CLD damping-heat conduction composite assembly part

Abstract

The invention relates to a structure / heat / vibration integrated design of a vehicle external display system, in particular to a CLD (confined layer damping) damping-heat conduction composite assembly part for a vehicle shell display screen. The assembly part is sequentially integrated from a display module side to a vehicle body side: a restraint layer A for in-plane heat conduction and diffusion, a viscoelastic damping layer B in shear coupling with the restraint layer A, a bearing restraint layer C forming heat / force bridging with the vehicle body, and a limiting / unloading component D for bypassing a load to a vehicle body bearing path during limited displacement or impact. Under the vehicle road spectrum and impact working condition, the vibration energy is preferentially sheared and dissipated at the B layer; working heat is diffused through the A-C layer and is exported; and the continuity of A / B / C is not damaged by triggering of D. Compared with the conventional scheme of single vibration isolation or single heat dissipation, the method gives consideration to the peak suppression stability and the heat management stability, and is suitable for the harsh outdoor environment of integrated display of the curved surface outer covering part.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of automobile electronics and body structure integration, and specifically relates to a damping-heat conduction composite assembly serving a vehicle shell display screen (external video display module) and a collaborative chain integration method thereof, which covers multi-physical field coupling design such as constrained layer damping (CLD), in-plane heat conduction diffusion, heat-force bridging, and limiting / unloading control. BACKGROUND

[0002] The external display module works on the vehicle outer cover and faces superimposed stresses such as sunlight temperature difference, rain and mist, salt fog, road spectrum vibration, and accidental impact. The traditional approach often governs single points:

[0003] 1) Single vibration isolation: reduce high-frequency transmission through soft vibration isolation materials, but softening will weaken the constrained ability of the back plate, and is easy to produce "heat accumulation-warping-interface peeling", and low-frequency resonance is difficult to suppress;

[0004] 2) Single heat dissipation / increase back plate heat conduction: use high thermal conductivity metal or heat diffusion sheet, which helps to reduce hot spots, but increases the in-plane / thickness equivalent stiffness, leading to enhanced rigid coupling of the entire screen, resonance peak amplification, and crack penetration;

[0005] 3) Passive limiting: set a stopper at the extreme displacement, but the common structure will cut off the original damping / heat conduction path when triggered, causing "limiting effect-function disconnection" secondary damage.

[0006] Therefore, there is a structural contradiction between thermal management and vibration control: improving heat conduction usually sacrifices damping and vibration isolation, and increasing damping may weaken heat diffusion; the existing scheme is difficult to maintain stable optical and electronic functions in road spectrum + impact composite working conditions. SUMMARY

[0007] To solve the above problems, the present application provides the following technical scheme: a CLD damping-heat conduction composite assembly is proposed, which constructs a fixed collaborative chain around A (heat conduction diffusion constrained layer) / B (viscoelastic damping layer) / C (load bearing constrained layer) / D (limiting / unloading component). Under driving and impact conditions:

[0008] The B layer preferentially bears shear energy dissipation, inhibits resonance peaks and cross-domain rigid coupling;

[0009] The A→C layer provides continuous and controllable in-plane heat diffusion and thickness direction export;

[0010] The triggering of D bypasses large loads to the vehicle body without damaging the continuous path of A / B / C, avoiding the failure of "limiting triggering circuit breaking".

[0011] When A, B, C or D is replaced or deleted by conventional single measures, it is difficult for the system to simultaneously maintain peak suppression and thermal stability, which embodies the synergistic and non-detachable characteristics of the present application.

[0012] Further, the CLD damping-heat conduction composite assembly, which together with the vehicle body outer cover constitutes part of the vehicle exterior display system, comprises and integrates in the order of function from the side of the display module to the side of the vehicle body:

[0013] A) heat conduction diffusion constraint layer, providing a continuous heat conduction path in the plane and forming a constraint on the viscoelastic layer;

[0014] B) viscoelastic damping layer, forming a shear coupling with the heat conduction diffusion constraint layer to dissipate driving vibration energy as heat;

[0015] C) load constraint layer, forming a thermal / mechanical bridge with the vehicle body structure to export working heat and provide a load return path;

[0016] D) limiting / unloading member, arranged at the periphery or node of the composite layer, for bypassing the load to the vehicle body load path when impact or excessive displacement occurs;

[0017] Wherein, A-D are integrated in a fixed synergistic chain: under vehicle road spectrum and impact working conditions, vibration energy is preferentially sheared and dissipated in the B layer, display working heat is diffused and exported through the A-C layer, and the triggering of D does not destroy the continuity of A / B / C; when any of A, B, C or D is replaced or deleted by conventional single measures, it is difficult to simultaneously maintain peak suppression stability and thermal management stability.

