Cross member for a vehicle

Abstract

The invention relates to a cross member (100) for a vehicle, comprising a first body (110) extending in a longitudinal direction from a first end (111) to a second end (112), at least one upper fixing point (131) and one lower fixing point (132) at the first end (111) of the first body (110), at least one upper fixing point (133) and one lower fixing point (134) at the second end (112) of the first body (110), wherein a first centre line (L1) runs through the upper fixing point (131) of the first end (111) and the upper fixing point (133) of the second end (112), the first body (110) has an at least substantially U-shaped cross section (150) substantially along the first centre line (L1), the cross member (100) is formed integrally from at least one fibre-reinforced polymer.

Description

Technical Field

[0001] The present invention relates to a crossbeam for a vehicle, comprising a first body extending longitudinally from a first end to a second end.

[0002] The invention will be described primarily in the context of a motor vehicle's crossbeam. However, the concept of this invention can also be applied to vehicles of various sizes and various integrated components within vehicles. Background Technology

[0003] In existing technologies, vehicle cockpit crossbeams are made of welded steel, aluminum, die-cast magnesium, or combined with polymer materials, serving as a hybrid assembly with metal components. Vehicle crossbeams must possess high mechanical strength, thus metal components are indispensable. Consequently, vehicle cockpit crossbeams are very heavy and must be assembled with many other components in subsequent production steps. Therefore, the workload and carbon dioxide consumption associated with the production and installation of such crossbeams in vehicles are very significant.

[0004] In the future, to reduce installation workload and carbon dioxide consumption, vehicle crossbeams must be better adapted to the needs of occupants. Therefore, it is preferable to provide a crossbeam with a production cost that is almost equal to or lower than other conventional crossbeams. Furthermore, it is also preferable to provide a crossbeam that integrates sub-modules and other basic elements into the crossbeam to reduce complexity and the number of components. Summary of the Invention

[0005] Based on the foregoing statements, the object of this invention is to provide a crossbeam that can be manufactured without any kind of metal components. Another object of this invention is to reduce the amount of carbon dioxide used in the production and use of the crossbeam by reducing weight and achieving a system integration structure.

[0006] The above-mentioned objective is achieved by the subject matter of independent claim 1. Advantageous developments of the invention are specifically described in the dependent claims, the description, and the drawings.

[0007] According to the present invention, a crossbeam for a vehicle is provided, the crossbeam comprising a first body extending longitudinally from a first end to a second end, at least one upper fixing point and a lower fixing point at the first end of the first body, at least one upper fixing point and a lower fixing point at the second end of the first body, wherein a first centerline passes through the upper fixing point at the first end and the upper fixing point at the second end, the first body having a cross-section that is at least substantially U-shaped generally along the first centerline, and the crossbeam being integrally formed of at least one fiber-reinforced polymer.

[0008] By integrally molding the crossbeam from at least one fiber-reinforced polymer, the total number of parts can be reduced. However, the crossbeam must be able to absorb the generated forces. These forces are transmitted from the vehicle body to the crossbeam through anchor points. The location and number of anchor points are predetermined by the vehicle body manufacturer. Similarly, the forces transmitted to the crossbeam and that determine its stiffness are also predetermined by the vehicle body manufacturer.

[0009] This is partly due to the roughly U-shaped cross-section that extends continuously longitudinally from the first end to the second end. The U-shaped cross-section is easy to manufacture and has high rigidity.

[0010] Since the first centerline extends through the upper fixing point, and therefore the cross-section of the U-shape extends along the centerline, the upper fixing point of the first main body is approximately located on the same horizontal plane as the cross-section of the U-shape. Therefore, the load applied through the upper fixing point of the beam can be directly transmitted through the cross-section of the U-shape. In this way, the stiffness of the beam is increased, while the leverage effect from the load-bearing fixing point is minimized.

[0011] On the other hand, this is achieved through fibers used to reinforce the polymer. The fibers include glass fibers or carbon fibers, which are oriented in the polymer in the direction of the force flow through the beam.

