Instrument panel cross-car beam assembly, center console, and vehicle

Abstract

The present disclosure relates to an instrument panel beam assembly, a center console and a vehicle, the instrument panel beam assembly comprising a main beam, a steering support, a first front wall support, a second front wall support and a lower support; the steering support, the first front wall support, the second front wall support and the lower support are connected to the main beam respectively, and the ends of the steering support, the first front wall support and the second front wall support away from the main beam are used for connecting with the front wall panel of the vehicle body respectively; the first front wall support is closer to the lower support than the second front wall support, and the first front wall support is located between the steering support and the second front wall support. The instrument panel beam assembly improves the stress balance with the front wall panel, so that the stability of the center console and related accessory parts is improved, thereby improving the crash and durability performance of the vehicle, and avoiding the generation of abnormal sound and other problems affecting the driving experience.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle manufacturing, and specifically, to an instrument panel crossbeam assembly, a center console instrument panel, and a vehicle. Background Art

[0002] In the related art, the connection strength between the instrument panel crossbeam assembly and the front apron panel of the vehicle body is low, which affects the installation stability of the center console instrument panel and further affects the riding experience. Summary of the Invention

[0003] The purpose of the present disclosure is to provide an instrument panel crossbeam assembly, a center console instrument panel, and a vehicle to solve the problems in the above related art.

[0004] To achieve the above purpose, one aspect of the present disclosure provides an instrument panel crossbeam assembly, including a main beam, a steering bracket, a first front apron bracket, a second front apron bracket, and a lower bracket;

[0005] The steering bracket, the first front apron bracket, the second front apron bracket, and the lower bracket are respectively connected to the main beam. The main beam extends along a first direction. The steering bracket, the first front apron bracket, and the second front apron bracket all extend along a second direction. The ends of the steering bracket, the first front apron bracket, and the second front apron bracket away from the main beam are respectively used to connect to the front apron panel of the vehicle body;

[0006] The first front apron bracket is closer to the lower bracket than the second front apron bracket, and the first front apron bracket is located between the steering bracket and the second front apron bracket.

[0007] Optionally, the lower bracket includes a main frame body and at least two mutually connected sub-frame bodies. The main frame body and / or at least one of the sub-frame bodies are connected to the main beam. At least two sub-frame bodies are connected to the main frame body. At least part of the main frame body and at least two sub-frame bodies jointly enclose a first annular frame structure. The main frame body extends along a third direction.

[0008] Optionally, the main frame body includes a cross plate and two side plates oppositely arranged in the first direction. The two sides of the cross plate are respectively connected to the two side plates. When viewed in the third direction, the shape of the cross plate is "U-shaped", and the cross plate and the two side plates together form a double-groove structure.

[0009] Optionally, first reinforcing ribs are provided on both sides of the main frame body in the second direction. The first reinforcing ribs are located between the two side plates and are respectively connected to the cross plate and the two side plates.

[0010] Optionally, at least two of the subframes are provided with second reinforcing ribs, with one end of the second reinforcing ribs of the two interconnected subframes facing each other.

[0011] Optionally, the length of the side of the main frame away from the first annular frame structure in the second direction is greater than the length of the side of the main frame closer to the first annular frame structure in the second direction.

[0012] The length of the side of each subframe away from the first annular frame structure in the second direction is greater than the length of the side of the corresponding subframe close to the first annular frame structure in the second direction.

[0013] Optionally, the main beam includes a body, a screen mounting bracket, and a screen reinforcing bracket. The screen mounting bracket and the screen reinforcing bracket are integrally formed with the body. The screen mounting bracket and the screen reinforcing bracket are respectively located on both sides of the body in a third direction. The screen reinforcing bracket is integrally formed with the main frame and at least one of the sub-frames. The screen reinforcing bracket is provided with a third reinforcing rib. The first end of the third reinforcing rib faces the body, and the second end of the third reinforcing rib faces the main frame and / or the sub-frame connected to the screen reinforcing bracket.

[0014] Optionally, a first connecting portion is provided at a first end of the first front bulkhead bracket, the first connecting portion being attached to and connected to the main beam, and a second connecting portion is provided at a second end of the first front bulkhead bracket, the second connecting portion being attached to and connected to the front bulkhead panel of the vehicle body.

[0015] Optionally, the second front support has a plurality of fourth reinforcing ribs connected end to end. When viewed from the third side upward, two adjacent fourth reinforcing ribs form a “V” shape. Each fourth reinforcing rib has a weight-reduction notch so that each fourth reinforcing rib is constructed as a “U” shape.

[0016] Optionally, the steering bracket includes a cross frame and two side frames. The first ends of the two side frames are respectively connected to the two ends of the cross frame. The second ends of the two side frames are connected to each other and are provided with a first mounting part. The cross frame and the two side frames together form a second annular frame structure. The cross frame is connected to the main beam, and the first mounting part is used to connect to the front bulkhead of the vehicle body.

[0017] Optionally, the length of the side of the two side frames closer to the second annular frame structure in the third direction is smaller than the length of the corresponding side frame away from the second annular frame structure in the third direction.

