Detection technology of automobile instrument panel beam assembly

Abstract

The invention relates to a detection process of an automobile instrument panel beam assembly, which belongs to the technical field of automobile instrument panel beam assemblies, and is characterized in that a single component is made of a material with a conventional thickness in design; the construction method comprises the following steps: connecting components and a cross beam through reinforcing ribs, connecting adjacent components through flanges, forming lightening holes in unstressed parts of the components, delimiting areas with parallel surfaces on the components as plane areas, delimiting areas without parallel surfaces on the components as bent areas, forming two positioning holes in the plane areas, and connecting the two positioning holes in the bent areas. The two positioning holes are designed to be close to the weld bead, and the female boss and the male boss for positioning are arranged on the bending area, so that the problem that components in the automobile instrument panel beam assembly are damaged in the testing process due to the fact that testing conditions (such as load, frequency, temperature and the like) applied in the testing process are too strict is solved.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile instrument panel crossbeam assemblies, and in particular relates to a detection process for an automobile instrument panel crossbeam assembly. Background Art

[0002] The cross car beam assembly (CCB) is a key component in the car interior system. It is installed in the front part of the car. The CCB also includes many components such as the steering column, air conditioning, and airbags. The space is very compact and must conform to the direction of various wiring harnesses. In addition, sufficient clearance must be reserved between the CCB and various components to avoid interference or abnormal noise during installation. Therefore, there are many restrictions and multiple rounds of adjustments are required to achieve the best effect. Therefore, quality inspection of CCB is crucial to ensure the safety performance and ride comfort of the car.

[0003] At present, in order to improve the overall performance of the car, reduce operating costs and meet environmental regulations, most of the car dashboard cross beam assemblies on the market are designed to be lightweight. However, the lightweight design of the car dashboard cross beam assembly itself and the rigidity of the parts are contradictory. Generally speaking, if you want good rigidity, you can only use thicker materials and make the force-bearing part as large as possible, which will lead to increased weight. Therefore, there are some problems in the detection process of the car dashboard cross beam assembly that currently adopts a lightweight design: when testing the car dashboard cross beam assembly, since the detection process requires testing of multiple different parts, and the test conditions used in the detection process are not all the same, when the test conditions used in the detection process (such as load, frequency, temperature, etc.) may be too harsh, it may cause the components in the car dashboard cross beam assembly to be damaged during the test. In this regard, a detection process for the car dashboard cross beam assembly is proposed. Summary of the invention

[0004] In order to solve the above-mentioned problems existing in the prior art, the present invention provides a detection process for an automobile instrument panel crossbeam assembly, which solves the problem in the prior art that the detection process needs to detect multiple different parts, and the test conditions applied in the detection process are not all the same. When the test conditions applied in the detection process may be too harsh, it may cause the components in the automobile instrument panel crossbeam assembly to be damaged during the test.

[0005] The purpose of the present invention can be achieved by the following technical solution: A detection process for an automobile instrument panel crossbeam assembly comprises the following steps:

[0006] S1: The components are designed with materials of normal thickness;

[0007] S2: Connect the components and the beams through reinforcing ribs, connect the adjacent components through flanges, and then open weight-reducing holes at the locations where the components are not subjected to stress;

[0008] S3: The area with parallel surfaces on the component is defined as the plane area, and the area without parallel surfaces on the component is defined as the bending area. Two positioning holes are opened on the plane area, and the two positioning holes are designed close to the weld bead. The positive and negative bosses for positioning are set on the bending area;

[0009] S4: Pre-inspection stage, the visual inspection system controls the rotating probe to conduct a preliminary appearance inspection of the CCB to eliminate obvious defects such as scratches, deformation, cracks, etc.

