Instrument panel connecting bracket and vehicle

Abstract

The present application provides a kind of instrument board connecting support and vehicle, it is related to vehicle parts technical field.The instrument board connecting support of the present application includes body and base, wherein body is columnar and hollow inside, the top of body is connected with the instrument board of vehicle.Base is connected with the bottom of body, and base is connected with the front apron support of vehicle.Body includes multiple sub-supports, and adjacent two sub-supports are connected with each other, which are arranged in the vertical direction of vehicle and stacked.The present application changes the soft connection of instrument board connecting support and front apron support in prior art into rigid connection, and splits instrument board connecting support into multiple sub-supports, compared with a whole connecting support, in the case of improving the connection rigidity of instrument board connecting support and front apron support, it can be more easily collapsed when pedestrian and vehicle collide, to absorb the impact force so as to reduce the harm to pedestrian, which not only guarantees the NVH performance of vehicle, but also takes into account the pedestrian protection performance.

Description

[0001] This case is a divisional application of application number CN202110914511.4, filed on August 10, 2021, entitled "A dashboard connecting bracket and vehicle". Technical Field

[0002] This invention relates to the field of vehicle component technology, and in particular to an instrument panel connecting bracket and a vehicle. Background Technology

[0003] As people's living standards improve, there are increasingly higher requirements for the NVH (Noise, Vibration, and Harshness) and safety performance of automobiles. To ensure good overall NVH performance, a rigid connection is needed between the dashboard and the front body, requiring high stiffness at the attachment point. However, to ensure better pedestrian safety, a softer connection between the dashboard and the front body is generally required. In other words, for pedestrian head impact safety, the dashboard support cannot be too rigid. In an accident, the head collides with the windshield and then impacts the dashboard. Lower stiffness at the dashboard-front body attachment point can minimize head injury, but a softer structure makes the dashboard more prone to rattling and other abnormal noises.

[0004] Currently, the connection between the main instrument panel and the front bulkhead of a car is primarily achieved by using the fit between the felt and the front bulkhead connecting bracket to suppress the longitudinal movement of the main instrument panel, thereby controlling abnormal noise. In existing technology, the main instrument panel typically has 3-4 attachment points to the front bulkhead. This felt-gap matching attachment method leads to inconsistent fit states at different attachment points. Furthermore, to maintain a certain NVH level to control abnormal noise, the stiffness of the attachment points is generally increased to raise the modal frequency of the main instrument panel. However, from a passive safety perspective (pedestrian protection), in a collision between a pedestrian and the vehicle's windshield, higher stiffness at the main instrument panel and front bulkhead attachment points would cause greater head impact injury to the pedestrian, thus lowering the head impact test score. This contradicts NVH performance requirements and often results in some sacrifices in vehicle quality during the design process. Summary of the Invention

[0005] The first objective of this invention is to provide an instrument panel connection bracket that solves the technical problem in the prior art where it is difficult to balance NVH performance and pedestrian protection performance in the design of the connection structure between the vehicle instrument panel and the front of the vehicle body.

[0006] A further objective of the first aspect of the present invention is to reduce the impact force on the head during a pedestrian collision.

[0007] A second aspect of the present invention is to provide a vehicle having the above-described instrument panel connecting bracket.

[0008] According to a first aspect of the present invention, the present invention provides an instrument panel connection bracket, comprising:

[0009] The main body is columnar and hollow inside, and the top of the main body is connected to the vehicle's dashboard;

[0010] A base is connected to the bottom of the main body, and the base is connected to the front bulkhead bracket of the vehicle; the main body includes:

[0011] Multiple sub-supports are stacked and arranged along the vertical direction of the vehicle, and adjacent sub-supports are connected to each other.

[0012] Optionally, the cross-sectional area on the horizontal plane of each of the sub-supports is different.

[0013] Optionally, the sub-support is frustum-shaped, and the cross-sectional area of ​​the lower sub-support in two adjacent sub-supports is smaller than that of the upper sub-support.

[0014] Optionally, the sub-bracket is in the shape of a truncated quadrangular pyramid, and each sub-bracket has a crushing groove on its front sidewall facing the vehicle, and each sub-bracket has a crushing groove on each of its two sidewalls arranged longitudinally along the vehicle.

[0015] Optionally, the top of the uppermost sub-bracket among the plurality of sub-brackets is parallel to the dashboard, and the tops and bottoms of the remaining sub-brackets are relatively parallel and configured to be inclined toward the top of the vehicle relative to the longitudinal direction of the vehicle.