[0018] Optionally, the steering bracket further includes a second mounting part and a support plate. The second mounting part is connected to the second end of the two side frames, and the support plate is connected to the second mounting part. A portion of the support plate is located within the second annular frame structure and is connected to the two side frames respectively. The second mounting part is used to connect to the front bulkhead of the vehicle body. The second mounting part and the first mounting part are arranged side by side in the third direction.

[0019] Optionally, the end of the support plate away from the second mounting portion is formed with a recess, so that when viewed from a third-party upward perspective, the end of the support plate away from the second mounting portion has a "V" shaped structure, and the support plate is provided with a second weight-reducing hole.

[0020] Optionally, a fifth reinforcing rib extending in the second direction is formed on both of the side frames.

[0021] Optionally, the main beam includes metal components and plastic components, which are integrally molded by insert injection molding so that at least a portion of the metal components is covered by the plastic components.

[0022] Optionally, the steering bracket and the first front bulkhead bracket are made of metal and connected to the metal component, while the second front bulkhead bracket and the lower bracket are made of plastic and integrally formed with the plastic component.

[0023] Optionally, the steering bracket is made of magnesium alloy, and the first front bulkhead bracket is made of steel.

[0024] A second aspect of this disclosure also provides a central control instrument panel, including the aforementioned instrument panel beam assembly.

[0025] A third aspect of this disclosure also provides a vehicle including the aforementioned instrument panel crossbeam assembly or the aforementioned center console.

[0026] The aforementioned technical solution, by connecting the steering bracket, the first front bulkhead bracket, and the second front bulkhead bracket to the front bulkhead of the vehicle body, can improve the connection strength between the front bulkhead and the instrument panel crossbeam assembly. By positioning the first front bulkhead bracket in the center, and the steering bracket and the second front bulkhead bracket on either side, the central position and both sides of the instrument panel crossbeam assembly are connected to the front bulkhead. This achieves three connection points between the instrument panel crossbeam assembly and the front bulkhead, distributed at the center of the main beam and both sides in the first direction. This improves the structural strength of these connection points, thereby enhancing the stress balance between the instrument panel crossbeam assembly and the front bulkhead, improving the support function of the instrument panel crossbeam assembly, and enhancing the stability of the center console and related components. This, in turn, improves the vehicle's collision and durability performance, while preventing abnormal noises and other issues that could affect the driving experience.

[0027] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0028] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0029] Figure 1 This is a three-dimensional structural schematic diagram of an instrument panel crossbeam assembly according to one embodiment of the present disclosure;

[0030] Figure 2 This is a three-dimensional structural schematic diagram of a steering bracket according to one embodiment of the present disclosure;

[0031] Figure 3 This is a three-dimensional structural diagram of the first front support bracket according to one embodiment of the present disclosure;

[0032] Figure 4 This is a partial three-dimensional structural schematic diagram of the second front support bracket according to one embodiment of the present disclosure;

[0033] Figure 5 This is a three-dimensional structural diagram of a partial location of the lower support and the main beam according to one embodiment of this disclosure.

[0034] Explanation of reference numerals in the attached figures

[0035] 1. Main beam; 11. Body; 12. Screen mounting bracket; 13. Screen reinforcing bracket; 14. Third reinforcing rib; 15. End connecting bracket; 16. Air conditioning mounting bracket; 17. Instrument panel mounting bracket.

[0036] 2. Steering bracket; 21. Cross frame; 22. Side frame; 23. First mounting part; 24. Second mounting part; 25. Support plate; 26. Recessed part; 27. Second weight reduction hole; 28. Fifth reinforcing rib.

[0037] 3. First front support bracket; 31. First connecting part; 32. Second connecting part; 33. First weight reduction hole;

[0038] 4. Second front support frame; 41. Fourth reinforcing rib; 42. Weight reduction notch;

[0039] 5. Lower support; 51. Main frame; 511. Horizontal plate; 512. Side plate; 513. First reinforcing rib; 52. Sub-frame; 53. Second reinforcing rib; 54. Seventh reinforcing rib. Detailed Implementation

[0040] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0041] In this disclosure, unless otherwise stated, the first direction refers to the left-right direction of the vehicle, the second direction refers to the front-rear direction of the vehicle, and the third direction refers to the vertical direction of the vehicle. The directional terms used, such as "up," "down," "left," "right," "front," and "rear," are generally relative to the normal driving state of the vehicle. Specifically, when the vehicle is driving normally, the direction towards the front of the vehicle is "front," the direction towards the rear of the vehicle is "rear," the direction towards the roof is "up," the direction towards the floor is "down," the direction towards the left wheel is "left," and the direction towards the right wheel is "right." "Inner" and "outer" refer to the inner and outer parts of the relevant components. In this disclosure, "front collision" refers to a situation where the front of the vehicle is impacted, and "side collision" refers to a situation where the side of the vehicle is impacted. Furthermore, unless otherwise specifically interpreted, the meanings of terms such as "front bulkhead" in the various embodiments of this disclosure are those known in the art.