[0010] S5: Dimension detection, using a three-coordinate measuring machine to accurately measure the key dimensions of the CCB to ensure that it meets the design requirements, and using optical measuring equipment to perform non-contact measurement of the complex curved surfaces of the CCB to improve measurement efficiency;

[0011] S6: Material performance testing: testing the mechanical properties of CCB materials through tensile, compression, bending and other tests, and using spectral analysis and other technologies to test the chemical composition of the materials to ensure that they meet the material standards;

[0012] S7: Structural strength test: pressure test the CCB to simulate the load in actual use, test its pressure bearing capacity and anti-deformation ability, and test the response and stability of the CCB under vibration by simulating the vibration environment of the vehicle.

[0013] S8: Functional test, simulating the actual installation situation, checking the coordination between CCB and the vehicle body, steering system and other components, and performing functional test on the electronic control module integrated in CCB to ensure that all functions are normal;

[0014] S9: Durability test, simulating long-term use, testing the fatigue life of CCB by repeatedly applying loads, testing the performance of CCB in extreme environments such as high temperature, low temperature, and humidity to ensure its stability in various environments;

[0015] S10: Quality inspection, using X-ray detection technology to detect the integrity of the internal structure of the CCB, and using AI vision technology to detect tiny defects in the CCB;

[0016] S11: Final inspection, which comprehensively evaluates the test results of CCB to determine whether it meets the quality standards and determines whether the CCB is qualified or unqualified based on the test results;

[0017] S12: Recording and reporting: save all test data and results and generate detailed test reports.

[0018] As a further solution of the present invention, in S2, circular weight-reducing holes are opened on the stress-free surface of the component close to the cross beam and the reinforcing ribs, and flat groove-shaped weight-reducing holes are opened on the stress-free surface of the component away from the cross beam and the reinforcing ribs.

[0019] As a further solution of the present invention, the corner parts of the components in S3 and the connection between the components and the flanges in S2 are both spherical in design.

[0020] As a further solution of the present invention, in S2, two or more components are combined into a whole.

[0021] As a further solution of the present invention, the rotating probe in S4 is connected to a rotating self-locking mechanism, and the visual inspection system drives the rotating probe to rotate and then self-lock by controlling the rotating self-locking mechanism. The rotating self-locking mechanism includes a spatial rotating part, a spring movable rod part, and a limiting support part. The limiting support part is provided with a plurality of clamping holes, and the movable rod of the spring movable rod part is engaged with any clamping hole. The rotating probe is connected to the spatial rotating part, and the movable rod of the spring movable rod part slides through the spatial rotating part. The limiting support part is used to support the spatial rotating part, and the spatial rotating part rotates in space along the limiting support part. The spatial rotating part drives the spring of the spring movable rod part to extend, and the spring of the spring movable rod part drives the movable rod to move, so that the movable rod disengages from the clamping hole on the limiting support part.

[0022] As a further solution of the present invention, the spatial rotating part is a universal rotating ring, and the universal rotating ring is driven by a driving member.

[0023] As a further solution of the present invention, one end of the spring of the spring movable rod portion close to the limit support portion is fixedly connected to the universal rotating ring, and the other end of the spring is slidably connected to the universal rotating ring.

[0024] As a further solution of the present invention, the other end of the spring is slidably connected to the universal rotating ring through a roller, and the universal rotating ring is provided with three sliding holes, the spring movable rod is located in the sliding hole, and the diameter of the sliding hole is larger than the diameter of the spring.

[0025] As a further solution of the present invention, the position-limiting support portion is a sphere, a plurality of the clamping holes are arranged on the sphere, and a distance between adjacent clamping holes of the plurality of clamping holes is 2-3 mm.

[0026] As a further solution of the present invention, the movable rod end of the spring movable rod portion engaged with the engaging hole is a hemispherical structure, the engaging hole is a hemispherical hole, and the hemispherical structure matches the hemispherical hole.