[0016] The crushing groove is formed by the bottom of the sub-support recessing towards its own top.

[0017] Optionally, the bottom of the crushing grooves on the two side walls arranged longitudinally along the vehicle are parallel to the top of the sub-bracket.

[0018] Optionally, a step is formed between the bottom surface of the upper sub-bracket and the sides of the lower sub-bracket in two adjacent sub-brackets.

[0019] Optionally, the base is provided with an elastic pressure tongue arranged longitudinally along the vehicle and a pressure plate disposed at the bottom of the elastic pressure tongue. The elastic pressure tongue has a snap-fit ​​portion bent toward the pressure plate, so that when the front bulkhead bracket is inserted between the elastic pressure tongue and the pressure plate, the snap-fit ​​portion snaps into a groove on the front bulkhead bracket, thereby realizing the connection between the instrument panel connecting bracket and the front bulkhead bracket.

[0020] Optionally, the dashboard connecting bracket is integrally formed with the vehicle's defrost duct.

[0021] According to a second aspect of the present invention, the present invention also provides a vehicle equipped with the aforementioned dashboard connecting bracket.

[0022] The dashboard connecting bracket of the present invention includes a body and a base. The body is columnar and hollow inside, and its top is connected to the vehicle's dashboard. The base is connected to the bottom of the body and to the vehicle's front bulkhead bracket. The body includes multiple sub-brackets, which are stacked along the vertical direction of the vehicle and adjacent sub-brackets are connected to each other. This invention changes the soft connection between the dashboard connecting bracket and the front bulkhead bracket in the prior art to a rigid connection, and by dividing the dashboard connecting bracket into multiple sub-brackets, compared to a single integral connecting bracket, it increases the connection rigidity between the dashboard connecting bracket and the front bulkhead bracket. In the event of a collision between a pedestrian and the vehicle, it can more easily crumple, absorbing the impact force and thus reducing injury to pedestrians. This ensures both the vehicle's NVH performance and pedestrian protection.

[0023] Furthermore, the sub-supports are truncated pyramidal in shape, with a crushing groove on the front side wall of each sub-support facing the vehicle, and a crushing groove on each of the two side walls of each sub-support arranged longitudinally along the vehicle. By providing crushing grooves, this invention guides the dashboard connecting bracket to crush according to a preset deformation pattern when a pedestrian collides with the vehicle, thereby absorbing the impact force during a pedestrian collision and reducing injury to the pedestrian.

[0024] The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments of the invention in conjunction with the accompanying drawings. Attached Figure Description

[0025] The following sections will describe some specific embodiments of the invention in detail by way of example and not limitation, with reference to the accompanying drawings. The same reference numerals in the drawings denote the same or similar parts or portions. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings:

[0026] Figure 1 This is a schematic connection diagram of the instrument panel connecting bracket with the instrument panel and the front bulkhead bracket according to an embodiment of the present invention;

[0027] Figure 2 yes Figure 1 The diagram shows a schematic structural representation of the dashboard connecting bracket at one angle.

[0028] Figure 3 yes Figure 1 A schematic structural diagram of the dashboard connecting bracket from another angle;

[0029] Figure 4 yes Figure 1 A schematic structural diagram of the instrument panel connecting bracket at another angle;

[0030] Figure 5 yes Figure 1 A schematic structural diagram of the front bulkhead bracket shown;

[0031] Figure 6 This is a schematic connection diagram of the instrument panel connecting bracket and the front bulkhead bracket according to an embodiment of the present invention. Detailed Implementation

[0032] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0033] Figure 1 This is a schematic connection diagram of the dashboard connecting bracket 100 with the dashboard 200 and the front bulkhead bracket 300 according to an embodiment of the present invention. Figure 1 As shown, in one specific embodiment, the dashboard connecting bracket 100 includes a body 10 and a base 20. The body 10 is columnar and hollow inside, and its top is connected to the vehicle's dashboard 200. The base 20 is connected to the bottom of the body 10 and to the vehicle's front bulkhead bracket 300. The body 10 includes multiple sub-braces 11, which are stacked along the vertical direction of the vehicle, and adjacent sub-braces 11 are connected to each other. Here, the dashboard connecting bracket 100 is made of PP-TD20, but in practical applications, other materials, such as PP-LGF20, can be used.