[0042] Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0043] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0044] The instrument panel crossbeam assembly is mainly used to install the central control instrument panel and related auxiliary components, such as the screen, airbags, steering column, and air conditioning components. At the same time, the instrument panel crossbeam assembly is connected to the vehicle body to improve the vehicle's collision and durability performance and protect the safety of the passengers.

[0045] In the relevant technology, the instrument panel crossbeam assembly is only connected to the front bulkhead of the vehicle body through the steering bracket 2. This results in low connection strength between the instrument panel crossbeam assembly and the front bulkhead of the vehicle body, poor force balance, and affects the installation stability of the center console instrument panel. This may affect the vehicle's collision and durability performance. It will also affect the stability of related auxiliary components installed on the instrument panel crossbeam assembly, which may lead to abnormal noise and other problems, thus affecting the driving experience.

[0046] Therefore, such as Figures 1-5 As shown, one aspect of this disclosure provides an instrument panel crossbeam assembly, including a main beam 1, a steering bracket 2, a first front bracket 3, a second front bracket 4, and a lower bracket 5.

[0047] Steering bracket 2, first front bulkhead bracket 3, second front bulkhead bracket 4 and lower bracket 5 are respectively connected to main beam 1. Main beam 1 extends along a first direction. Steering bracket 2, first front bulkhead bracket 3 and second front bulkhead bracket 4 all extend along a second direction. The ends of steering bracket 2, first front bulkhead bracket 3 and second front bulkhead bracket 4 away from main beam 1 are respectively used to connect to the front bulkhead of the vehicle body.

[0048] The first front bulkhead bracket 3 is closer to the lower bracket 5 than the second front bulkhead bracket 4, and the first front bulkhead bracket 3 is located between the steering bracket 2 and the second front bulkhead bracket 4.

[0049] The main beam 1 has two ends in the first direction for connecting to the vehicle body. The first front support 3 is close to the lower support 5, so that the first front support 3 serves as a connecting seat for the middle position of the main beam 1 to the front panel. The second front support 4 and the steering support 2 are located on both sides of the first front support 3, so that the two ends of the main beam 1 can be connected to the front panel.

[0050] In the above technical solution, by connecting the steering bracket 2, the first front bulkhead bracket 3, and the second front bulkhead bracket 4 to the front bulkhead of the vehicle body, the connection strength between the front bulkhead and the instrument panel crossbeam assembly can be improved. By placing the first front bulkhead bracket 3 in the middle position, and the steering bracket 2 and the second front bulkhead bracket 4 on both sides, the middle position and both sides of the instrument panel crossbeam assembly are connected to the front bulkhead, thereby achieving a three-point connection between the instrument panel crossbeam assembly and the front bulkhead, respectively distributed in the middle of the main beam 1 and on both sides in the first direction. This improves the structural strength of these connection points, thereby improving the force balance between the instrument panel crossbeam assembly and the front bulkhead, enhancing the supporting role of the instrument panel crossbeam assembly, and improving the stability of the center console and related auxiliary components. This, in turn, improves the vehicle's collision and durability performance, while avoiding problems such as abnormal noises that affect the driving experience.

[0051] To improve the structural strength of the lower frame, such as Figure 5 As shown, optionally, in one embodiment of this disclosure, the lower support 5 includes a main frame 51 and at least two interconnected sub-frames 52. The main frame 51 and / or at least one sub-frame 52 are connected to the main beam 1, and at least two sub-frames 52 are connected to the main frame 51. At least a portion of the main frame 51 and at least two sub-frames 52 together form a first annular frame structure, and the main frame 51 extends along a third direction.

[0052] The bottom of the main frame 51 is used to connect with the vehicle's floor or bottom beam to support the main beam 1. It should be noted that the main frame 51 primarily functions as a force transmission component, while the sub-frame 52 enhances the structural strength of the main frame 51 and its connection strength with the main beam 1. By enclosing them into a first annular frame structure, creating a closed-loop structure, the overall stress distribution is improved, and the modal performance of this region is enhanced.

[0053] In some examples, the main frame 51 and at least one secondary frame 52 can be connected to the main beam 1. In this case, the main frame 51 and the secondary frame 52 connected to the main beam 1 can simultaneously receive the force transmitted from the main beam 1, which can improve the strength of the main beam 1. Of course, it should be noted that it is also possible for only the top of the main frame 51 to be connected to the main beam 1, while the secondary frame 52 is connected to the main frame 51, or the secondary frame 52 is connected to the main beam 1, while the top of the main frame 51 is connected to the secondary frame 52.

[0054] In some examples, the main frame body 51 and the auxiliary frame body 52 are integrally formed. The number of the auxiliary frame bodies 52 is three. The auxiliary frame body 52 includes a first auxiliary frame body 52, a second auxiliary frame body 52, and a third auxiliary frame body 52. The first auxiliary frame body 52 extends along the third direction. The second auxiliary frame body 52 and the third auxiliary frame body 52 extend along the first direction. Two ends of the second auxiliary frame body 52 are integrally formed with the top of the first auxiliary frame body 52 and the top of the main frame body 51 respectively. Two ends of the third auxiliary frame body 52 are integrally formed with the bottom of the first auxiliary frame body 52 and the middle of the main frame body 51 respectively. Thus, the first annular frame structure is quadrilateral. Among them, the top of the first auxiliary frame body 52 and the top of the main frame body 51 are connected to the main beam 1, which can be integrally formed or connected by means such as bolts.