[0012] A U-shaped cross-section can be understood as any cross-section with appropriate rigidity that is easy to demold after injection molding. For example, the cross-section can also be V-shaped, C-shaped, or W-shaped. Furthermore, the cross-section does not need to be symmetrical. The cross-section can also be asymmetrical.

[0013] According to a preferred embodiment, the crossbeam is made of injection-molded fiber-reinforced polymer. The advantage of this is that the one-piece molded crossbeam can be produced entirely automatically. During the injection molding process of the crossbeam, the fibers are automatically introduced and oriented precisely according to the force flow through directional control of the injection nozzle.

[0014] In a preferred embodiment of the present invention, the distance between the upper fixing point of the first end and the first center line and the distance between the upper fixing point of the second end and the first center line are both less than 30 mm.

[0015] According to the present invention, the first body includes a first sub-body disposed at a first end of the first body and extending transversely in the longitudinal direction between the first end and the second end.

[0016] The first secondary body extends laterally rather than longitudinally. This adds extra stiffness to the beam.

[0017] Preferably, the first auxiliary body includes an upper fixed point and a lower fixed point. The technical advantage of doing so is that the load can be transferred from the fixed points to the crossbeam more effectively.

[0018] To increase the stiffness of the first sub-body, and thus the stiffness of the entire beam, the cross-section of the first sub-body must be at least approximately U-shaped.

[0019] According to an advantageous further development of the invention, the cross-section of the U-shape is approximately along the transverse direction.

[0020] In a preferred embodiment of the present invention, the first body includes a second sub-body disposed at a second end of the first body and extending transversely to the longitudinal direction between the first end and the second end.

[0021] The second sub-body extends laterally rather than longitudinally. This adds extra stiffness to the beam.

[0022] Preferably, the second auxiliary body includes an upper fixed point and a lower fixed point. This allows for better load transfer from the fixed points to the crossbeam.

[0023] To further improve the stiffness of the second sub-body, and thus the stiffness of the entire beam, the cross-section of the second sub-body should be at least approximately U-shaped.

[0024] An advantageous further development of the invention compared to the first sub-body is the combination with a second sub-body, wherein the U-shaped cross-section is generally along the transverse direction.

[0025] According to the present invention, the U-shaped cross-section includes internal reinforcing ribs that strengthen the first body. The internal reinforcing ribs are located inside the cross-section of the U-shape, connecting opposite legs of the cross-section. To further strengthen the beam, the reinforcing ribs intersect each other. In this way, the stiffness of the beam can be maximized with lower material input.

[0026] In a preferred embodiment of the invention, the first and second sub-bodies each include internal reinforcing ribs for strengthening them. This has the same beneficial effect on the stiffness of both the first and second sub-bodies. Overall, the stiffness of the entire beam is improved.

[0027] According to another variation of the invention, a crossbeam for a vehicle is proposed, comprising a first body extending longitudinally from a first end to a second end, the first body having a generally longitudinally extending at least a generally U-shaped cross section, the crossbeam being integrally formed of at least one fiber-reinforced polymer.

[0028] By integrally molding the crossbeam from at least one fiber-reinforced polymer, the total number of parts can be reduced. However, the crossbeam must be able to absorb the generated forces. These forces are transmitted from the vehicle body to the crossbeam through anchor points. The location and number of anchor points are predetermined by the vehicle body manufacturer. Similarly, the forces transmitted to the crossbeam and that determine its stiffness are also predetermined by the vehicle body manufacturer.

[0029] This is partly due to the roughly U-shaped cross-section that extends continuously longitudinally from the first end to the second end. The U-shaped cross-section is easy to manufacture and has high rigidity.

[0030] On the other hand, this is achieved through fibers used to reinforce the polymer. The fibers include glass fibers or carbon fibers, whose orientation in the polymer is consistent with the force flow through the beam.