[0018] The assembly and tuning method of the assembly, comprising the following sequential steps:

[0019] S1) problem identification: based on the road vibration spectrum and thermal load distribution of the target vehicle model, identifying the main mechanisms leading to display instability, including at least: pixel / interconnect fatigue caused by structural modal peak, damping failure caused by TIM rigidity short circuit, interlayer stress and debonding caused by heat accumulation, and overall warping caused by boundary impact;

[0020] S2) composite layer construction: forming a CLD composite layer of A / B / C between the display module and the vehicle body, making the A layer continuous in the plane, the B layer sheared, and the C layer thermally / mechanically bridged with the vehicle body;

[0021] S3) boundary energy management: arranging the limiting / unloading member D at the periphery of the composite layer to establish impact bypass in the order of "semi-floating-limiting-energy dissipation";

[0022] S4) damping x heat conduction synergistic tuning: through the combined adjustment of the partitioning / slotting / island bridge microstructure of A and the formula / thickness / pre-pressing of B, as well as the connection order and flexible transition of C, iteratively suppress the peak value of the target transfer function and balance the heat diffusion path;

[0023] S5) Misalignment interface and in-situ gating: Misaligning the TIM and B layer in plane in partitioned zones to avoid rigid shorting, and in-situ sensing triggering hardware level degradation of the display controller;

[0024] S6) Factory hardening: Performing combined verification of vibration-temperature-impact, and writing layer sequence, tuning parameters and in-situ logs into the evidence package to harden the shipping configuration.

[0025] The thermally conductive diffusion constraint layer is an anisotropic thermally conductive material or member selected from at least one of a laminated graphite sheet, a metal foil, a vapor chamber / micro-channel plate, a metal-graphite composite sheet, or a combination thereof.

[0026] The thermally conductive diffusion constraint layer has a de-rigidized microstructure including slotted / microporous / narrow-necked bridges arranged along an asymmetric trajectory to enhance shear coupling to the B layer while maintaining in-plane thermal diffusion continuity.

[0027] The viscoelastic damping layer is a high-loss-factor and thermally conductive filled viscoelastic material with a matrix selected from at least one of an acrylic, a polyurethane, a silicone rubber, or a composite thereof, and containing a sheet / particle thermally conductive filler to establish a controlled thermal conduction path.

[0028] The load constraint layer is connected to the vehicle body through a controllable stiffness connector, which includes an elastic limit column, a pre-tightening member, and an anti-micro-motion interface to maintain damping coupling under small amplitude responses and trigger bypass under large impact.

[0029] The limit / unloading member is arranged at the corner or cross-zone connection of the composite layer, including a hard shoulder stop, a sliding groove, or a wedge-shaped limiting member, forming a three-section "semi-floating-limit-dissipation" path.

[0030] The thermally conductive diffusion constraint layer and the load constraint layer employ a partitioned bonding-partitioned debonding strategy to allow local relative sliding and reduce interfacial tensile shear concentration under thermal gradient and large displacement conditions.

[0031] The assembly is arranged with a TIM between the display module backboard and the thermally conductive diffusion constraint layer, and the TIM and the B layer are misaligned in the plane to simultaneously maintain thermal conduction and damping continuity without forming rigid short circuits.

[0032] The thermally conductive diffusion constraint layer is partitioned into isothermal islands and connected by narrow-necked bridges, where shear deformation preferentially occurs to broaden the damping frequency band while maintaining the connectivity of the thermal equipotential surface.

[0033] A local reinforcement-decoupling composite strip is arranged at the edge of the opening / patch / vent structure of the composite layer, which includes a superposition of a narrow-band metal strip and a locally thickened viscoelastic material.

[0034] The assembly includes an in-situ monitoring module, which at least includes an IMU and a temperature sensor, for outputting a detuning drive and a content degradation gate signal, and triggering a limit / relief of D in an out-of-limit event.

[0035] The in-situ monitoring module cooperates with the display controller to implement a hardware-level degradation of refresh rate / brightness / power and record the event when a vibration or impact event is detected.