[0055] Certainly, in some other examples, the main frame body 51 and the auxiliary frame body 52 are integrally formed. The number of the auxiliary frame bodies 52 is two, and the first annular frame structure is triangular.

[0056] To improve the structural strength of the main frame body 51, as Figure 5 shown, optionally, in an embodiment of the present disclosure, the main frame body 51 includes a cross plate 511 and two side plates 512 oppositely arranged in the first direction. Two sides of the cross plate 511 are respectively connected to the two side plates 512. When viewed in the third direction, the shape of the cross plate 511 is "J" shaped, and the cross plate 511 and the two side plates 512 together form a double-groove structure.

[0057] Among them, the cross plate 511 is located between the two side plates 512. Two side edges of the cross plate 511 in the first direction and the surfaces of the two side plates 512 facing each other respectively form grooves, thus forming a double-groove structure. By setting like this, the self-structural strength of the entire main frame body 51 can be improved, thereby improving the connection strength between the main beam 1 and the bottom of the vehicle body, and further improving the stability of the instrument panel crossbeam assembly.

[0058] It should be noted that some connection holes are provided on the main frame body 51, and the connection holes can be connected to structures such as the center console.

[0059] To further improve the structural strength of the main frame body 51, as Figure 5 shown, optionally, in an embodiment of the present disclosure, first reinforcing ribs 513 are provided on both sides of the main frame body 51 in the second direction. The first reinforcing ribs 513 are located between the two side plates 512, and the first reinforcing ribs 513 are respectively connected to the cross plate 511 and the two side plates 512. By providing the first reinforcing ribs 513, the structural strength of the main frame body 51 can be increased, the strength of the cross plate 511 and the two side plates 512 can be improved, and the connection strength between the cross plate 511 and the two side plates 512 can be improved.

[0060] In some examples, the first reinforcing rib 513 is formed by the cross plate 511 through two side plates 512. The first reinforcing rib 513 can be obliquely disposed between the two side plates 512. There can be multiple first reinforcing ribs 513, which can be disposed in different positions as needed.

[0061] Optionally, in one embodiment of this disclosure, the bottom of the main frame 51 is provided with bolt holes for connection to the floor of the vehicle body. In some examples, the bolt holes are located on the cross plate 511, and a sixth reinforcing rib is provided around the bolt holes. The number of sixth reinforcing ribs around the bolt holes is multiple, and they are distributed in a ring-shaped radial pattern around the axis of the bolt holes, which can improve the strength of the bolt holes.

[0062] To improve the continuity of force transmission and enhance the overall strength of the lower support 5, such as... Figure 5 As shown, optionally, in one embodiment of this disclosure, at least two sub-frames 52 are provided with second reinforcing ribs 53, and one end of the second reinforcing ribs 53 of the two interconnected sub-frames 52 faces each other.

[0063] Among them, one end of the second reinforcing rib 53 on the two interconnected sub-frames 52 faces each other, so that the second reinforcing rib 53 of the two interconnected sub-frames 52 can realize the transfer of force, thereby improving the integrity of the two interconnected sub-frames 52, so that they can share the force and better disperse the force, thereby improving the strength of the entire lower support 5.

[0064] It is understandable that the second reinforcing rib 53 can be connected to the side of the corresponding sub-frame 52. In this way, one end of the second reinforcing rib 53 on some sub-frames 52 can also face the side of the interconnected sub-frames 52, thus achieving continuous transmission of force.

[0065] It should be noted that the sub-frame 52 has a C-shaped cross-section, which improves its lightweight design while ensuring structural strength. Therefore, the second reinforcing rib 53 is located within the C-shaped groove of the sub-frame 52.

[0066] To reduce the weight of the lower support 5 and improve its lightweight performance, such as Figure 5As shown, optionally, in one embodiment of this disclosure, the length of the side of the main frame 51 furthest from the first annular frame structure in the second direction is greater than the length of the side of the main frame 51 closest to the first annular frame structure in the second direction. Since the side of the main frame 51 furthest from the first annular frame structure is the main stress-bearing position, increasing the length of this side in the second direction can effectively improve the structural strength of the main frame 51. Conversely, the side of the main frame 51 closest to the first annular frame structure experiences less stress, so decreasing the length of this side in the second direction can effectively reduce the weight of the main frame 51, ensuring lightweight requirements. Thus, both structural strength and lightweighting can be achieved.

[0067] It is understandable that the side of the main frame 51 closest to the first annular frame structure is the side plate 512 closest to the first annular frame structure, while the side of the main frame 51 furthest from the first annular frame structure and the side plate 512 furthest from the first annular frame structure are also included.