[0031] According to a preferred embodiment, the crossbeam is made of injection-molded fiber-reinforced polymer. The advantage of this is that the one-piece molded crossbeam can be produced entirely automatically. During the injection molding process of the crossbeam, the fibers are automatically introduced and oriented precisely according to the force flow through directional control of the injection nozzle.

[0032] In a preferred embodiment of the invention, the first body includes a first opening dividing the first body into an upper portion and a lower portion, each having at least a generally U-shaped cross-section. This allows the first body to be more flexibly adapted to specific vehicle body conditions. For example, ventilation ducts can pass through the first opening to supply air to the vehicle interior, or cables can pass through to connect to an instrument panel or display panel. By forming the upper and lower portions with U-shaped cross-sections, the rigidity of the crossbeam is maintained despite the presence of the first opening.

[0033] According to the present invention, each of the U-shaped cross sections includes an internal reinforcing rib to strengthen the first body. The internal reinforcing ribs are located inside the cross section of the U-shape and connect opposite legs of the cross section. To further strengthen the beam, the reinforcing ribs intersect each other. In this way, the stiffness of the beam can be maximized with lower material input.

[0034] The first body preferably has an additional cross-section that is at least generally U-shaped and substantially parallel to the longitudinal direction. The technical advantage of this is that it can additionally increase the stiffness of the beam. For example, the additional U-shaped cross-section can be arranged parallel to the already described U-shaped cross-section and extend fully along the entire length of the body from the first end to the second end. For example, the additional U-shaped cross-section can also be arranged offset but still extend longitudinally to increase the stiffness of the beam.

[0035] According to an advantageous further extension of the invention, the beam includes a second body extending generally longitudinally from the first end to the second end, the second body having a generally longitudinally at least generally U-shaped cross-section. This can further increase the stiffness of the beam. The second body can be easily aligned with the first body, thereby aligning the U-shaped cross-sections of the two bodies longitudinally.

[0036] Preferably, the first end of the first body corresponds to the first end of the second body. This has the advantage that both bodies extend from the first end of the first body to the second end. Therefore, the second end of the first body also corresponds to the second end of the second body.

[0037] In a preferred embodiment of the invention, a first body having at least a generally U-shaped cross-section and a second body having at least a generally U-shaped cross-section are arranged adjacent to each other, wherein the lateral openings of the at least generally U-shaped cross-sections face each other.

[0038] The U-shaped cross-section has openings on the sides. The first and second main bodies are placed adjacent to each other, so that the side openings close together. This forms an externally enclosed body with exceptionally high rigidity.

[0039] Advantageously, the first and second bodies are welded together such that the at least generally U-shaped cross sections of the first and second bodies define a closed shell cross section.

[0040] This creates a particularly strong connection between the first and second bodies. The two U-shaped cross sections together form a closed shell cross section, resulting in very high rigidity. For example, the first and second bodies can be joined together by vibration welding. Another advantage of this connection method is that the reinforcing ribs of the first and second bodies arranged within the U-shaped cross sections can also be directly welded together.

[0041] In a preferred embodiment of the invention, the first body comprises a glove box housing. One technical advantage of this is that another important component of the crossbeam becomes part of the overall structure. This further reduces the number of parts. Another important advantage is that the integration of the glove box housing further increases the rigidity of the crossbeam. Therefore, the glove box housing has a dual function.

[0042] Preferably, the wall thickness of the glove box housing facing the first body is thicker than the wall thickness of the glove box housing facing the passenger compartment.

[0043] This ensures safety even in the event of an accident. The thinner the glove box casing, the easier it is to deform upon impact from the passenger compartment. This significantly reduces the risk of passenger injury inside the passenger compartment.

[0044] According to a favorable further extension, the wall thickness of the glove box shell continuously decreases from the first body to the passenger compartment.

[0045] According to an advantageous embodiment, the body includes a steering column bracket.

[0046] The advantage of this is that another important component of the crossbeam becomes part of the overall structure. This further reduces the number of parts. Another important advantage is that the integration of the steering column bracket further increases the rigidity of the crossbeam. Therefore, the steering column bracket has a dual function.