[0036] The assembly includes an evidence recording and forensics interface, which writes baseline transfer function, typical road spectrum response and associated data of steady-state temperature rise at the factory, and adds logs during operation and maintenance.

[0037] The viscoelastic damping layer is graded in thickness or modulus to match the local stiffness distribution of the display module and the vehicle body and suppress the modal coupling peak.

[0038] The surface of the bearing constraint layer is provided with an anti-micro-motion interface, including a micro-textured or plated contact surface and a constant force compression member, for suppressing contact degradation.

[0039] The composite layer is arranged in a tiled module along the display module, and the tile boundary adopts a double-bridge structure of a heat-conducting bridge and a damping bridge, the heat-conducting bridge across the heat path and the damping bridge across the shear energy path.

[0040] The tuning of S4 includes: slot direction / density optimization based on target road spectrum, heat-conducting island size / shape optimization based on temperature rise distribution, and pre-tightening / clamping sequence optimization based on vehicle installation constraints.

[0041] The evidence package generated by S6 includes at least: frequency response function, three-dimensional mapping of road spectrum-response-temperature rise, limit triggering event list, and corresponding test conditions and assembly batch identification.

[0042] The heat-conducting diffusion constraint layer and the bearing constraint layer are stacked with different materials, and a low-modulus transition thin layer is introduced between the material interfaces to reduce the thermal stress across the interface and maintain the continuity of damping coupling.

[0043] The limit / relief member includes a replaceable energy-consuming member or a deformation visual memory member, so as to replace it after a large impact and retain the event evidence.

[0044] The assembly installation position is selected from at least one of the vehicle door outer panel, the fender, the front hatch or the rear hatch, and a heat / force bridge is directly established with the reinforcement at the position.

[0045] S1 identifies the key modal and thermal hot spot of the target vehicle model through on-vehicle measurement and simulation, to determine the zoning strategy of A and the grading strategy of B.

[0046] The heat-conducting diffusion constraint layer is provided with a micro-bump or micro-ridge structure to increase the contact area with the TIM and reduce the interface thermal resistance, while retaining the shear freedom of the B layer.

[0047] Further, a composite assembly constituting a part of the vehicle exterior / outer covering and subjected to road and dynamic excitations, comprising:

[0048] A display subassembly for presenting dynamic images outside the vehicle;

[0049] The CLD constraint layer - viscoelastic shear layer - bearing / heat-conducting layer constitute a damping-heat-conducting composite backplane, forming a closed loop in the order of "heat diffusion constraint → viscoelastic shear vibration dissipation → structural bearing and heat-conducting loop closure": wherein the constraint layer simultaneously serves as a high-heat-conducting diffusion layer, diffusing heat flow from the display subassembly in the plane and providing out-of-plane constraint for the following viscoelastic layer;

[0050] The viscoelastic layer is arranged between the constraint layer and the bearing / heat-conducting layer and is mainly in shear deformation state during operation to dissipate vibration energy;

[0051] The bearing / heat-conducting layer conducts the diffused heat to the vehicle body or exterior support structure through a thermal bridge, while providing back structure stiffness and mounting reference;

[0052] Boundary damping and constraint members form a continuous or segmented constraint-damping ring around the perimeter of the composite backplane, for stabilizing the boundary conditions and suppressing panel edge modes;

[0053] Suspension / isolation mounting members connect the composite backplane to the vehicle body and provide vibration isolation in the low-frequency region and limit displacement at large displacement;

[0054] The synergy is defined in that the heat diffusion constraint, viscoelastic shear, boundary damping and suspension mounting act in the above order and condition each other, and the omission, position reversal or replacement of viscoelastic shear with rigid bonding of any link will simultaneously cause the combined failure of increased heat accumulation and degraded vibration resistance, thus constituting an inseparable synergy chain; and the composite assembly is not a structure in which a single rigid high-heat-conducting plate directly bonds the display subassembly and does not contain a shear viscoelastic layer.

[0055] The constraint layer / high-heat-conducting diffusion layer is at least one or more of: a metal foil / plate, a metal-graphite composite, a graphite / graphene sheet, a uniform heating plate or a heat pipe / micro-channel plate in-plane member, and continuously covers the display active area on the plate surface.