[0068] Similarly, the length of the side of each subframe 52 furthest from the first annular frame structure in the second direction is greater than the length of the side of the subframe 52 closest to the first annular frame structure in the second direction. Since the side of the subframe 52 furthest from the first annular frame structure is the main stress-bearing location, increasing the length of this side in the second direction can effectively improve the structural strength of the subframe 52. Conversely, the side of the subframe 52 closest to the first annular frame structure experiences less stress, so decreasing the length of this side in the second direction can effectively reduce the weight of the subframe 52, ensuring lightweight requirements. Thus, it is possible to achieve both structural strength and lightweight design.

[0069] Therefore, by setting the main frame 51 and the secondary frame 52 in this way, the entire lower support 5 can achieve lightweighting while ensuring structural strength.

[0070] To improve the structural strength of the connection between the lower support 5 and the main beam 1, such as Figure 1 and Figure 5 As shown, optionally, in one embodiment of this disclosure, the main beam 1 includes a body 11, a screen mounting bracket 12, and a screen reinforcing bracket 13. The screen mounting bracket 12 and the screen reinforcing bracket 13 are both integrally formed with the body 11. The screen mounting bracket 12 and the screen reinforcing bracket 13 are respectively located on both sides of the body 11 in a third direction. The screen reinforcing bracket 13 is integrally formed with the main frame 51 and at least one sub-frame 52. A third reinforcing rib 14 is provided on the screen reinforcing bracket 13. The first end of the third reinforcing rib 14 faces the body 11, and the second end of the third reinforcing rib 14 faces the main frame 51 and / or the sub-frame 52 connected to the screen reinforcing bracket 13.

[0071] The screen mounting bracket 12 is used to install the central control screen, and the screen reinforcement bracket 13 is used to reinforce the position where the central control screen is installed to improve the structural strength at this location. At the same time, the screen reinforcement bracket 13 is also connected to the lower bracket 5, thereby improving the connection strength between the lower bracket 5 and the main body 11.

[0072] The third reinforcing rib 14 on the screen reinforcement bracket 13 is designed in such a way that the force on the main body 11 is transmitted to the lower frame through the third reinforcing rib 14, so as to achieve continuous force transmission. This allows for continuous force transmission to be applied to different areas of the instrument panel beam assembly, ensuring uniform force distribution and improving the structural integrity of the main body 11, the screen reinforcement bracket 13 and the lower frame, thereby improving the overall structural strength.

[0073] In some examples, a seventh reinforcing rib 54 can also be provided on the main frame 51. The seventh reinforcing rib 54 is formed on the side of the horizontal plate 511 near the screen reinforcing bracket 13. The second end of the third reinforcing rib 14 can face the seventh reinforcing rib 54 and extend to the connection position between the screen reinforcing bracket 13 and the main frame 51. The second end of the third reinforcing rib 14 can face the side of the sub-frame 52 connected to the screen reinforcing bracket 13 and extend to the connection position between the screen reinforcing bracket 13 and the sub-frame 52. With this arrangement, the force can be transmitted more directly, achieving uniform force distribution.

[0074] In some examples, the cross-sectional shape of the body 11 can be a C-shaped structure, which can ensure structural strength while reducing weight and meeting the requirements for lightweighting. It should be noted that the opening of the C-shaped structure of the body 11 faces the front panel, and several reinforcing ribs are also provided inside the body 11.

[0075] Alternatively, in one embodiment of this disclosure, such as Figure 1 As shown, the main beam 1 also includes an end connecting bracket 15, an air conditioning mounting bracket 16, and multiple instrument panel mounting brackets 17. The end connecting bracket 15, air conditioning mounting bracket 16, and multiple instrument panel mounting brackets 17 are all integrally formed with the body 11. The multiple instrument panel mounting brackets 17 are spaced apart in the first direction. The air conditioning mounting bracket 16 is integrally formed with the screen reinforcement bracket 13 and the lower bracket 5. There are two end connecting brackets 15, located at opposite ends of the body 11 in the first direction. This arrangement facilitates the installation of instrument panels, air conditioning, and other related components, making installation very convenient and also facilitating the connection between the body 11 and the vehicle body.

[0076] Optionally, in one embodiment of this disclosure, the end connecting bracket 15 is provided with connecting bolt holes, and an eighth reinforcing rib is provided around the connecting bolt holes, which can improve the structural strength at the connecting bolt holes and ensure the connection strength.

[0077] To improve the connection strength between the first front bulkhead support 3 and the front bulkhead panel and main beam 1, such as Figure 3 As shown, optionally, in one embodiment of this disclosure, a first connecting portion 31 is provided at the first end of the first front bulkhead bracket 3. The first connecting portion 31 is attached to and connected to the main beam 1. A second connecting portion 32 is provided at the second end of the first front bulkhead bracket 3. The second connecting portion 32 is used to attach to and connect to the front bulkhead panel of the vehicle body. By attaching the first connecting portion 31 to the main beam 1, the contact area between the first front bulkhead bracket 3 and the main beam 1 can be increased, thereby improving the connection tightness and thus enhancing the connection strength. Similarly, the second connecting portion 32 is used to attach to the front bulkhead panel, which can increase the contact area between the first front bulkhead bracket 3 and the front bulkhead panel, thereby improving the connection tightness and thus enhancing the connection strength. Therefore, the connection strength of the first front bulkhead bracket 3, the front bulkhead panel, and the main beam 1 can be improved.

