Instrument board stiffening beam assembly and vehicle

Abstract

The invention provides an instrument board stiffening beam assembly and a vehicle, and belongs to the technical field of vehicle parts, the instrument board stiffening beam assembly comprises a main pipe beam, a first connecting frame and a second connecting frame; the first connecting frame is arranged on the front side of the main pipe beam, the front end of the first connecting frame is connected with the front wall, the first connecting frame is U-shaped, the rear end of the first connecting frame is connected with the main pipe beam, a closed upper frame structure is defined by the first connecting frame and the main pipe beam, and the upper frame structure is used for bearing a functional module; the second connecting frame is arranged below the upper frame structure and arches downwards, the front end of the second connecting frame is connected to the front portion of the first connecting frame, the rear end of the second connecting frame is connected to the main pipe beam, the second connecting frame is used for installing a steering column, and the second connecting frame and the upper frame structure define a triangular side frame structure. The instrument board stiffening beam assembly has high force bearing capacity in the vertical direction, the front-back direction and the left-right direction, the strong attenuation effect on vibration energy generated by excitation is achieved, and the problem that a steering column and a functional module shake is effectively solved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle component technology, specifically relating to an instrument panel reinforcement beam assembly and a vehicle. Background Technology

[0002] With the development of technology and the improvement of living standards, people's needs for cars have gone beyond just being a means of transportation. The development of automobiles is gradually moving towards intelligence, with more and more additional functional modules being incorporated into vehicles. To facilitate operation for front-seat passengers and expand functionality, more functional modules are set up on the vehicle's dashboard. Among these, some functional modules designed for the driver (such as the head-up display module) need to be placed on the dashboard near the steering wheel to improve the convenience of driving operation. Functional modules designed for the driver are generally directly mounted on the dashboard reinforcement beam (i.e., the tubular beam) and positioned near the steering column connected to the steering wheel.

[0003] The instrument panel reinforcement beam is a supporting structure for the steering column, making it a crucial component of the vehicle's steering system. It bears the load of critical vibration sources such as the steering motor. The instrument panel reinforcement beam is typically reinforced by connections to the A-pillars on both sides of the vehicle body and the front of the center tunnel in the floor. In existing instrument panel reinforcement beams, the area near the connection to the steering system is relatively weak. When powertrain and driving system excitations are transmitted to the vehicle body, and then through the center tunnel to the instrument panel reinforcement beam, noticeable vibrations occur in the steering wheel and nearby functional modules. This affects driving comfort and can also disrupt the normal operation of functional modules, potentially leading to poor contact and significantly impacting their stability and reliability. Summary of the Invention

[0004] This invention provides an instrument panel reinforcement beam assembly and a vehicle, aiming to solve the problem in the prior art where the rigidity near the connection between the instrument panel reinforcement beam and the steering system is weak, which easily causes vibration of the steering wheel and nearby functional modules.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] In a first aspect, embodiments of the present invention provide an instrument panel reinforcing beam assembly, comprising:

[0007] Supervisor Liang;

[0008] The first connecting frame is located on the front side of the main beam, and the front end of the first connecting frame is connected to the front enclosure. The first connecting frame is U-shaped and the rear end is connected to the main beam. The first connecting frame and the main beam enclose a closed upper frame structure, which is used to support the functional module.

[0009] The second connecting frame is located below the upper frame structure and arches downward. The front end of the second connecting frame is connected to the front part of the first connecting frame, and the rear end is connected to the main beam. The second connecting frame is used to install the steering column and forms a triangular side frame structure with the upper frame structure.

[0010] In conjunction with the first aspect, in one possible implementation, a first column mounting position is formed on the second connecting frame, and the instrument panel reinforcement beam assembly further includes a third connecting frame connected to the rear side of the main beam, the third connecting frame having a plurality of second column mounting positions spaced apart along the axial direction of the main beam, the first column mounting positions and each of the second column mounting positions being triangularly distributed.

[0011] In some embodiments, the third connecting frame includes a second pipe column mounting bracket, the front side of which is fitted and connected to the main beam, and the second pipe column mounting bracket forms the second pipe column mounting position; the distance between the lower side and the upper side of the second pipe column mounting bracket gradually increases from back to front.

[0012] In some embodiments, the lower side of the second column mounting bracket is fitted and connected to the steering column, and the vertical height of the second column mounting bracket is less than the outer diameter of the main beam; the lower part of the main beam has a clearance groove corresponding to the second column mounting bracket, and the clearance groove forms a collapsible clearance space corresponding to the steering column.

[0013] In some embodiments, the upper wall of the recess is provided with a tube beam reinforcing rib extending axially along the main tube beam.

[0014] In some embodiments, multiple second pipe column mounting brackets are spaced apart along the axial direction of the main pipe beam, and the second pipe column mounting positions correspond one-to-one with the second pipe column mounting brackets; the third connecting frame includes a second reinforcing plate, the front side of the second reinforcing plate is fitted and connected to the main pipe beam, and the lower surface of the second reinforcing plate is fitted and connected to the upper surface of multiple second pipe column mounting brackets.