[0056] The viscoelastic layer is a high-loss-factor adhesive layer or sheet of acrylic, butyl, silicone-based or thermoplastic elastomer, configured to be mainly in shear deformation within the working temperature / frequency range, and clamped by the constraint layer and the bearing / heat-conducting layer.

[0057] The load / thermal conductive layer is a gradient stiffness structure including at least one or more of honeycomb / corrugated panel / box back panel, which cooperates with the bending stiffness in the thickness direction and in-plane thermal conduction to suppress local deflection and reduce thermal hot spots.

[0058] The boundary constraint-damping ring includes a ring-shaped viscoelastic band and a CLD configuration of a rigid pressure-constrained layer located at the perimeter of the cover / back panel, which can be widened or multi-layered in the corner area to suppress corner stress and local resonance.

[0059] The suspension / vibration isolation mounting member is a "semi-floating-limit-damping" integrated structure that provides vibration isolation under normal driving, takes over the load by the limiting member under overload, and dissipates impact energy through a high-loss interface.

[0060] The composite back panel uses in-plane thermal diffusion layers and short paths of thermal bridges in high heat display areas, and uses a regionalized laying strategy of viscoelastic layer coverage improvement and local constraint reinforcement in modal hot spot areas.

[0061] The composite assembly at least excludes the following technical routes:

[0062] (a) a structure that only connects the display subassembly and the rigid back panel in parallel with the rigid thermal conductive glue through the vibration isolation support, so that the intermediate layer is not in shear; or

[0063] (b) a structure that only thickens the high stiffness back panel to increase the natural frequency, without setting a viscoelastic shear layer and a boundary damping ring.

[0064] (This negative limitation is used to deviate from the teaching of only "rigid thickening / rigid thermal conduction".)

[0065] The thermal bridge is at least one or more of: metal pillars / pads, thermal gap fill material (TIM), heat spreader support, micro-channel cold plate interface, or vehicle body heat dissipation framework coupling, and forms a detachable / inseparable thermal-mechanical coupling connection with the load / thermal conductive layer.

[0066] The layer sequence is in turn from outside to inside: display subassembly-interface thermal conductive layer-high thermal conductive constraint layer-viscoelastic shear layer-load / thermal conductive layer-thermal bridge-vehicle body structure; and allows embedding a surface treatment / isolation thin layer between the constraint layer and the viscoelastic layer to stabilize the viscoelastic properties without breaking the shear path.

[0067] The constraint layer is provided with a cut, thinning or micro-perforation in the non-display windowing / blind area to tune the local modal and release the thermal expansion residual stress, while maintaining the continuous shear of the viscoelastic layer.

[0068] The load / thermal conductive layer adopts a sandwich CLD-S configuration of metal-viscoelastic-high conductive layer, which is used for secondary diffusion and interfaces with the thermal bridge, so as to improve damping without weakening the thermal loop closure.

[0069] The regionalized laying of the composite backplate satisfies the following: for the boundaries / corners, priority is given to the arrangement of enhanced constraints and viscoelastic widening; for the central area, priority is given to the arrangement of in-plane thermal diffusion; and the two achieve joint balance of modes and heat flow in the transition zone through overlapping or gradual change.

[0070] The composite component comes pre-installed with a factory-installed evidence package, including:

[0071] (i) Structural unique identifier and hierarchical coding (e.g., two-dimensional coding / micro-dot / laser marking);

[0072] (ii) Summary fingerprint of the frequency response function / sweep frequency / random vibration and steady-state thermal image / thermal resistance equivalent map of the corresponding sample, along with its timestamp and tamper-proof hash;

[0073] (iii) Torque / preload and interface integrity records at the mounting position;

[0074] So that it can serve as evidence or secondary consideration material in the event of on-site inspections or disputes.

[0075] The constraint layer employs graphite / metal composite or a heat spreader to significantly improve in-plane thermal conductivity, thereby allowing for the thinning of the load-bearing / thermal conductive layer to reduce mass, while the stiffness loss caused by thinning is compensated by viscoelastic shear and boundary rings.

[0076] The suspension / vibration isolation mounting components and the boundary constraint-damping ring are geometrically misaligned to form a synergistic effect of shifting the first-order mode input to the whole vehicle and introducing boundary energy into the viscoelastic layer.

[0077] The composite component allows for disassembly and assembly of only the suspension / limiting / thermal bridge during maintenance or replacement, while the CLD sequence remains as a whole and cannot be disassembled, thus maintaining the continuity of the non-detachable cooperative chain.