[0078] In some examples, the first connecting part 31 may be a plate-like structure for attaching to the main beam 1. The second connecting part 32 may be a flange formed at the end of the first front bulkhead bracket 3; of course, the second connecting part 32 may also be a plate-like structure for attaching to the front bulkhead.

[0079] It should be noted that the cross-sectional shape of the first front support 3 is a C-shaped structure, which can ensure structural strength while reducing weight and meeting the requirements for lightweighting.

[0080] Optionally, in one embodiment of this disclosure, at least one first weight-reduction hole 33 is provided on the first front support bracket 3. This arrangement can further reduce the weight of the first front support bracket 3 and improve its lightweight performance. In some examples, the number of first weight-reduction holes 33 can be multiple, and they can be formed at appropriate locations on the first front support bracket 3 as needed.

[0081] Alternatively, in one embodiment of this disclosure, such as Figure 4 As shown, multiple fourth reinforcing ribs 41 are formed on the second front bulkhead support 4, connected end to end. When viewed from a third-party perspective, two adjacent fourth reinforcing ribs 41 form a "V" shape. The fourth reinforcing ribs 41 can increase the structural strength of the second front bulkhead support 4, thereby increasing the connection strength between the main beam 1 and the front bulkhead panel.

[0082] Among them, multiple fourth reinforcing ribs 41 can be connected end to end to form multiple "V" shaped structures. These multiple "V" shaped structures extend along the length direction of the second front bracket 4, that is, the second direction, which can improve the structural strength of the entire second front bracket 4.

[0083] Each fourth reinforcing rib 41 has a weight-reduction notch 42, so that each fourth reinforcing rib 41 is constructed in a "U" shape. The weight-reduction notch 42 on the fourth reinforcing rib 41 can ensure the structural strength of the side of the second front support 4, while minimizing the weight of the second front support 4, thereby improving the requirements for lightweight design.

[0084] In some examples, the cross-sectional shape of the second front bulkhead support 4 is also a C-shaped structure, which can ensure structural strength while reducing weight and meeting lightweight requirements. Optionally, the opening direction of the C-shaped structure of the first front bulkhead support 3 is opposite to the opening direction of the C-shaped structure of the second front bulkhead support 4; that is, the C-shaped structure of the first front bulkhead support 3 can open downwards, while the C-shaped structure of the second front bulkhead support 4 can open upwards. This arrangement can improve the stress balance.

[0085] Alternatively, one embodiment of this disclosure, such as Figure 2 As shown, the steering bracket 2 includes a cross frame 21 and two side frames 22. The first ends of the two side frames 22 are respectively connected to the two ends of the cross frame 21. The second ends of the two side frames 22 are connected to each other and are provided with a first mounting part 23. The cross frame 21 and the two side frames 22 together form a second annular frame structure. The cross frame 21 is connected to the main beam 1, and the first mounting part 23 is used to connect to the front bulkhead of the vehicle body.

[0086] The transverse frame 21 extends along a first direction and is used to fit against and detachably connect to the main beam 1. This connection can be achieved using bolts. Two side frames 22 extend along a second direction, facilitating connection to the front bulkhead. By forming a second annular frame structure, the overall structural strength and modal performance are improved, while weight is reduced, meeting lightweight requirements.

[0087] In some examples, the two side frames 22 are integrally formed with the cross frame 21. The first mounting part 23 may be a bolt connection seat, and a ninth reinforcing rib is provided around the bolt connection seat. There are multiple ninth reinforcing ribs, which are distributed in a ring-shaped radial pattern around the axis of the bolt connection seat.

[0088] Alternatively, in one embodiment of this disclosure, such as Figure 2As shown, the length of the two side frames 22 on the third direction closer to the second annular frame structure is smaller than the length of the corresponding side frame 22 on the third direction farther from the second annular frame structure. Since the side of the side frame 22 farther from the second annular frame structure is the main stress-bearing location, increasing the length of this side on the third direction can effectively improve the structural strength of the side frame 22. Conversely, the side of the side frame 22 closer to the second annular frame structure experiences less stress, so decreasing the length of this side on the third direction can effectively reduce the weight of the side frame 22, ensuring lightweight requirements. Thus, it is possible to achieve both structural strength and lightweight design.

[0089] Alternatively, in one embodiment of this disclosure, such as Figure 2 As shown, the steering bracket 2 also includes a second mounting part 24 and a support plate 25. The second mounting part 24 is connected to the second ends of the two side frames 22, and the support plate 25 is connected to the second mounting part 24. Part of the support plate 25 is located within the second annular frame structure and is connected to the two side frames 22 respectively. The second mounting part 24 is used to connect to the front bulkhead of the vehicle body. The second mounting part 24 and the first mounting part 23 are arranged side by side in the third direction. By connecting the first mounting part 23 and the second mounting part 24 together with the front bulkhead, the connection and fixation at the two points can be achieved, which can reduce torsion and improve connection stability.