[0027] The beneficial effects of the present invention are:

[0028] By using materials of regular thickness in the design of individual components, connecting the components and the beams by reinforcing ribs, connecting adjacent components by flanging, and then opening weight-reducing holes in the unstressed parts of the components, defining the area with parallel surfaces on the components as the plane area, defining the area without parallel surfaces on the components as the bending area, opening two positioning holes in the plane area, and designing the two positioning holes close to the weld, and providing yin and yang bosses for positioning in the bending area, the problem that the test conditions (such as load, frequency, temperature, etc.) applied during the inspection process may be too harsh, which may cause damage to the components in the automobile dashboard crossbeam assembly during the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0030] Figure 1 It is a schematic diagram of the installation between the existing components and the crossbeam;

[0031] Figure 2 It is a schematic diagram of the installation between the components and the crossbeam of the present invention;

[0032] Figure 3 It is a diagram of the automobile instrument panel cross beam assembly of the present invention;

[0033] Figure 4 It is a schematic diagram of the structure of the rotary self-locking mechanism of the present invention.

[0034] Description of main component symbols:

[0035] In the figure: 1. component; 2. crossbeam; 3. reinforcing rib; 4. weight-reducing hole; 5. positioning hole; 6. spatial rotating part; 7. spring movable rod part; 8. limit support part. DETAILED DESCRIPTION

[0036] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the specific implementation methods, structures, features and effects of the present invention are described in detail below in conjunction with the accompanying drawings and preferred embodiments.

[0037] See also Figure 1-4 This embodiment provides a detection process for an automobile instrument panel crossbeam 2 assembly, comprising the following steps:

[0038] S1: Component 1 is designed with materials of regular thickness;

[0039] S2: Connect component 1 and crossbeam 2 by reinforcing rib 3, connect adjacent components 1 by flange, and then open weight-reducing hole 4 at the part of component 1 where no stress is applied; since weight reduction and rigidity of parts are contradictory, generally speaking, if you want good rigidity, you can only use thicker materials and make the stress-bearing part as large as possible, which will lead to weight increase, so it is necessary to use thinner materials to strengthen the structural design. Generally, according to different models, there is a standard for the weight of CCB. After ensuring the rigidity of parts, it is necessary to further consider weight reduction. Therefore, here, component 1 and crossbeam 2 are connected by reinforcing rib 3, and adjacent components 1 are connected by flange, in order to improve the rigidity of parts, and then open weight-reducing hole 4 at the part of component 1 where no stress is applied, so that the automobile dashboard crossbeam 2 assembly improved by this method can meet the rigidity requirements of parts and achieve the goal of lightweight;

[0040] S3: The area on the component 1 with parallel surfaces is defined as the plane area, and the area on the component 1 without parallel surfaces is defined as the bending area. Two positioning holes 5 are opened in the plane area. The two positioning holes 5 are designed close to the weld, and a yin-yang boss for positioning is set in the bending area; after S2 improves the rigidity of the automobile instrument panel crossbeam 2 assembly, the component 1 on the crossbeam 2 is further divided, and two positioning holes 5 are opened in the plane area for positioning to improve stability. During the welding process, the component 1 often has unstable welds due to welding deformation and insufficient positioning of the component 1 itself, which requires subsequent repair and welding, and the production process also requires frequent debugging of the weld. In this regard, in addition to enhancing the rigidity of the component 1 itself, additional positioning holes 5 are also adopted. The two positioning holes 5 The design is close to the weld bead. This design is adopted to simplify the welding tooling. Yin-yang bosses for positioning are set on the bending area. The design of the yin-yang bosses can ensure that each component is correctly aligned during the installation process. The female boss and the male boss cooperate with each other, so that the components can be accurately embedded together during assembly, avoiding installation errors. The design of the yin-yang bosses can also provide a certain degree of sealing effect to prevent moisture, dust and other debris from entering the interior of the dashboard, and improve the waterproof and dustproof performance of the vehicle. The overall stability of the automobile dashboard cross beam 2 assembly is improved through the design of S2 and S3, which can solve the problem that the test conditions (such as load, frequency, temperature, etc.) used in the detection process may be too harsh, which may cause the component 1 in the automobile dashboard cross beam 2 assembly to be damaged during the test;