[0047] According to another variant of the invention, a crossbeam for a vehicle is provided, the crossbeam comprising a first body extending longitudinally from a first end to a second end, at least one deformable bumper pad adapted to absorb impact energy, at least one foldable guide element disposed adjacent to the bumper pad, wherein the foldable guide element includes a guide surface adapted to guide the bumper pad during deformation, and the crossbeam is integrally formed of at least one fiber-reinforced polymer.

[0048] By integrally molding the crossbeam from at least one fiber-reinforced polymer, the total number of parts can be reduced. However, the crossbeam must be able to absorb the generated forces. These forces are transmitted from the vehicle body to the crossbeam through anchor points. The location and number of anchor points are predetermined by the vehicle body manufacturer. Similarly, the forces transmitted to the crossbeam and that determine its stiffness are also predetermined by the vehicle body manufacturer.

[0049] This is partly due to the roughly U-shaped cross-section that extends continuously longitudinally from the first end to the second end. The U-shaped cross-section is easy to manufacture and has high rigidity.

[0050] On the other hand, this is achieved through fibers used to reinforce the polymer. The fibers include glass fibers or carbon fibers, whose orientation in the polymer is consistent with the force flow through the beam.

[0051] In the event of an accident, at least one deformable impact pad can absorb impact energy, such as bodily impact energy from the passenger compartment. This reduces the risk of passenger injury and is therefore an important safety improvement.

[0052] Furthermore, passenger safety is enhanced by the presence of at least one foldable guide element adjacent to the crash pad. This foldable guide element includes a guide surface adapted to guide the crash pad during deformation. Therefore, during deformation, the crash pad is guided along the guide surface of the guide element. This ensures reliable impact energy absorption. For example, it works even if the impact is lateral or at least not centered on the crash pad.

[0053] According to a preferred embodiment, the crossbeam is made of injection-molded fiber-reinforced polymer. The advantage of this is that the one-piece molded crossbeam can be produced entirely automatically. During the injection molding process of the crossbeam, the fibers are automatically introduced and oriented precisely according to the force flow through directional control of the injection nozzle.

[0054] In a preferred embodiment of the invention, the bumper pad includes a foam core. The foam core is designed to disperse forces during the deformation of the bumper pad. For example, the foam core is composed of foamed propylene.

[0055] According to the invention, the impact pad is covered by a cover element facing the passenger compartment, such that impacts from the passenger compartment onto the cover element are transferred to the impact pad.

[0056] The advantage of this approach is that it provides a flat and regular surface for passengers inside the passenger compartment. For example, the covering element can cover multiple impact pads, so that even if the covering element is subjected to a point impact, the impact energy can be evenly distributed across the multiple impact pads.

[0057] The foldable guide element is preferably covered by a cover element facing the passenger compartment, so that the impact energy from the passenger compartment on the cover element is transferred to the foldable guide element.

[0058] This also provides a flat, regular surface for passengers in the passenger compartment. For example, the covering element can cover multiple guide elements, so that even if the covering element is subjected to a point impact, the impact energy can be evenly distributed across the multiple guide elements.

[0059] Preferably, the covering element can simultaneously cover multiple impact pads and multiple guide elements. In this way, the covering element can simultaneously transfer impact energy to the impact pads and guide elements.

[0060] According to an advantageous further extension of the invention, the foldable guide element includes a predetermined breakpoint. The advantage of this is that the deformation of the bumper pad can be gradual. Thus, the bumper pad undergoes initial deformation before reaching the predetermined breakpoint of the guide element. However, if the impact energy exceeds a critical value, the predetermined breakpoint takes effect, and the deformation of the bumper pad can exceed the initial deformation range, continuing until the predetermined breakpoint.

[0061] In a preferred embodiment of the invention, the foldable guide element includes a crash protection unit that can be folded relative to the foldable guide element when impact energy from the passenger compartment onto the cover element is transferred to the crash protection unit. This allows for precise planning of the folding of the crash protection unit.