[0090] The support plate 25 can improve the connection strength between the second mounting part 24 and the two frame bodies, and improve the connection strength between the second mounting part 24 and the front bulkhead. At the same time, the support plate 25 can also provide a certain support for the two side frame bodies 22, so that the two side frame bodies 22 generate an interaction force through the support plate 25, thereby improving the strength of the two side frame bodies 22.

[0091] In some examples, the second mounting part 24 may have the same structure as the first mounting base, and may also be provided with a reinforcing rib structure.

[0092] Alternatively, in one embodiment of this disclosure, such as Figure 2 As shown, the end of the support plate 25 away from the second mounting portion 24 has a recessed portion 26, so that when viewed from a third-party upward direction, the end of the support plate 25 away from the second mounting portion 24 has a "V" shape. The support plate 25 has a second weight-reducing hole 27. This arrangement can reduce the weight of the support plate 25 while ensuring the connection strength between the support plate 25 and the two side frames 22, thus meeting the requirements for lightweighting.

[0093] To improve the structural strength of the side frame 22, such as Figure 2As shown, optionally, in one embodiment of this disclosure, a fifth reinforcing rib 28 extending in a second direction is formed on both side frame bodies 22. The fifth reinforcing rib 28 enables force transfer between the main beam 1 and the front bulkhead, improving the vehicle's collision performance.

[0094] In some examples, the fifth reinforcing rib 28 can be connected to the side of the side frame 22 to ensure continuous force transmission and uniform force distribution.

[0095] Optionally, a tenth reinforcing rib extending in the first direction can also be provided on the side frame 22, which can further improve the structural strength of the side frame 22.

[0096] Optionally, in one embodiment of this disclosure, the main beam 1 includes metal components and plastic components, which are integrally molded by insert injection molding so that at least a portion of the metal components is covered by the plastic components. By using plastic components in areas of the main beam 1 where the stress is relatively low, costs can be saved, the weight of the main beam 1 can be reduced to meet the requirements for lightweighting, and the performance of the main beam 1 can be maintained without affecting it, thus ensuring the structural strength of the main beam 1.

[0097] In some examples, the metal parts can be made of steel and the plastic parts can be made of vulcanized plastic. By using insert injection molding, the plastic parts wrap around the edges of the metal parts, thus forming an integrated structure between the metal and plastic parts.

[0098] Optionally, in one embodiment of this disclosure, the steering bracket 2 and the first front bulkhead bracket 3 are made of metal and connected to a metal component, while the second front bulkhead bracket 4 and the lower bracket 5 are made of plastic and integrally molded with the plastic component. Selecting appropriate materials based on the different stresses experienced in different areas can ensure structural strength while reducing weight. It is understood that because the areas of the steering bracket 2 and the first front bulkhead bracket 3 experience high stress and require high structural strength, metal materials can be used to ensure the structural strength of these areas. Conversely, the areas of the second front bulkhead bracket 4 and the lower bracket 5 experience low stress and require less structural strength, so plastic materials can be used, which offer a certain strength while maintaining low weight.

[0099] Optionally, in one embodiment of this disclosure, the steering bracket 2 is made of magnesium alloy, and the first front bulkhead bracket 3 is made of steel. This arrangement can reduce manufacturing costs depending on the specific requirements. It is understood that the steering bracket 2 area requires high strength, so magnesium alloy can be used to ensure structural strength, while the first front bulkhead bracket 3 area has relatively lower strength requirements, so steel can be used to reduce costs.

[0100] A second aspect of this disclosure also provides a central control instrument panel, including the aforementioned instrument panel beam assembly.

[0101] A third aspect of this disclosure also provides a vehicle including the aforementioned instrument panel crossbeam assembly or the aforementioned center console.

[0102] The vehicle also includes a body, which has a front bulkhead. The steering bracket 2, the first front bulkhead bracket 3, and the second front bulkhead bracket 4 are respectively connected to the front bulkhead at their ends away from the main beam 1.

[0103] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0104] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0105] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A dashboard crossbeam assembly, characterized in that, It includes a main beam, a steering bracket, a first front panel bracket, a second front panel bracket, and a lower bracket; The steering bracket, the first front panel bracket, the second front panel bracket, and the lower bracket are respectively connected to the main beam. The main beam extends along a first direction. The steering bracket, the first front panel bracket, and the second front panel bracket all extend along a second direction. The ends of the steering bracket, the first front panel bracket, and the second front panel bracket away from the main beam are respectively used to connect to the front panel of the vehicle body; The first front panel bracket is closer to the lower bracket than the second front panel bracket, and the first front panel bracket is located between the steering bracket and the second front panel bracket; A plurality of fourth reinforcing ribs connected end to end are formed on the second front panel bracket. When viewed in a third direction, two adjacent fourth reinforcing ribs form a "V" - shaped structure; The lower bracket includes a main frame body. The main frame body includes a cross - plate and two side plates oppositely arranged in the first direction. The two sides of the cross - plate are respectively connected to the two side plates. When viewed in the third direction, the shape of the cross - plate is "Ji" - shaped, and the cross - plate and the two side plates together form a double - groove structure.