[0015] In some embodiments, the second connecting frame includes:

[0016] The first pipe column mounting bracket is a box-shaped structure with a downward opening and its rear end is connected to the main beam. The first pipe column mounting bracket forms the first pipe column mounting position, and the first pipe column mounting bracket gradually tilts upward from front to back.

[0017] A first reinforcing plate is installed at the lower opening of the first pipe column mounting bracket and its rear end is connected to the main pipe beam. The first reinforcing plate and the first pipe column mounting bracket together form a closed cavity.

[0018] The front connecting bracket is connected to the first connecting frame at its front end and to the front end of the first pipe column mounting bracket at its rear end. The front connecting bracket gradually tilts downward from front to back.

[0019] In some embodiments, the front connecting bracket has a wire harness guide flange on its side, and the wire harness guide flange forms a wire harness guide groove.

[0020] In some embodiments, the front connecting bracket is a Y-shaped bracket structure with multiple branches at the front end, the front ends of the multiple branches are respectively connected to the front part of the first connecting frame, and the two branches at both ends and the front part of the first connecting frame enclose a triangular frame structure.

[0021] Compared with the prior art, the solution shown in this application embodiment has a closed upper frame structure with strong load-bearing capacity in both the front-rear and left-right directions, providing a high-strength installation platform for the functional modules. The closed side frame structure, utilizing its triangular structural feature, also has strong load-bearing capacity in both the vertical and front-back directions. The combination of the side frame structure and the upper frame structure in this application gives the instrument panel reinforcement beam assembly strong load-bearing capacity in the vertical, front-back, and left-right directions, while also providing strong torsional stiffness, achieving a multi-dimensional reinforcement effect. This effectively attenuates the vibration energy generated by the excitation, and significantly improves the problem of vibration between the steering column and functional modules installed on the instrument panel reinforcement beam assembly during driving.

[0022] Secondly, embodiments of the present invention also provide a vehicle including the aforementioned dashboard reinforcement beam assembly.

[0023] Compared with the prior art, the solution shown in this application significantly improves the problem of vibration of the steering wheel and its surrounding functional modules during driving, enhances the stability of steering wheel control and the stability of functional module use, and thus effectively improves the comfort of driving and riding. Attached Figure Description

[0024] Figure 1 Three-dimensional representation of the instrument panel reinforcement beam assembly provided in the embodiments of the present invention Figure 1 ;

[0025] Figure 2 Top view of the instrument panel reinforcement beam assembly provided in an embodiment of the present invention. Figure 1 ;

[0026] Figure 3 Top view of the dashboard reinforcement beam assembly according to an embodiment of the present invention. Figure 2 ;

[0027] Figure 4for Figure 2 AA sectional view;

[0028] Figure 5 for Figure 2 BB cross-sectional view;

[0029] Figure 6 A side view of the dashboard reinforcement beam assembly provided in an embodiment of the present invention;

[0030] Figure 7 Three-dimensional representation of the instrument panel reinforcement beam assembly provided in the embodiments of the present invention Figure 2 ;

[0031] Explanation of reference numerals in the attached figures:

[0032] 100. Upper frame structure; 200. Side frame structure; 1. Main beam; 110. Recessed groove; 120. Reinforcing rib of the tube beam; 2. First connecting frame; 210. Front connecting bracket; 220. First functional bracket; 230. Second functional bracket; 3. Second connecting frame; 310. First tube column mounting bracket; 320. First reinforcing plate; 321. First weight reduction hole; 322. First reinforcing boss; 330. Front connecting bracket; 331. Wire harness guide flange; 332. Wire harness guide groove; 333. Fork; 4. First tube column mounting position; 5. Second tube column mounting position; 6. Third connecting frame; 610. Second tube column mounting bracket; 620. Second reinforcing plate; 621. Second weight reduction hole; 622. Reinforcing flange; 623. Plate connecting flange; 7. Steering tube column. Detailed Implementation

[0033] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0034] Unless otherwise expressly defined, the use of terms such as "first," "second," or "third" in the claims, description, and accompanying drawings of this invention is for distinguishing different objects and not for describing a specific order.

[0035] In the claims, description, and accompanying drawings of this invention, the terms "front" and "rear" correspond to the front-rear direction of the vehicle body, the terms "up" and "down" correspond to the vertical direction of the vehicle body, and the terms "left" and "right" correspond to the left-right direction of the vehicle body. Other directional terms, unless explicitly defined otherwise, such as "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "high," and "low," are used to indicate orientation or positional relationships based on the orientation and positional relationships shown in the accompanying drawings. These are merely for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the specific scope of protection of this invention.

[0036] Unless otherwise expressly defined, the terms "fixed connection" or "fixed connection" used in the claims, description and drawings of this invention should be interpreted broadly to refer to any connection in which there is no displacement or relative rotation relationship between the two parties, including non-removable fixed connection, detachable fixed connection, integral connection and fixed connection by other means or components.

[0037] In the claims, description and accompanying drawings of this invention, the terms "comprising," "having," and variations thereof are used to mean "including but not limited to."

[0038] In the claims, description and drawings of this invention, if the term "bonding connection" is used, its implementation includes, but is not limited to, bonding welding, bonding and connecting by threaded connectors, etc.