[0062] The anti-collision unit is preferably foldable into the internal space of the foldable guide element.

[0063] According to the present invention, the predetermined break point is located between the foldable guide element and the anti-collision unit. According to a preferred embodiment, the predetermined break point has a reduced cross-section.

[0064] Therefore, on the one hand, the guiding elements, including the anti-collision unit, can be integrally molded with the crossbeam. On the other hand, the predetermined break point can be produced very conveniently and reliably through injection molding. The reduced cross-section can be produced such that there are no reinforcing fibers in this area. This means that the failure of the predetermined break point can be precisely adjusted, thereby improving passenger safety.

[0065] Preferably, the predetermined break point extends to the periphery of the guide element. This ensures that the anti-collision unit folds into the internal space of the foldable guide element after the predetermined break point is exceeded.

[0066] According to an advantageous further extension, the invention includes a first foldable guide element disposed adjacent to the crash pad and a second foldable guide element disposed adjacent to the crash pad, wherein the first foldable guide element and the second foldable guide element are disposed on different sides of the crash pad.

[0067] This ensures that the deformation of the crash pads is carefully controlled, as the pads can be guided from multiple sides. This improves passenger safety in the event of an accident.

[0068] All the features and advantages disclosed herein can be combined with each other in any way without exception. Attached Figure Description

[0069] An exemplary embodiment of the present invention will now be described in detail with reference to the accompanying drawings, thereby revealing further advantages, developments, and features of the invention.

[0070] Figures 1 to 8 Exemplary embodiments of the beam according to the present invention are described from different perspectives and with varying levels of detail. Among them,

[0071] Figure 1 The rear view of the crossbeam is shown;

[0072] Figure 2A The cross-sections of two U-shaped structures facing each other are shown;

[0073] Figure 2B The cross-sections of the two welded U-shapes are shown;

[0074] Figure 3 The rear view of the first and second main bodies is shown;

[0075] Figure 4 A front view of another type of beam is shown;

[0076] Figure 5 The cross-sectional view of the beam is shown;

[0077] Figure 6 Showing Figure 5 Detailed view of the selected section;

[0078] Figure 7 The front view of the crash barrier is shown; and

[0079] Figure 8 Another cross-sectional view of the beam is shown.

[0080] Therefore, the same parts are represented by the same reference numerals in different views. Detailed Implementation

[0081] Figure 1 A rear view of the crossbeam 100 is shown. The crossbeam 100 includes a first body 110 extending from a first end 111 to a second end 112. The extension from the first end 111 to the second end 112 is in a longitudinal direction. This longitudinal direction describes the connection from the left-side door to the right-side door of the vehicle, and the crossbeam 100 is provided in the passenger compartment of the vehicle.

[0082] To ensure rigidity, the beam 100 includes at least a generally U-shaped cross section 150 (not shown). The U-shaped cross section extends almost longitudinally from the first end 111 to the second end 112 along the first body 110. The space between the two legs of the U-shaped cross section includes internal reinforcing ribs 158 to further improve the rigidity of the beam 100.

[0083] The entire crossbeam 100 (including reinforcing ribs 158) from the first end 111 to the second end 112 is integrally formed of at least one fiber-reinforced polymer.

[0084] The middle portion of the crossbeam 100 includes a first opening 120 and a second opening 130. The first opening 120 and the second opening 130 divide the first main body 110 into an upper part 121, a middle part 122, and a lower part 123. Meanwhile, to ensure rigidity, each of the upper part 121, the middle part 122, and the lower part 123 has a U-shaped cross-section 150. Furthermore, each U-shaped cross-section 150 includes internal reinforcing ribs 158 to further improve the rigidity of the crossbeam 100.

[0085] At the first end 111 of the crossbeam 100, a first sub-body 220 is arranged laterally. Furthermore, the first sub-body 220 also has at least a generally U-shaped cross-section 250, wherein an upper fixing point 131 and a lower fixing point 132 are provided within the first sub-body 220. To further improve rigidity, the first sub-body 220 includes internal reinforcing ribs 158.