2. The instrument panel crossbeam assembly according to claim 1, characterized in that, The lower bracket includes at least two interconnected sub - frame bodies. The main frame body and / or at least one of the sub - frame bodies are connected to the main beam. At least two sub - frame bodies are connected to the main frame body. At least part of the main frame body and at least two sub - frame bodies together enclose a first annular frame structure. The main frame body extends along the third direction.

3. The instrument panel crossbeam assembly according to claim 1, characterized in that, First reinforcing ribs are provided on both sides of the main frame body in the second direction. The first reinforcing ribs are located between the two side plates and are respectively connected to the cross - plate and the two side plates.

4. The instrument panel crossbeam assembly according to claim 2, characterized in that, Second reinforcing ribs are provided on at least two of the sub - frame bodies. One ends of the second reinforcing ribs of two interconnected sub - frame bodies face each other.

5. The instrument panel crossbeam assembly according to claim 2, characterized in that, The length dimension of the side of the main frame body away from the first annular frame structure in the second direction is greater than the length dimension of the side of the main frame body close to the first annular frame structure in the second direction; The length dimension of the side of each sub - frame body away from the first annular frame structure in the second direction is respectively greater than the length dimension of the side of the corresponding sub - frame body close to the first annular frame structure in the second direction.

6. The instrument panel crossbeam assembly according to claim 2, characterized in that, The main beam includes a body, a screen mounting bracket, and a screen reinforcing bracket. The screen mounting bracket and the screen reinforcing bracket are integrally formed with the body. The screen mounting bracket and the screen reinforcing bracket are respectively located on both sides of the body in the third direction. The screen reinforcing bracket is integrally formed with the main frame body and at least one of the sub - frame bodies. Third reinforcing ribs are provided on the screen reinforcing bracket. The first end of the third reinforcing rib faces the body, and the second end of the third reinforcing rib faces the main frame body and / or the sub - frame body connected to the screen reinforcing bracket.

7. The instrument panel crossbeam assembly according to claim 1, characterized in that, The first end of the first front bulkhead bracket is provided with a first connecting part, which is attached to and connected to the main beam. The second end of the first front bulkhead bracket is provided with a second connecting part, which is used to be attached to and connected to the front bulkhead of the vehicle body.

8. The instrument panel crossbeam assembly according to claim 1, characterized in that, Each of the fourth reinforcing ribs has a weight-reducing notch, so that each of the fourth reinforcing ribs is constructed as a "U" shape.

9. The instrument panel crossbeam assembly according to claim 1, characterized in that, The steering bracket includes a cross frame and two side frames. The first ends of the two side frames are respectively connected to the two ends of the cross frame. The second ends of the two side frames are connected to each other and are provided with a first mounting part. The cross frame and the two side frames together form a second annular frame structure. The cross frame is connected to the main beam. The first mounting part is used to connect to the front bulkhead of the vehicle body.

10. The instrument panel crossbeam assembly according to claim 9, characterized in that, The length of the two side frames closer to the second annular frame structure in the third direction is smaller than the length of the corresponding side frame away from the second annular frame structure in the third direction.

11. The instrument panel crossbeam assembly according to claim 9, characterized in that, The steering bracket further includes a second mounting part and a support plate. The second mounting part is connected to the second end of the two side frames. The support plate is connected to the second mounting part. A portion of the support plate is located within the second annular frame structure and is connected to the two side frames respectively. The second mounting part is used to connect to the front bulkhead of the vehicle body. The second mounting part and the first mounting part are arranged side by side in the third direction.

12. The instrument panel crossbeam assembly according to claim 11, characterized in that, The end of the support plate away from the second mounting part has a recessed portion, so that when viewed from a third-party upward perspective, the end of the support plate away from the second mounting part has a "V" shaped structure, and the support plate has a second weight-reducing hole.

13. The instrument panel crossbeam assembly according to claim 9, characterized in that, Both of the side frames have a fifth reinforcing rib extending in the second direction.

14. The instrument panel crossbeam assembly according to any one of claims 1-13, characterized in that, The main beam includes metal components and plastic components, which are integrally molded by insert injection molding so that at least a portion of the metal components is covered by the plastic components.

15. The instrument panel crossbeam assembly according to claim 14, characterized in that, The steering bracket and the first front bulkhead bracket are made of metal and are connected to the metal component. The second front bulkhead bracket and the lower bracket are made of plastic and are integrally formed with the plastic component.

16. The instrument panel crossbeam assembly according to claim 15, characterized in that, The steering bracket is made of magnesium alloy, and the first front bracket is made of steel.

17. A central control instrument panel, characterized in that, Includes the instrument panel crossbeam assembly as described in any one of claims 1-16.

18. A vehicle, characterized in that, Includes the instrument panel crossbeam assembly as described in any one of claims 1-16, or the center console as described in claim 17.

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