[0039] Please refer to the following: Figures 1 to 7 The instrument panel reinforcing beam assembly provided by the present invention will now be described. The instrument panel reinforcing beam assembly includes a main beam 1, a first connecting frame 2, and a second connecting frame 3; the first connecting frame 2 is located on the front side of the main beam 1, and its front end is connected to the front bulkhead. The first connecting frame 2 is U-shaped, and its rear end is connected to the main beam 1. The first connecting frame 2 and the main beam 1 enclose a closed upper frame structure 100 (i.e., Figure 2 The area enclosed by the rectangular dashed frame), the upper frame structure 100 is used to support the functional modules; the second connecting frame 3 is located below the upper frame structure 100 and arches downwards, the front end of the second connecting frame 3 is connected to the front of the first connecting frame 2, and the rear end is connected to the main beam 1. The second connecting frame 3 is used to install the steering column 7 and, together with the upper frame structure 100, forms a triangular side frame structure 200 (i.e., Figure 6 (The area selected by the dashed triangle).

[0040] In this embodiment, the major axis of the main beam 1 is parallel to the left-right direction, and both ends of the main beam 1 can be connected to the A-pillars on both sides of the vehicle body. Specifically, the main beam 1 is a hollow beam with a roughly cylindrical cross-section.

[0041] In this embodiment, the U-shaped first connecting frame 2 has two arms distributed along the left-right direction. The distribution of the two arms includes, but is not limited to, the following forms: First, both arms are distributed along the front-back direction, and the left-right width of the first connecting frame 2 remains basically unchanged, such as... Figure 2 As shown, in this method, the two arms are subjected to relatively uniform force, and the first connecting frame 2 occupies less space in the left-right direction. The two arms can provide a relatively symmetrical mounting surface for the functional module, which is convenient for the installation of the functional module. Secondly, the left-right distance between the two arms gradually increases from front to back, making the first connecting frame 2 a trapezoid that is narrower at the front and wider at the back (not shown in the figure). In this method, because the first connecting frame 2 is trapezoidal, it has a stronger load-bearing capacity in the front-back direction and its own structural strength is higher, which is conducive to further attenuating vibration energy. Thirdly, the left-right distance between the two arms gradually decreases from front to back, making the first connecting frame 2 a trapezoid that is wider at the front and narrower at the back (not shown in the figure). Similar to the second method, in this method, because the first connecting frame 2 is trapezoidal, it has a stronger load-bearing capacity in the front-back direction and its own structural strength is higher, which is conducive to further attenuating vibration energy.

[0042] In this embodiment, the functional module can be a head-up display module (HUD module) or other electronically controlled modules designed for the driver; no single limitation is made here. A head-up display module, also known as a head-up display system, refers to a driver-centric, blind-operated, multi-functional instrument panel that uses projection technology to project navigation, vehicle status, road condition information, etc., onto the windshield, allowing the driver to see relevant information without looking down, thereby improving driving safety. Existing head-up display modules can achieve real-time vehicle speed detection to prevent speeding and improve safe driving; they can even achieve fully intelligent voice interaction, completely freeing the driver's hands. The head-up display module has an electrically driven transmission structure to achieve the tilting of the projection device. This action may cause the head-up display module itself to vibrate during use. The upper frame structure 100 itself has high structural strength, effectively supporting the transmission structure and also transmitting vibration energy through the upper frame structure 100 to other components of the instrument panel reinforcing beam assembly, thus attenuating the vibration energy and preventing vibration and abnormal noise during the use of the head-up display module, improving NVH performance.

[0043] Compared with the prior art, the instrument panel reinforcing beam assembly provided in this embodiment has a closed upper frame structure 100 with strong load-bearing capacity in both the front-rear and left-right directions, providing a high-strength installation platform for the functional modules. The closed side frame structure 200, utilizing its triangular structural feature, also has strong load-bearing capacity in both the vertical and front-rear directions. The combination of the side frame structure 200 and the upper frame structure 100 in this embodiment gives the instrument panel reinforcing beam assembly strong load-bearing capacity in the vertical, front-rear, and left-right directions, while also providing strong torsional stiffness, achieving a multi-dimensional reinforcement effect. This effectively attenuates the vibration energy generated by excitation, and significantly improves the problem of vibration between the steering column 7 and the functional modules installed on the instrument panel reinforcing beam assembly during driving.

[0044] The inventors also discovered that existing mounting bracket structures designed for functional modules mostly adopt a cantilever design, which lacks effective support and makes it difficult to attenuate the vibration energy transmitted from the steering system. In this embodiment, the front end of the first connecting bracket 2 is connected to the front bulkhead, so that the front end of the first connecting bracket 2 is supported by the front bulkhead, and the rear end of the first connecting bracket 2 is connected to the main beam 1, so that the rear end of the first connecting bracket 2 is supported by the main beam 1. This avoids the cantilever structure design and effectively improves its own structural strength. At the same time, the first connecting bracket 2 forms a connection between the main beam 1 and the front bulkhead, enhancing the integrity of the instrument panel reinforcement beam assembly and the vehicle body. By forming a better overall structure, the overall strength of the front bulkhead area is enhanced, thereby enhancing the attenuation effect of the front bulkhead area on vibration energy. In addition, the connection between the first connecting bracket 2 and the main beam 1 also optimizes the force transmission path of the instrument panel reinforcement beam assembly. The vibration excitation energy transmitted to the main beam 1 is transferred to the front bulkhead by the first connecting bracket 2, realizing the effective decomposition of energy and avoiding energy concentration, which plays an optimization role in improving the vibration problem in this area.