[0034] In this embodiment, the soft connection between the instrument panel connecting bracket 100 and the front bulkhead bracket 300 in the prior art is changed to a rigid connection. Furthermore, the instrument panel connecting bracket 100 is divided into multiple sub-brackets 11. Compared with a single connecting bracket, by increasing the connection rigidity between the instrument panel connecting bracket 100 and the front bulkhead bracket 300, it is easier for the bracket to crumple and absorb the impact force when a pedestrian collides with the vehicle, thereby reducing the injury to the pedestrian. This ensures both the NVH performance of the vehicle and the pedestrian protection performance.

[0035] Figure 2 yes Figure 1 The diagram shows a schematic structural view of the dashboard connecting bracket 100 at one angle. Figure 3 yes Figure 1 The diagram shows a schematic structural view of the dashboard connecting bracket 100 from another angle. Figure 4 yes Figure 1This is a schematic structural diagram of the dashboard connecting bracket 100 at another angle. (See diagram below.) Figure 2 , Figure 3 and Figure 4 As shown, in one embodiment, the cross-sectional area of ​​each sub-bracket 11 on the horizontal plane is not the same. This is equivalent to setting the dashboard connecting bracket 100 to an irregular shape, which makes the dashboard connecting bracket 100 more prone to collapse in the event of a pedestrian-vehicle collision.

[0036] Specifically, the sub-bracket 11 is frustum-shaped, and the cross-sectional area of ​​the lower sub-bracket 11 is smaller than that of the upper sub-bracket 11 in a pair of adjacent sub-brackets 11. It can be understood that the cross-sectional area of ​​the sub-bracket 11 increases from bottom to top along the vertical direction of the vehicle.

[0037] Furthermore, the sub-brackets 11 are truncated pyramidal in shape, and each sub-bracket 11 has a crush groove 12 on its front sidewall facing the vehicle. Additionally, each sub-bracket 11 has a crush groove 12 on each of its two longitudinally arranged sidewalls. By providing multiple crush grooves 12, this embodiment guides the dashboard connecting bracket 100 to crush according to a preset deformation pattern when a pedestrian collides with the vehicle. This reduces the impact force on the head while maintaining NVH performance, thus improving pedestrian protection performance. This embodiment improves pedestrian head impact performance without reducing the stiffness of the attachment point of the dashboard connecting bracket 100, achieving a combined improvement in NVH performance and pedestrian protection performance, while also achieving weight reduction of the dashboard connecting bracket 100.

[0038] In a preferred embodiment, the top of the uppermost of the plurality of sub-brackets 11 is parallel to the dashboard 200, and the top of the base 20 is parallel to the bottom of the sub-bracket 11 above it. The tops and bottoms of the remaining sub-brackets 11 are relatively parallel and are arranged to be inclined toward the top of the vehicle relative to the longitudinal direction of the vehicle. The crush groove 12 is formed by the bottom of the sub-bracket 11 being recessed toward its own top.

[0039] Specifically, the bottom of the crushing grooves 12 on the two side walls arranged longitudinally along the vehicle is parallel to the top of the sub-support 11. In this embodiment, the sub-support 11 is set to be inclined and the crushing grooves 12 are set to be inclined, which is equivalent to the angle perpendicular to the pedestrian's head collision angle. This makes it easier to induce the crushing grooves 12 to collapse and absorb the collision force when the pedestrian's head collides with the vehicle, thereby reducing the injury to the pedestrian.

[0040] In a preferred embodiment, a step is formed between the bottom surface of the upper sub-support 11 and the sides of the lower sub-support 11 of two adjacent sub-supports 11. This embodiment, by setting the step, enables effective crushing in the event of a pedestrian's head impact, thereby ensuring pedestrian safety. Specifically, the wall thickness at the step is less than the wall thickness of the sub-support 11, making crushing easier to occur.

