and a slit portion formed adjacent to below the first hole or above the second hole, which detaches the axial member from the first hole or the second hole when a load toward the front of the vehicle is applied to the grip portion.

6. A grip structure for a vehicle as described in claim 1, characterized in that the lateral surface portion has: a front lateral surface portion extending approximately horizontally from the lower end of the vertical surface portion toward the rear of the vehicle; a rear lateral surface portion located rearward of the front lateral surface portion and to which the lower part of the grip portion is attached; and a lateral surface bending portion provided between the front lateral surface portion and the rear lateral surface portion and which serves as a starting point for bending deformation of the rear lateral surface portion relative to the front lateral surface portion.

7. The grip structure for a vehicle according to claim 6, characterized in that the lateral bent portion is formed to have lower rigidity than the front lateral portion and the rear lateral portion.

8. A grip structure for a vehicle as set forth in claim 6, characterized in that the lateral surface portion is formed in a shape that is bent at the lateral surface bending portion when viewed from the side of the vehicle.

9. A grip structure for a vehicle as set forth in claim 1, characterized in that the grip portion has a lower decorative cover formed to cover the rear and lower part of the rear end of the side surface portion.

10. A grip structure for a vehicle as described in claim 1, characterized in that, in top view, the vehicle width centerline of the grip portion is positioned outward in the vehicle width direction from the vehicle width centerline of the first bracket.

11. The grip structure for a vehicle according to claim 1, characterized in that the first bracket is formed in a U-shape when viewed from above.

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