[0045] In some embodiments, the first connecting frame 2 described above may be as follows: Figures 1 to 3 , Figure 6 and Figure 7 The structure shown. (See attached image.) Figures 1 to 3 , Figure 6 and Figure 7The first connecting frame 2 includes a front connecting bracket 210, a first functional bracket 220, and a second functional bracket 230. The first functional bracket 220 and the second functional bracket 230 are distributed along the axial direction of the main beam 1, and the first functional bracket 220 and the second functional bracket 230 respectively form the support arms of the first connecting frame 2. The front end of the first functional bracket 220 is connected to one end of the front connecting bracket 210, and the rear end is connected to the main beam 1. The front end of the second functional bracket 230 is connected to the other end of the front connecting bracket 210, and the rear end is connected to the main beam 1. Module connection positions for connecting to functional modules are formed on the first functional bracket 220 and the second functional bracket 230, respectively. In specific implementation, the module connection positions are holes, and the functional modules are connected to the first functional bracket 220 and the second functional bracket 230 through fasteners such as threaded fasteners. Multiple module connection positions can be provided on the first functional bracket 220 along the front-back direction, and multiple module connection positions can be provided on the second functional bracket 230 along the front-back direction, thereby increasing the reliability of the connection by increasing the number of connection points. After installation, the functional module is set across the upper frame structure 100 in the left and right direction. The large space below the functional module facilitates wiring. At the same time, the bridging method also achieves the purpose of supporting the upper frame structure 100 from the left and right through the functional module, which promotes the strength of the upper frame structure 100.

[0046] More specifically, the major axis of the front connecting bracket 210 is set at an angle to the left and right directions, so that the upper frame structure 100 formed by the front connecting bracket 210, the first functional bracket 220, the second functional bracket 230 and the main beam 1 is trapezoidal, further improving its structural strength. This embodiment exemplifies an example in which the front connecting bracket 210 gradually tilts forward from left to right.

[0047] See Figure 1 In some specific embodiments of the front connecting bracket 210, the cross-section of the front connecting bracket 210 is C-shaped and the opening faces rearward. The front ends of the first functional bracket 220 and the second functional bracket 230 respectively extend into the opening of the front connecting bracket 210 and are connected to the front connecting bracket 210. The outer peripheral surfaces of the first functional bracket 220 and the second functional bracket 230 can be welded to the front connecting bracket 210. The first functional bracket 220 and the second functional bracket 230 have more connection points with the front connecting bracket 210, resulting in higher bonding strength. At the same time, the front end of the second connecting bracket 3 extends into the opening of the front connecting bracket 210 and is fitted and connected to the front side plate of the front connecting bracket 210.

[0048] See Figure 1 and Figure 7In some specific embodiments of the first functional bracket 220, the cross-section of the first functional bracket 220 is C-shaped with an opening facing downwards. A module connection position is formed on the top surface of the first functional bracket 220, and the internal space forms a space to accommodate fastening connectors, avoiding the problem of their exposure affecting the installation of other components or causing connection failure due to impact. The downward opening provides space for fastening operations. The overall structural design of the first functional bracket 220 is reasonable, and the installation and operation are convenient. At the same time, it also has high structural strength. It is not only easy to connect with the front connecting bracket 210, but also has high load-bearing capacity and can form an effective force transmission channel, which promotes the improvement of structural strength and the attenuation of vibration energy.

[0049] See Figure 1 and Figure 7 In some specific embodiments of the second functional bracket 230, the cross-section of the second functional bracket 230 is C-shaped with an opening facing downwards. A module connection position is formed on the top surface of the second functional bracket 230, and the internal space forms a space to accommodate fastening connectors, avoiding the problem of their exposure affecting the installation of other components or causing connection failure due to impact. The downward opening provides space for fastening operations. The overall structural design of the second functional bracket 230 is reasonable, and the installation and operation are convenient. At the same time, it also has high structural strength. It is not only easy to connect with the front connecting bracket 210, but also has high load-bearing capacity and can form an effective force transmission channel, which promotes the improvement of structural strength and the attenuation of vibration energy.

[0050] It should be noted that the front connecting bracket 210, the first functional bracket 220, and the second functional bracket 230 can be components that extend along a completely straight path, such as... Figure 2 The second functional bracket 230 is shown in the figure; it can also have a certain degree of bending according to actual installation requirements, such as Figure 2 The front connecting bracket 210 and the first functional bracket 220 are shown in the figure.