[0086] A second sub-body 230 is arranged laterally on the second end 112 of the crossbeam 100. Furthermore, the second sub-body 230 also has at least a generally U-shaped cross-section 250, wherein an upper fixing point 133 and a lower fixing point 134 are provided within the second sub-body 230. To further improve rigidity, the second sub-body 230 includes internal reinforcing ribs 158.

[0087] The crossbeam 100 includes a first centerline L1 that passes through an upper fixing point 131 at the first end 111 and an upper fixing point 133 at the second end 112. The first centerline L1 passes through a middle section 122 to ensure that at least a generally U-shaped cross section 150 extends continuously from the first end 111 to the second end 112.

[0088] Between the first end 111 and the intermediate portion consisting of the upper part 121, the middle part 122 and the lower part 123, a steering column bracket 170 is provided on the crossbeam 100. Similarly, the entire crossbeam 100 from the first end 111 to the second end 112, including the first sub-body 220, the second sub-body 230, the steering column bracket 170 and the intermediate portion consisting of the upper part 121, the middle part 122 and the lower part 123, is integrally formed of at least one fiber-reinforced polymer.

[0089] Figure 2A The diagram shows the cross-sections 150 and 450 of two U-shapes facing each other. The open side of each U-shape's cross-section 150 and 450 faces the other. The cross-sections 150 and 450 are slightly different, but both include internal reinforcing ribs 158 to further improve rigidity.

[0090] Figure 2B The diagram shows two welded U-shaped cross-sections 150 and 450. Cross-sections 150 and 450, along with the internal reinforcing rib 158, are welded together. In this welded state, the two cross-sections form a common shell cross-section 500.

[0091] Figure 3 The rear side view of the first body 110 and the second body 410 is shown.

[0092] The first subject 110 and Figure 1 The subject 110 described in the previous section is exactly the same. Therefore, there is no need to repeat the same features. Therefore, the following description is limited to the second subject 410.

[0093] The second body 410 is designed to be aligned with the first body 110. For example, the first body 110 and the second body 410 are arranged according to... Figure 2B The cross-sectional views shown are welded together to increase the stiffness of beam 100.

[0094] The second body 410 also has at least a generally U-shaped cross section 450 (not shown) and is arranged adjacent to the first body 110. The lateral openings of the U-shaped cross sections 150 and 450 face each other.

[0095] In addition, the second body 410 also extends from the first end 411 to the second end 412, and extends generally in the longitudinal direction.

[0096] Like the first body 110, the second body 410 also has a cross-section 450 that is at least generally U-shaped, which extends generally along the aforementioned longitudinal direction.

[0097] In the middle section, the second body includes a first opening 420 and a second opening 430. The first opening 420 and the second opening 430 divide the second body 410 into an upper part 421, a middle part 422, and a lower part 423. Each of the upper part 421, the middle part 422, and the lower part 423 has a U-shaped cross-section 450 to ensure rigidity. In addition, each U-shaped cross-section 450 includes internal reinforcing ribs 158 to further improve the rigidity of the second body 410.

[0098] When the first body 110 and the second body 410 are welded together, the first openings 120 and 420 and the second openings 130 and 430 are aligned with each other.

[0099] Unlike the first body 110, the second body 410 has no upper fixing points 131, 133 and lower fixing points 132, 134.

[0100] The entire second body 410 is integrally formed from at least one fiber-reinforced polymer.

[0101] Figure 4 A front side view of another type of beam 100 is shown.

[0102] The crossbeam 100 includes a first main body 110, and... Figure 1 The subject 110 described in the previous section is almost identical. Therefore, there is no need to repeat the same features. Therefore, the following description is limited to... Figure 4 Additional features are shown.

[0103] A first body 110 extends longitudinally from a first end 111 to a second end 112. This longitudinal direction describes the connection from the left-side door to the right-side door of the vehicle, and a crossbeam 100 is provided in the passenger compartment of the vehicle. To improve rigidity, the first body 110 includes at least a generally U-shaped cross section 150 extending almost from the first end 111 to the second end 112 along the longitudinal direction of the first body 110. Internal stiffeners 158 within the U-shaped cross section 150 further enhance rigidity.