[0041] In addition, for ease of understanding, Figure 1As shown in the figure, the original design of the automobile instrument panel cross beam 2 assembly in the prior art is shown. This design is welded from three parts, and eight stamping processes are required to produce it. There are ten welds, the rigidity is insufficient, and the welding is easily deformed. When the test conditions used in the detection process are too harsh, the component 1 in the automobile instrument panel cross beam 2 assembly may be damaged during the test;

[0042] This application is designed as Figure 2 The optimized design is a whole, which only needs four stamping processes and the number of welds is reduced to six, which reduces the tooling investment, improves the production cycle, enhances the rigidity of parts, reduces welding deformation, and avoids the problem that the component 1 in the automobile dashboard cross beam 2 assembly is damaged during the test when the test conditions are too harsh.

[0043] In addition, the number of stamping processes and the number of welds described above are only based on one component. Different components require different numbers of stamping processes and welds. The number of stamping processes and the number of welds in the two designs described above are only for one of the components for better comparison. In addition, since the automobile instrument panel cross beam 2 assembly includes a large number of components 1, which may be dozens, only one description is given here, and the rest are designed according to this method, combining two or more components 1 into a whole. As a whole, the stability of the automobile instrument panel cross beam 2 assembly will be greatly improved, so it can better avoid the problem of component 1 in the automobile instrument panel cross beam 2 assembly being damaged during testing when the test conditions applied during the inspection process are too harsh;

[0044] S4: Pre-inspection stage, the visual inspection system controls the rotating probe to conduct a preliminary appearance inspection of the CCB to eliminate obvious defects such as scratches, deformation, cracks, etc.

[0045] S5: Dimension detection, using a three-coordinate measuring machine to accurately measure the key dimensions of the CCB to ensure that it meets the design requirements, and using optical measuring equipment to perform non-contact measurement of the complex curved surfaces of the CCB to improve measurement efficiency;

[0046] S6: Material performance testing: testing the mechanical properties of CCB materials through tensile, compression, bending and other tests, and using spectral analysis and other technologies to test the chemical composition of the materials to ensure that they meet the material standards;

[0047] S7: Structural strength test: pressure test the CCB to simulate the load in actual use, test its pressure bearing capacity and anti-deformation ability, and test the response and stability of the CCB under vibration by simulating the vibration environment of the vehicle.

[0048] S8: Functional test, simulating the actual installation situation, checking the coordination between CCB and the vehicle body, steering system and other components, and performing functional test on the electronic control module integrated in CCB to ensure that all functions are normal;

[0049] S9: Durability test, simulating long-term use, testing the fatigue life of CCB by repeatedly applying loads, testing the performance of CCB in extreme environments such as high temperature, low temperature, and humidity to ensure its stability in various environments;

[0050] S10: Quality inspection, using X-ray detection technology to detect the integrity of the internal structure of the CCB, and using AI vision technology to detect tiny defects in the CCB;

[0051] S11: Final inspection, which comprehensively evaluates the test results of CCB to determine whether it meets the quality standards and determines whether the CCB is qualified or unqualified based on the test results;

[0052] S12: Record and report, save all test data and results, generate detailed test reports, and complete the test process.

[0053] Since it is a test of the assembly of the cross beam 2 of the automobile instrument panel, and it is necessary to consider both the rigidity requirements of the parts and the lightweight requirements, although the weight-reducing holes 4 can be opened on the surface of the component 1, the position and size of the weight-reducing holes 4 need to be designed without affecting the rigidity requirements. In this regard, in one embodiment, in S2, circular weight-reducing holes 4 are opened on the stress-free surface of the component 1 near the cross beam 2 and the stiffening rib 3, and flat groove-shaped weight-reducing holes 4 are opened on the stress-free surface of the component 1 away from the cross beam 2 and the stiffening rib 3. The edge portion of the component 1 needs to be connected to the remaining components 1 or the cross beam 2. Therefore, circular weight-reducing holes 4 are opened on the stress-free surface of the component 1 near the cross beam 2 and the stiffening rib 3, and flat groove-shaped weight-reducing holes 4 are opened on the stress-free surface of the component 1 away from the cross beam 2 and the stiffening rib 3. The size of the circular weight-reducing holes 4 is relatively small compared to the flat groove-shaped weight-reducing holes 4, such as Figure 2 As shown in the figure, the design is because weight-reducing holes 4 are set at two different positions of the component 1 to balance the component 1. In addition, greater strength is required at the component 1 close to the beam 2 and the reinforcement rib 3. Therefore, circular weight-reducing holes 4 are used here, and more weight reduction can be considered on the component 1 far away from the beam 2 and the reinforcement rib 3, so that both the rigidity requirements of the part can be met and lightweight can be achieved.