[0051] See Figures 1 to 3 and Figure 7 In some embodiments, a first column mounting position 4 is formed on the second connecting frame 3. The instrument panel reinforcing beam assembly also includes a third connecting frame 6 connected to the rear side of the main beam 1. The third connecting frame 6 has a plurality of second column mounting positions 5 spaced apart along the axial direction of the main beam 1. The first column mounting positions 4 and each of the second column mounting positions 5 are arranged in a triangular pattern. Figure 3The thick solid triangle on the right side of the diagram illustrates this. In this embodiment, the first column mounting position 4 and the second column mounting position 5 are arranged in a triangular pattern, forming a triangular force transmission path between the instrument panel reinforcing beam assembly and the steering column 7. This design provides structural stability and high reliability. Furthermore, it offers a more diverse force transmission path. For example, the force acting on the first column mounting position 4 can be transmitted to each of the second column mounting positions 5, and then further transmitted in different directions through these different second column mounting positions 5, resulting in better force decomposition. The force transmission path of the second column mounting position 5 follows a similar principle; the force acting on the second column mounting position 5 can be transmitted to the first column mounting position 4 and other second column mounting positions 5, and then further transmitted in different directions through the first column mounting position 4 and the different second column mounting positions 5.

[0052] In setting up the first tube column mounting position 4 and the second tube column mounting position 5, to simplify the connection structure, reduce design and manufacturing difficulty, and reasonably control the number of second tube column mounting positions 5, two second tube column mounting positions 5 are provided. The two second tube column mounting positions 5 are located on the left and right sides of the first tube column mounting position 4, respectively, and are arranged approximately symmetrically, forming a structure similar to an isosceles triangle. This isosceles triangle distribution enhances the regularity of the layout of the first tube column mounting position 4 and each of the second tube column mounting positions 5, thereby improving the uniformity of force distribution on the steering tube column 7.

[0053] In some embodiments, the third connecting frame 6 described above can be as follows: Figures 1 to 4 , Figure 6 and Figure 7 The structure shown. (See attached image.) Figures 1 to 4 , Figure 6 and Figure 7 The third connecting frame 6 includes a second column mounting bracket 610. The front side of the second column mounting bracket 610 is fitted and connected to the main beam 1, and the second column mounting bracket 610 forms the second column mounting position 5. The distance between the lower side and the upper side of the second column mounting bracket 610 gradually increases from back to front. In a cross-section perpendicular to the left and right direction, the projection of the second column mounting bracket 610 is triangular, which has stronger load-bearing capacity in the vertical and front-back directions, and thus has higher structural strength. Even if the second column mounting bracket 610 adopts a cantilever design, it can be strengthened by its own triangular structure design, avoiding the problem that insufficient structural strength of the third connecting frame 6 will affect the connection strength between the second column mounting position 5 and the steering column 7.

[0054] In some embodiments, during actual installation, the lower side of the second column mounting bracket 610 is fitted and connected to the steering column 7. Based on the structural design of the second column mounting bracket 610, it has high structural strength, thus enabling a miniaturized design. Specifically, the vertical height of the second column mounting bracket 610 is less than the outer diameter of the main beam 1. In the event of a collision at the front of the vehicle (e.g., a frontal collision), the fastening connection between the lower end of the steering column 7 and the second column mounting bracket 610 breaks. The steering column 7 then needs to follow a predetermined path (i.e., a direction perpendicular to the axial direction of the main beam 1 and parallel to the lower surface of the second column mounting bracket 610, such as...). Figure 4 The solid arrow (in the direction indicated by the solid line) causes the steering wheel to collapse backward, offsetting the driver's head position and preventing the driver's head from hitting the steering wheel. Based on this safety requirement, a clearance groove 110 corresponding to the second column mounting bracket 610 is formed in the lower part of the main beam 1. Figure 4 As shown, the clearance groove 110 forms a collapsible clearance space corresponding to the steering column 7. This clearance groove 110 effectively avoids interference between the main beam 1 and the steering column 7 during collapsible movement, ensuring collision safety. It should be noted that... Figure 4 In the diagram, the dashed line below the main beam 1 represents the space occupied by the main beam 1 without the recess 110. This space is located on the collapsible movement path of the steering column 7, obstructing its movement. It should also be noted that, to avoid affecting the overall structural strength of the main beam 1, the extension length of the recess 110 should be less than the length of the main beam 1, and slightly greater than the length of the third connecting frame 6, effectively covering the lower end of the steering column 7.

[0055] In some specific embodiments of the recessed groove 110, see [reference needed]. Figure 4 The upper wall surface S2 of the recess 110 is flat, and it is approximately parallel to the lower side surface S1 of the second column mounting bracket 610. In the direction perpendicular to the lower side surface of the second column mounting bracket 610, the upper wall surface of the recess 110 does not protrude beyond the lower side surface of the second column mounting bracket 610, thus minimizing the impact on the collapse and movement of the steering column 7. Simultaneously, this design also ensures that the projections of the second column mounting bracket 610 and the main beam 1 on the cross-section perpendicular to the left-right direction form a triangle, further optimizing the reinforcement effect on the second column mounting bracket 610 and enhancing the reliability of the steering column 7 assembly.

[0056] In some specific embodiments of the second tubular column mounting bracket 610, see [reference needed]. Figure 4 and Figure 7In order to increase the contact area between the second column mounting bracket 610 and the main beam 1, in addition to the connection between the rear edge of the second column mounting bracket 610 and the outer circumferential arc surface of the main beam 1, the lower edge of the front side of the second column mounting bracket 610 also extends forward and fits against the upper wall surface S2 of the clearance groove 110.