[0104] A plurality of foldable guide elements 300 are shown between the first end 111 and the steering column bracket 170. Adjacent to the second end 112, the glove box housing 160 is connected to the first body 110. Similarly, the entire crossbeam 100 from the first end 111 to the second end 112, including the first sub-body 220, the second sub-body 230, the steering column bracket 170, and the glove box housing 160, is integrally formed of at least one fiber-reinforced polymer.

[0105] Figure 5 A cross-sectional view of beam 100 is shown.

[0106] The crossbeam 100 includes a deformable impact pad 200 for absorbing impact energy. The impact pad 200 has a foam core inside to disperse the force acting on it. The impact pad 200 is located on the first body 110 and is covered by a cover element 330. The cover element 330 faces the passenger compartment, so that the impact of a passenger seated in the passenger compartment on the cover element 330 is transferred to the impact pad 200.

[0107] Furthermore, the guide element 300 is placed parallel to the bumper pad 200, and the guide element 300 is adapted to guide the bumper pad 200 during deformation caused by the cover element 330. The cover element 330 also covers the foldable guide element 300, so that the cover element 330 can fold the foldable guide element 300 in the event of an energy impact.

[0108] For the foldable guide element 300 to fold, the critical value of the predetermined breakpoint 310 must be exceeded.

[0109] Therefore, if the impact on the cover element 330 is large enough, the anti-collision pad 200 will deform first. If the absorbed impact energy is insufficient, the cover element 330 will come into contact with the anti-collision unit 302 of the guide element 300. If a critical value is exceeded, the predetermined breakpoint 310 will fail, and the anti-collision unit 302 will be forced by the cover element 330 to move into the internal space 304. The predetermined breakpoint 310 is located between the foldable guide element 300 and the anti-collision unit 302. In cross-section, the predetermined breakpoint 310 has a small cross-section and extends to the periphery of the guide element 300. Therefore, the predetermined breakpoint is arranged in a ring around the guide element 300.

[0110] Therefore, the anti-collision pad 200 can be further deformed to absorb impact energy. Throughout the deformation process, the guide surface 320 on the outer axis of the guide element 300 ensures that the deformation of the anti-collision pad 200 occurs in an orderly straight line.

[0111] Above the guide element 300 is a first body 110 extending longitudinally with a cross section 150 that is at least generally U-shaped.

[0112] Similarly, the entire beam 100, consisting of a U-shaped cross section 150 extending from the first end 111 to the second end 112, including the guide element 300 and the anti-collision unit 302, is integrally formed of at least one fiber-reinforced polymer.

[0113] Figure 6 Showing Figure 5 A detailed view of the selected section.

[0114] The deformable anti-collision pad 200 is located between the first body 110 and the cover element 330. Furthermore, a predetermined breakpoint 310 is located between the foldable guide element 300 and the anti-collision unit 302. In cross-section, the predetermined breakpoint 310 has a smaller cross-section and extends towards the periphery of the guide element 300.

[0115] Figure 7 A front view of the crash pad 200 is shown. Next to the crash pad 200 is a first foldable guide element 300, which includes a crash unit 302 and a predetermined breakpoint 310. A guide surface 320 is positioned laterally outside the guide element 300, facing the crash pad 200, to ensure guided deformation of the crash pad 200. Below the crash pad 200 is a second foldable guide element 300, which also includes the crash unit 302 and the predetermined breakpoint 310. Furthermore, the second foldable guide element 300 also includes a guide surface 320, which is located laterally outside the second guide element 300, facing the crash pad 200.

[0116] Figure 8 Another cross-sectional view of beam 100 is shown.

[0117] The first body 110 has at least a generally U-shaped cross section 150 and an additional cross section 154. The U-shaped cross section 150 and the additional cross section 154 are substantially parallel to each other and extend longitudinally. There are reinforcing ribs 158 within the U-shaped cross section 150 and the additional cross section 154.