[0054] Furthermore, the automobile dashboard crossbeam 2 assembly includes many components 1. Therefore, during the design and manufacturing process of the crossbeam 2, many components 1 may cause local stress concentration problems, which may cause premature failure of the crossbeam 2 during testing. To solve this problem, in one embodiment, the corner parts of the components 1 in S3 and the connection between the components 1 and the flange in S2 are both spheroidized. The spheroidization design can reduce local stress concentration and avoid the problem of premature failure of the crossbeam 2 during testing.

[0055] It is worth mentioning that during the inspection process, the visual inspection system needs to be used to control the rotating probe to rotate at different angles to perform a preliminary appearance inspection on the CCB, and the rotating probe needs to adjust the angle frequently. However, most rotating probes are controlled by motors. When the motor rotates and stops, due to the inertia of the motor, the frequent rotation and stopping of the motor will have a certain impact on the accuracy. Long-term use requires recalibration. In order to solve this problem,

[0056] In one embodiment, the rotating probe in S4 is connected to a rotating self-locking mechanism. The visual inspection system drives the rotating probe to rotate and then self-lock by controlling the rotating self-locking mechanism. The rotating self-locking mechanism includes a spatial rotating part 6, a spring movable rod part 7, and a limiting support part 8. Because each position needs to be inspected when inspecting the automobile dashboard crossbeam 2 assembly, and the automobile dashboard crossbeam 2 assembly is not all flat, the spatial rotating part 6 is a universal rotating ring, and the universal rotating ring is driven by a driving member, and the driving member is a motor. Here, the motor drives the universal rotating ring to rotate. The structure adopted is two driving motors. The visual inspection system controls one of the two driving motors to drive the universal rotating ring to change the angle. The limiting support part 8 is provided with a plurality of card holes. The movable rod of the spring movable rod part 7 is engaged with any clamping hole, the rotating probe is connected to the space rotating part 6, the movable rod of the spring movable rod part 7 slides through the space rotating part 6, the limiting support part 8 is used to support the space rotating part 6, the space rotating part 6 rotates along the limiting support part 8 in space, the space rotating part 6 drives the spring of the spring movable rod part 7 to extend, the spring of the spring movable rod part 7 drives the movable rod to move, so that the movable rod is separated from the clamping hole on the limiting support part 8, the spring movable rod part 7 includes a spring and a movable rod, the spring is sleeved on the movable rod, and the spring and the movable rod need to be fixedly connected, the spring and the movable rod move synchronously, in addition, when the universal rotating ring rotates, the spring will extend outward under the action of centrifugal force, driving the movable rod to extend outward;