[0057] Based on the above embodiments, see Figure 4 and Figure 7 The upper wall surface S2 of the recess 110 is provided with a tube beam reinforcing rib 120 extending axially along the main beam 1. The tube beam reinforcing rib 120 enhances the bending and torsional strength of the area where the recess 110 is located on the main beam 1, weakening the weakening effect of the groove on this area, and maintaining the basic structural strength requirements of the main beam 1 without changing its basic dimensions. In specific implementation, the tube beam reinforcing rib 120 is a drawn bar, and two or more tube beam reinforcing ribs 120 can be spaced apart along the width direction of the upper wall surface S2 of the recess 110, or one tube beam reinforcing rib 120 can be provided. Figure 7 As shown, the number of reinforcing ribs 120 in the pipe beam is related to its width. The larger the width of the reinforcing ribs 120, the fewer the number of ribs are required, and the smaller the width, the more the number of ribs are required. Under the premise of achieving the same reinforcement effect, it is advisable to set fewer reinforcing ribs 120 in the pipe beam.

[0058] Based on the embodiment with the tube beam reinforcing rib 120, see... Figure 2 The upper wall surface S2 of the recess 110 is a plane. In the direction perpendicular to the upper wall surface S2 of the recess 110, the distance between the left and right side walls of the recess 110 gradually increases along the opening direction of the recess 110, making the recess 110 as a whole trapezoidal. In this embodiment, based on the recess 110, the trapezoidal bending structure formed by the upper recess surface and the two side walls of the recess 110 is used to strengthen this area, further reducing the negative impact of the slotting on the structural strength of the main beam 1. In addition, the design of the recess 110 gradually expanding along its own opening direction also greatly expands its recess space corresponding to the steering column 7, minimizing the impact on the collapse and movement of the steering column 7 while ensuring the structural strength of the main beam 1.

[0059] See Figure 1 and Figure 7In some specific embodiments of the arrangement of the second column mounting brackets 610, multiple second column mounting brackets 610 are spaced apart along the axial direction of the main beam 1, and the second column mounting positions 5 correspond one-to-one with the second column mounting brackets 610; the third connecting frame 6 includes a second reinforcing plate 620, the front side of the second reinforcing plate 620 is fitted and connected to the main beam 1, and the lower surface of the second reinforcing plate 620 is fitted and connected to the upper surface of multiple second column mounting brackets 610. The second column mounting brackets 610 are disassembled to meet the installation requirements of individual mounting positions and reduce the overall material usage of the second column mounting brackets 610; based on this, in order to maintain the integrity of the second column mounting brackets 610 and ensure that the third connecting frame 6 has sufficient structural strength, the second reinforcing plate 620 connects the various second column mounting brackets 610 into one unit; in addition, the second reinforcing plate 620 is located above the second column mounting brackets 610 and does not affect the installation of the steering column 7.

[0060] More specifically, in order to better meet the design requirements of lightweighting, a second weight-reducing hole 621 is provided on the second reinforcing plate 620. In order to reduce the negative impact of the hole on the structural strength of the second reinforcing plate 620, the edge of the second weight-reducing hole 621 forms an upward or downward bent reinforcing flange 622. The reinforcing flange 622 is continuously provided along the circumference of the second weight-reducing hole 621 to enhance the bending strength of the hole area.

[0061] More specifically, the area on the second reinforcing plate 620 corresponding to the second column mounting bracket 610 is provided with drawbars. The drawbars enhance the structural strength of the area where the second column mounting bracket 610 is located, thereby enhancing the overall structural strength of the third connecting frame 6.

[0062] For more details, see Figure 7 The second column mounting bracket 610 is an upward-opening box-shaped structure. Its upper end face is fitted and connected to the lower plate face of the second reinforcing plate 620. The second column mounting bracket 610 and the second reinforcing plate 620 enclose a closed bracket cavity. The lower side of the second column mounting bracket 610 is a closed side, used for connection with the steering column 7. The open design of the second column mounting bracket 610 reduces the amount of material used, meeting the requirements of lightweight design. At the same time, the closed bracket space formed between it and the second reinforcing plate 620 enhances the overall structural strength of the third connecting frame 6 and forms multiple force transmission channels between the steering column 7 and the main beam 1, resulting in better force decomposition. More specifically, the cross-section of the second column mounting bracket 610 is approximately an upward-opening U-shape, and the cross-section of the bracket space is approximately rectangular.

[0063] See Figure 4In some embodiments, in order to increase the bonding strength between the second reinforcing plate 620 and the main beam 1, the front edge of the second reinforcing plate 620 is bent upward to form a plate connecting flange 623, which is attached to the main beam 1.

[0064] In some embodiments, the second connecting frame 3 described above may be as follows: Figure 2 The structure shown. (See attached image.) Figure 2 The second connecting frame 3 includes a first pipe column mounting bracket 310, a first reinforcing plate 320, and a front connecting bracket 330. The first pipe column mounting bracket 310 is a box-shaped structure with a downward opening, and its rear end is connected to the main beam 1, forming a first pipe column mounting position 4. The first reinforcing plate 320 covers the lower opening of the first pipe column mounting bracket 310, and its rear end is connected to the main beam 1. The first reinforcing plate 320 and the first pipe column mounting bracket 310 enclose a closed cavity. The front end of the front connecting bracket 330 is connected to the first connecting frame 2, and its rear end is connected to the front end of the first pipe column mounting bracket 310. The first pipe column mounting bracket 310 gradually tilts upward from front to back, and the front connecting bracket 330 gradually tilts downward from front to back, forming a downward arched structure.