[0118] The additional U-shaped cross section 154 is offset, so the U-shaped cross section 150 and the additional cross section 154 together form a stepped cross section structure. The resulting protruding area 159 is suitable for laying cable harness 502.

[0119] Although the present invention has been described in detail with reference to purely exemplary embodiments, it is self-evident that the invention is not limited to the embodiments, but can be modified and varied within the scope of the claims.

[0120] List of reference numerals

[0121] 100 crossbeam

[0122] 110 First Subject

[0123] 111 First End

[0124] 112 Second End

[0125] 120 First Opening

[0126] 121 upper

[0127] 122 Central

[0128] 123 lower part

[0129] 130 Second opening

[0130] Fixed points on 131 and 133

[0131] 132, 134 Lower Fixed Points

[0132] 150, 250, 450 U-shaped cross sections

[0133] 154 Additional cross-section

[0134] 158 Reinforcing Rib

[0135] 159 Prominent Areas

[0136] 160 Glove Box Housing

[0137] 170 Steering column bracket

[0138] 200 anti-collision pad

[0139] 220 First Sub-body

[0140] 230 Second Sub-body

[0141] 300 guide element

[0142] 302 Anti-collision Unit

[0143] 304 Interior Space

[0144] 310 Pre-defined breakpoint

[0145] 320 guide surface

[0146] 330 Covering Component

[0147] 410 Second Subject

[0148] 411 First End

[0149] 412 Second End

[0150] 420 First Opening

[0151] 421 upper

[0152] 422 Central

[0153] 423 lower part

[0154] 430 Second opening

[0155] 500 shell cross-section

[0156] 502 Cable Harness

[0157] L1 First Centerline

[0158] L2 Second Centerline

Claims

1. A crossbeam (100) for a vehicle, comprising: The first body (110) extends longitudinally from the first end (111) to the second end (112). At least one upper fixed point (131) and one lower fixed point (132) at the first end (111) of the first body (110), At least one upper fixed point (133) and one lower fixed point (134) at the second end (112) of the first body (110), in, The first center line (L1) passes through the upper fixed point (131) of the first end (111) and the upper fixed point (133) of the second end (112). The first body (110) has a cross-section (150) that is at least generally U-shaped, generally along the first centerline (L1). The first main body (110) includes a first sub-body (220), which is disposed at a first end (111) of the first main body (110) and extends transversely to the longitudinal direction between the first end and the second end. The first sub-body (220) has at least a generally U-shaped cross-section (250). The first main body (110) includes a second sub-body (230), which is disposed at the second end (112) of the first main body (110) and extends transversely to the longitudinal direction between the first end and the second end. The second sub-body (230) has at least a generally U-shaped cross-section (250). The crossbeam (100) is integrally formed from at least one fiber-reinforced polymer.

2. The crossbeam (100) according to claim 1, wherein, The crossbeam (100) is made of injection-molded fiber-reinforced polymer.

3. The crossbeam (100) according to claim 1 or 2, wherein, The first sub-body (220) includes an upper fixing point (131) and a lower fixing point (132).

4. The crossbeam (100) according to claim 1 or 2, wherein, The U-shaped cross-section (250) of the first subbody (220) is generally in the transverse direction.

5. The crossbeam (100) according to claim 1 or 2, wherein, The second sub-body (230) includes an upper fixing point (133) and a lower fixing point (134).

6. The crossbeam (100) according to claim 1 or 2, wherein, The U-shaped cross-section (250) of the second subbody (230) is generally in the transverse direction.

7. The crossbeam (100) according to claim 1 or 2, wherein, The U-shaped cross-section (150, 250) includes internal reinforcing ribs (158) that strengthen the first body (110).

8. The crossbeam (100) according to claim 1 or 2, wherein, The first sub-body (220) and the second sub-body (230) respectively include internal reinforcing ribs (158) to strengthen the first sub-body (220) and the second sub-body (230).

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