[0057] In addition, it is necessary to ensure that when the universal rotating ring rotates, the existence of the movable rod will not interfere with the movement of the universal rotating ring, and at the same time, it is necessary to ensure that the movement amplitude is small when the universal rotating ring rotates, so that the movable rod can also be separated from the clamping hole. Therefore, it is necessary to ensure that the end of the movable rod of the spring movable rod part 7 engaged with the clamping hole is a hemispherical structure, the clamping hole is a hemispherical hole, the hemispherical structure matches the hemispherical hole, and the diameter of the hemispherical hole cannot be too large. It is also necessary to ensure that the elasticity of the spring is very small, and a slight movement will cause the spring to stretch. The design here needs to be combined with the elasticity of the spring, the diameter of the hemispherical hole and the weight of the movable rod. According to this design, one end of the spring of the spring movable rod portion 7 close to the limit support portion 8 is fixedly connected to the universal rotating ring, and the other end of the spring is slidably connected to the universal rotating ring. In order to further reduce the friction between the spring and the movable rod and the universal rotating ring, the other end of the spring is slidably connected to the universal rotating ring through a roller, and three sliding holes are provided on the universal rotating ring. The spring movable rod portion 7 is located in the sliding holes, and the diameter of the sliding holes is larger than the diameter of the spring, ensuring that no friction is generated between the spring and the sliding holes. In addition, the purpose of using three sliding holes is to have spring movable rod portions 7 in the three sliding holes, thereby utilizing triangular stability.

[0058] Since the universal rotating ring needs to be universally rotated, in order to enable the limit support part 8 to limit the universal rotating ring at any position, the limit support part 8 is a sphere, and a plurality of clamping holes are arranged on the sphere, and the distance between adjacent clamping holes of the plurality of clamping holes is 2-3mm. In actual use, the universal rotating ring may need to stop for detection every time it rotates a small distance. Therefore, in order to make the universal rotating ring cooperate better with the plurality of clamping holes and improve the limiting accuracy, the distance between adjacent clamping holes of the plurality of clamping holes is 2-3mm, which can be 2mm or 3mm. 1mm is not selected. 2mm and 3mm are the integers closest to 1mm, so it is easy to design and increases the fault tolerance. The hole spacing of 2-3mm can adapt to various types of connection requirements and has high flexibility. The smaller distance between adjacent clamping holes helps to improve the assembly accuracy of parts and components, so that the product can meet the design requirements more accurately.

[0059] The working principle and use process of the present invention:

[0060] The component 1 is designed to be made of materials of conventional thickness. The component 1 and the cross beam 2 are connected by reinforcing ribs 3, and the adjacent components 1 are connected by flanging. Then, weight-reducing holes 4 are opened at the parts of the component 1 where no stress is applied. The area with parallel surfaces on the component 1 is defined as the plane area, and the area without parallel surfaces on the component 1 is defined as the bending area. Two positioning holes 5 are opened in the plane area. The two positioning holes 5 are designed close to the weld, and yin and yang bosses for positioning are provided in the bending area. The overall stability of the automobile instrument panel cross beam 2 assembly is improved by the design of S2 and S3, so that the test conditions (such as load, frequency, temperature, etc.) used in the detection process may be too harsh, which may cause the component 1 in the automobile instrument panel cross beam 2 assembly to be damaged during the test. Then, the pre-inspection stage, size detection, material performance detection, structural strength detection, functional test, durability test, quality inspection, final inspection and record and report are carried out, all the test data and results are recorded and saved, a detailed test report is generated, and the test process is completed.