[0065] In this embodiment, the first column mounting bracket 310 is connected to the steering column 7, and the first column mounting bracket 310 is connected to the first connecting frame 2 through the front connecting bracket 330. The two are set separately, which is convenient for manufacturing and is also more conducive to the formation of the arch structure. After assembly, the first reinforcing plate 320 forms a sealed cavity at the rear of the first column mounting bracket 310. On the one hand, it strengthens this area and enhances the bonding strength between the first column mounting bracket 310 and the main beam 1. On the other hand, it can also form a more reliable force transmission channel between the main beam 1 and the first column mounting bracket 310, which helps to enhance the decomposition effect of the force transmitted from the steering column 7, thereby avoiding the concentration of vibration energy in this area.

[0066] In practice, the first column mounting position 4 is located in front of the first reinforcing plate 320. The first reinforcing plate 320 is not directly connected to the steering column 7, but avoids the corresponding area of ​​the first column mounting bracket 310, leaving space for assembly operations to facilitate the installation of the steering column 7.

[0067] Because it contains an electronically controlled functional module, the functional block itself needs to extend a wiring harness to connect with control units such as the vehicle's computer in order to achieve power supply and communication control of the functional module. The wiring harness typically passes through the space between the first connecting bracket 2 and the second connecting bracket 3, inevitably coming into contact with the edge of the second connecting bracket 3. During operation, vibration and friction occur between the wiring harness and the second connecting bracket 3, causing scratches on the surface insulation layer of the wiring harness and exposing the internal wire cores. This may lead to safety hazards such as short circuits and fires. To solve this problem, in some embodiments, the side of the front connecting bracket 330 is provided with a wiring harness guide flange 331, which forms a wiring harness guide groove 332. Figure 1 , Figure 2 and Figure 6 As shown. In this embodiment, the wiring harness needs to be introduced forward into the front engine compartment. Therefore, a wiring harness guide flange 331 is formed on the front connecting bracket 330. The wiring harness guide groove 332 can guide the wiring harness and prevent the wiring harness from directly contacting and rubbing against the edge of the front connecting bracket 330. This not only prevents the wiring harness from being scratched by the front connecting bracket 330, but also isolates the wiring harness from being scratched by other surrounding components, thus improving safety.

[0068] In practice, the wire harness guide groove 332 is inclined downward to facilitate guiding the wire harness into the front engine compartment.

[0069] In some specific embodiments of the front connection bracket 330, see [reference]. Figures 1 to 3 The front connecting bracket 330 is a Y-shaped bracket structure with multiple branches 333 at the front end. The front ends of the multiple branches 333 are respectively connected to the front part of the first connecting frame 2. The two branches 333 at the left and right ends and the front part of the first connecting frame 2 enclose a triangular frame structure (e.g., Figure 3 (As shown by the thick solid triangle on the left). This triangular frame structure can reinforce the area between the first column mounting position 4 and the front end of the second connecting frame 3, ensuring effective support between the first column mounting position 4 and the second connecting frame 3, and further enhancing the assembly strength of the steering column 7. At the same time, since the first column mounting position 4 corresponds to a vertex of the triangular frame structure, the triangular frame structure forms staggered force transmission paths on the first side of the first column mounting position 4 adjacent to the second connecting frame 3, which has a good decomposition effect on the force transmitted from the steering column 7 and effectively avoids stress concentration.

[0070] In practice, to simplify the structure, there are two branches 333. The two branches 333 are located on the left and right sides of the first column mounting position 4, forming a triangular frame structure similar to an isosceles triangle. The structure has good symmetry and the steering column 7 is subjected to more uniform force.

[0071] Of course, in other embodiments, the number of branches 333 may be more than two. In the case of three or more branches 333, except for the two branches 333 located at the left and right ends, the remaining branches 333 may all tilt to the left, or the remaining branches 333 may all tilt to the right, or some branches 333 may tilt to the left and some branches 333 may tilt to the right.

[0072] In some specific embodiments of the front connecting bracket 330, the edge of the front connecting bracket 330 is also formed with a reinforcing flange to strengthen the front connecting bracket 330 as a whole and enhance its bending resistance. The wire harness guide flange 331 is continuously arranged with the reinforcing flange on the corresponding side.

[0073] In some embodiments, see Figure 2 The width of the first pipe column mounting bracket 310 gradually increases from front to back. Correspondingly, the width of the first reinforcing plate 320 also gradually increases from front to back. Both the first pipe column mounting bracket 310 and the first reinforcing plate 320 are trapezoidal, narrower at the front and wider at the back. The cavity enclosed by the two is also trapezoidal. Combined with the inclined setting of the first pipe column mounting bracket 310, the first mounting bracket and the first reinforcing plate 320 work together to have a strong load-bearing capacity in the inclined front-back direction, which improves the load-bearing dimension of the first pipe column mounting bracket 310 and the first reinforcing plate 320 and plays a positive role in improving its structural strength and rigidity.