[0041] Figure 5 yes Figure 1 The diagram shows a schematic structural representation of the front bulkhead bracket 300. Figure 6 This is a schematic connection diagram of the instrument panel connecting bracket 100 and the front bulkhead bracket 300 according to an embodiment of the present invention. Figure 5 and Figure 6 As shown, the base 20 is provided with an elastic pressure tongue 21 arranged longitudinally along the vehicle and a pressure plate 22 disposed at the bottom of the elastic pressure tongue 21. The elastic pressure tongue 21 has a snap-fit ​​portion 211 bent toward the pressure plate 22, so that when the front bulkhead bracket 300 is inserted between the elastic pressure tongue 21 and the pressure plate 22, the snap-fit ​​portion 211 snaps into the groove 310 on the front bulkhead bracket 300, thereby realizing the connection between the instrument panel connecting bracket 100 and the front bulkhead bracket 300. Compared with the prior art, which uses a felt and the front bulkhead bracket 300 to prevent the X-axis movement of the instrument panel 200 through a clearance fit, this embodiment adds an elastic pressure tongue 21 to the base 20 of the instrument panel connecting bracket 100. The elastic pressure tongue 21 can press the front bulkhead bracket 300 with a certain preload, providing effective rigidity support for the instrument panel connecting bracket 100, increasing the static friction that suppresses the X-axis transmission of the instrument panel 200, effectively suppressing the X-axis movement of the instrument panel 200, and reducing the risk of abnormal noise. Furthermore, in the prior art, the surfaces of the front bulkhead connecting bracket and the instrument panel connecting bracket 100 that match lack the groove 310 structure and are flat, making it difficult to confirm whether the instrument panel connecting bracket 100 is installed correctly during assembly. In this embodiment, a groove 310 is provided on the front bulkhead bracket 300, ensuring that the elastic pressure tongue 21 can accurately engage with the groove 310 during assembly of the instrument panel connecting bracket 100 and the front bulkhead bracket 300, thus improving assembly quality and efficiency.

[0042] In one embodiment, the dashboard connecting bracket 100 is integrally formed with the vehicle's defrosting air duct 400, thereby reducing the installation steps for the dashboard connecting bracket 100 and the defrosting air duct 400. Specifically, the dashboard connecting bracket 100 and the defrosting air duct 400 are connected by welding. In other embodiments, the dashboard connecting bracket 100 and the defrosting air duct 400 can also be separated.

[0043] The present invention also provides a vehicle equipped with the dashboard connecting bracket 100 of any of the above embodiments. Details regarding the dashboard connecting bracket 100 are not provided here.

[0044] Therefore, those skilled in the art should recognize that although numerous exemplary embodiments of the present invention have been shown and described in detail herein, many other variations or modifications conforming to the principles of the present invention can be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Thus, the scope of the present invention should be understood and construed as covering all such other variations or modifications.

Claims

1. A dashboard connecting bracket, characterized in that, include: The main body is hollow inside, and the top of the main body is connected to the vehicle's dashboard; The base is connected to the bottom of the main body, and the base is connected to the front bulkhead bracket of the vehicle; The main body includes multiple sub-supports, which are stacked and arranged along the vertical direction of the vehicle and adjacent sub-supports are connected to each other. Each of the sub-brackets has a crushing groove on its side wall facing the front of the vehicle; The top of the uppermost of the plurality of sub-brackets is parallel to the dashboard, while the tops and bottoms of the remaining sub-brackets are relatively parallel and are arranged to be inclined toward the top of the vehicle relative to the longitudinal direction of the vehicle. The crushing groove is formed by the bottom of the sub-support recessing towards its own top.

2. The instrument panel connecting bracket according to claim 1, characterized in that, Each of the sub-supports has a crushing groove on each of its two side walls arranged longitudinally along the vehicle.

3. The instrument panel connecting bracket according to claim 1 or 2, characterized in that, The cross-sectional area of ​​the lower sub-bracket in two adjacent sub-brackets is smaller than that of the upper sub-bracket.

4. The instrument panel connecting bracket according to claim 1, characterized in that, The bottom of the crushing grooves on the two side walls arranged longitudinally along the vehicle are parallel to the top of the sub-bracket.

5. The instrument panel connecting bracket according to claim 1, characterized in that, A step is formed between the bottom surface of the upper sub-bracket and the sides of the lower sub-bracket in two adjacent sub-brackets.

6. The instrument panel connecting bracket according to claim 5, characterized in that, The wall thickness of the step is less than the wall thickness of the sub-support.

7. The instrument panel connecting bracket according to any one of claims 1-2 and 5-6, characterized in that, The base is provided with an elastic pressure tongue arranged longitudinally along the vehicle and a pressure plate disposed at the bottom of the elastic pressure tongue. The elastic pressure tongue has a snap-fit ​​portion bent toward the pressure plate, so that when the front bulkhead bracket is inserted between the elastic pressure tongue and the pressure plate, the snap-fit ​​portion snaps into a groove on the front bulkhead bracket, thereby realizing the connection between the instrument panel connecting bracket and the front bulkhead bracket.

8. The instrument panel connecting bracket according to any one of claims 1-2 and 5-6, characterized in that, The dashboard connecting bracket is integrally formed with the vehicle's defrost air duct.

9. A vehicle, characterized in that, The vehicle is equipped with an instrument panel connection bracket as described in any one of claims 1-8.

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