[0061] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technical personnel in this field can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A detection process for a crossbeam assembly of an automobile instrument panel, characterized in that: The following steps are involved: S1: The components are designed with materials of normal thickness; S2: Connect the components and the beams through reinforcing ribs, connect the adjacent components through flanges, and then open weight-reducing holes at the locations where the components are not subjected to stress; S3: The area with parallel surfaces on the component is defined as the plane area, and the area without parallel surfaces on the component is defined as the bending area. Two positioning holes are opened on the plane area, and the two positioning holes are designed close to the weld bead. The positive and negative bosses for positioning are set on the bending area; S4: Pre-inspection stage, the visual inspection system controls the rotating probe to conduct a preliminary appearance inspection of the CCB to eliminate obvious defects such as scratches, deformation, cracks, etc. S5: Dimension detection, using a three-coordinate measuring machine to accurately measure the key dimensions of the CCB to ensure that it meets the design requirements, and using optical measuring equipment to perform non-contact measurement of the complex curved surfaces of the CCB to improve measurement efficiency; S6: Material performance testing: testing the mechanical properties of CCB materials through tensile, compression, bending and other tests, and using spectral analysis and other technologies to test the chemical composition of the materials to ensure that they meet the material standards; S7: Structural strength test: pressure test the CCB to simulate the load in actual use, test its pressure bearing capacity and anti-deformation ability, and test the response and stability of the CCB under vibration by simulating the vibration environment of the vehicle. S8: Functional test, simulating the actual installation situation, checking the coordination between CCB and the vehicle body, steering system and other components, and performing functional test on the electronic control module integrated in CCB to ensure that all functions are normal; S9: Durability test, simulating long-term use, testing the fatigue life of CCB by repeatedly applying loads, testing the performance of CCB in extreme environments such as high temperature, low temperature, and humidity to ensure its stability in various environments; S10: Quality inspection, using X-ray detection technology to detect the integrity of the internal structure of the CCB, and using AI vision technology to detect tiny defects in the CCB; S11: Final inspection, which comprehensively evaluates the test results of CCB to determine whether it meets the quality standards and determines whether the CCB is qualified or unqualified based on the test results; S12: Recording and reporting: save all test data and results and generate detailed test reports.

2. The detection process of the automobile instrument panel cross beam assembly according to claim 1 is characterized in that: In S2, circular weight-reducing holes are provided on the stress-free surface of the component close to the cross beam and the reinforcing rib, and flat groove-shaped weight-reducing holes are provided on the stress-free surface of the component far from the cross beam and the reinforcing rib.

3. The detection process of the automobile instrument panel cross beam assembly according to claim 1 is characterized in that: The corners of the components in S3 and the connection between the components and the flanges in S2 are both spherical in design.

4. The detection process of the automobile instrument panel cross beam assembly according to claim 1 is characterized in that: In S2, two or more components are combined into a whole.

5. The detection process of the automobile instrument panel cross beam assembly according to claim 1 is characterized in that: The rotating probe in S4 is connected to a rotating self-locking mechanism, and the visual inspection system drives the rotating probe to rotate and then self-lock by controlling the rotating self-locking mechanism. The rotating self-locking mechanism includes a spatial rotating part, a spring movable rod part, and a limiting support part. The limiting support part is provided with a plurality of clamping holes, and the movable rod of the spring movable rod part is engaged with any clamping hole. The rotating probe is connected to the spatial rotating part, and the movable rod of the spring movable rod part slides through the spatial rotating part. The limiting support part is used to support the spatial rotating part, and the spatial rotating part rotates along the space of the limiting support part. The spatial rotating part drives the spring of the spring movable rod part to extend, and the spring of the spring movable rod part drives the movable rod to move, so that the movable rod disengages from the clamping hole on the limiting support part.

6. The detection process of the automobile instrument panel cross beam assembly according to claim 5, characterized in that: The spatial rotating part is a universal rotating ring, and the universal rotating ring is driven by a driving member.

7. The detection process of the automobile instrument panel cross beam assembly according to claim 5, characterized in that: One end of the spring of the spring movable rod portion close to the limit support portion is fixedly connected to the universal rotating ring, and the other end of the spring is slidably connected to the universal rotating ring.

8. The detection process of the automobile instrument panel cross beam assembly according to claim 7, characterized in that: The other end of the spring is slidably connected to the universal rotating ring through a roller, and the universal rotating ring is provided with three sliding holes, the spring movable rod is located in the sliding holes, and the diameter of the sliding holes is greater than the diameter of the spring.

9. The detection process of the automobile instrument panel cross beam assembly according to claim 5, characterized in that: The position-limiting support portion is a sphere, a plurality of the clamping holes are arranged on the sphere, and a distance between adjacent clamping holes of the plurality of clamping holes is 2-3 mm.

10. The detection process of the automobile instrument panel cross beam assembly according to claim 5, characterized in that: The end of the movable rod of the spring movable rod part engaged with the engaging hole is a hemispherical structure, the engaging hole is a hemispherical hole, and the hemispherical structure matches the hemispherical hole.

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