[0074] Based on this, while ensuring structural strength and stiffness, a first weight-reducing hole 321 is opened on the first reinforcing plate 320, such as... Figure 7 As shown. Specifically, the first weight-reducing hole 321 and the first reinforcing plate 320 are arranged in a trapezoidal shape; in order to reduce the weakening effect of the first weight-reducing hole 321 on the first reinforcing plate 320, the first reinforcing plate 320 is provided with a first reinforcing boss 322, and the first weight-reducing hole 321 is provided on the first reinforcing boss 322.

[0075] Based on the same inventive concept, this application also provides a vehicle including the above-described dashboard reinforcement beam assembly.

[0076] Compared with the prior art, the vehicle provided in this embodiment significantly improves the problem of vibration of the steering wheel and its surrounding functional modules during driving, enhances the stability of steering wheel control and the stability of functional module use, and thus effectively improves the comfort of driving and riding.

[0077] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A dashboard reinforcing beam assembly, characterized in that, include: Supervisor Liang (1); The first connecting frame (2) is located on the front side of the main beam (1), and the front end of the first connecting frame is connected to the front enclosure. The first connecting frame (2) is U-shaped and the rear end is connected to the main beam (1). The first connecting frame (2) and the main beam (1) enclose a closed upper frame structure (100). The upper frame structure (100) is used to support the functional module. The second connecting frame (3) is located below the upper frame structure (100) and arches downward. The front end of the second connecting frame (3) is connected to the front of the first connecting frame (2), and the rear end is connected to the main beam (1). The second connecting frame (3) is used to install the steering column (7) and forms a triangular side frame structure (200) with the upper frame structure (100).

2. The instrument panel reinforcing beam assembly as described in claim 1, characterized in that, The second connecting frame (3) has a first column mounting position (4) formed on it. The instrument panel reinforcing beam assembly also includes a third connecting frame (6) connected to the rear side of the main beam (1). The third connecting frame (6) has a plurality of second column mounting positions (5) spaced apart along the axial direction of the main beam (1). The first column mounting positions (4) and each of the second column mounting positions (5) are triangularly distributed.

3. The instrument panel reinforcement beam assembly as described in claim 2, characterized in that, The third connecting frame (6) includes a second pipe column mounting bracket (610), the front side of which is fitted and connected to the main beam (1), and the second pipe column mounting bracket (610) forms the second pipe column mounting position (5); the distance between the lower side and the upper side of the second pipe column mounting bracket (610) gradually increases from back to front.

4. The instrument panel reinforcement beam assembly as described in claim 3, characterized in that, The lower side of the second column mounting bracket (610) is fitted and connected to the steering column (7), and the vertical height of the second column mounting bracket (610) is less than the outer diameter of the main beam (1); the lower part of the main beam (1) has a clearance groove (110) corresponding to the second column mounting bracket (610), and the clearance groove (110) forms a collapsible clearance space corresponding to the steering column (7).

5. The instrument panel reinforcement beam assembly as described in claim 4, characterized in that, The upper wall of the recessed groove (110) is provided with a tube beam reinforcing rib (120) extending axially along the main tube beam (1).

6. The instrument panel reinforcement beam assembly as claimed in claim 4, characterized in that, The second column mounting bracket (610) is provided with multiple brackets spaced apart along the axial direction of the main beam (1), and the second column mounting position (5) corresponds one-to-one with the second column mounting bracket (610); the third connecting frame (6) includes a second reinforcing plate (620), the front side of the second reinforcing plate (620) is fitted and connected to the main beam (1), and the lower plate surface of the second reinforcing plate (620) is fitted and connected to the upper side surface of multiple second column mounting brackets (610).

7. The instrument panel reinforcement beam assembly as claimed in claim 2, characterized in that, The second connecting frame (3) includes: The first pipe column mounting bracket (310) is a box-shaped structure with a downward opening, and its rear end is connected to the main pipe beam (1). The first pipe column mounting bracket (310) forms the first pipe column mounting position (4). A first reinforcing plate (320) is installed at the lower opening of the first pipe column mounting bracket (310) and its rear end is connected to the main beam (1). The first reinforcing plate (320) and the first pipe column mounting bracket (310) form a closed cavity. The front connecting bracket (330) is connected to the first connecting bracket (2) at its front end and to the front end of the first column mounting bracket (310) at its rear end.

8. The instrument panel reinforcement beam assembly as claimed in claim 7, characterized in that, The front connecting bracket (330) has a wire harness guide flange (331) on its side, and the wire harness guide flange (331) forms a wire harness guide groove (332).

9. The instrument panel reinforcement beam assembly as claimed in claim 7, characterized in that, The front connecting bracket (330) is a forked bracket structure with multiple forks (333) at the front end. The front ends of the multiple forks (333) are respectively connected to the front part of the first connecting frame (2). The two forks (333) at both ends and the front part of the first connecting frame (2) enclose a triangular frame structure.

10. A vehicle, characterized in that, Includes the dashboard reinforcement beam assembly as described in any one of claims 1-9.

Images