[0078] When the control system detects road surface / impact conditions, it performs controlled brightness / refresh degradation on the display sub-component to reduce the peak heat flux and keep the viscoelastic shear layer within the predetermined temperature / frequency operating window, thereby achieving thermal-vibration synergistic stability.

[0079] The composite component is further excluded:

[0080] (a) Arrangement of viscoelastic material only as dotted / linear buffer pads rather than shear sandwich layers;

[0081] (b) Replace the viscoelastic shear structure with a rigid thermally conductive full-layer potting and a single thick plate “hard top” structure.

[0082] (This negative limitation is used to further clarify that the functional path of the present invention deviates from the teachings.)

[0083] Furthermore, a composite structure is disposed between the vehicle exterior trim and the external visual display module, the composite structure comprising at least:

[0084] A) A high thermal conductivity / high stiffness layer serving as a constraint layer;

[0085] B) A viscoelastic damping layer disposed between the display module and the constraint layer, which is mainly subjected to shear deformation.

[0086] C) A thermally conductive diffusion layer sandwiched with the viscoelastic damping layer and a thermal circuit assembly continuous therewith;

[0087] D) A ring-shaped boundary damping-constraint member surrounding the boundary of the display module;

[0088] E) The suspension-limiting-unloading interface connecting the display module to the vehicle body;

[0089] Among them, A)-E) form an inseparable vibration-resistant and heat-conducting functional chain according to the following ordered synergistic relationship:

[0090] S1: C) will display the heat generated during operation, which diffuses in-plane and is directionally coupled to B) via the interface thermal path;

[0091] S2: B) under heated conditions, it enters the working zone dominated by shear loss and preferentially dissipates the medium- and high-frequency micro-displacement energy transmitted from the vehicle body.

[0092] S3: A) and D) provide in-plane constraints on B) and shift the first / low-order modes of the display-backplane combination to suppress resonant amplification of the effective display area;

[0093] S4: The E) limits and diverts the residual displacement and guides the load to the non-functional critical region to achieve controlled unloading during abnormal impacts;

[0094] S5: C) Limits the temperature gradient between the active area and the surrounding structure to avoid secondary vibration input caused by thermal warping;

[0095] Furthermore, the absence of any of the S1-S5 components will lead to a decrease in the stability of the display function under actual vehicle operating conditions or an increase in the fatigue risk at the interconnect / pad. Therefore, A)-E) must be coordinated as a whole to achieve the purpose of vibration resistance.

[0096] Note: Sovereignty is limited by the collaboration and sequence of "component AE × sequence S1-S5", which is not easily split into regular parallel stacking during review.

[0097] The constraint layer is one of a metal plate, a thermally conductive polymer composite plate, a carbon / glass fiber reinforced composite plate, or a stack thereof, and forms a continuous or segmented covering band with the boundary damping-constraint member around the periphery of the effective display area, thereby increasing the shear dominance of the viscoelastic damping layer by in-plane clamping.

[0098] The viscoelastic damping layer is a pressure-sensitive adhesive, butyl / acrylic / polyurethane / silicone viscoelastic material or a composite thereof. The loss factor of the material increases with the temperature rise of the thermally conductive diffusion layer within the operating temperature range, thereby obtaining damping gain through self-heating.

[0099] The thermally conductive diffusion layer includes at least one of artificial graphite sheet, copper / aluminum foil, metal-graphite composite sheet, or vapor chamber / heat pipe / microchannel component, and is locally coupled to the viscoelastic damping layer through an interfacial thermally conductive material, so that thermal-vibration synergy occurs preferentially in the effective display area.

[0100] The boundary damping-constraint member forms an annular damping band at the perimeter of the cover plate / back plate and is constrained by a rigid or semi-rigid cover layer to form a CLD ring, thereby keeping the structural modes away from the vehicle's main excitation frequency band.

[0101] The suspension-limiting-unloading interface is a two-stage decoupling structure of outer module-floating intermediate frame-body, and uses an elastomer / viscoelastic layer for bearing, hard limit column for amplitude limitation, and thrust surface for flow diversion to achieve broadband vibration isolation and controlled unloading of abnormal impacts.

[0102] A pre-tightening / surface pressure establishment mechanism is provided between the constraint layer and the viscoelastic damping layer, including a surface pressure distribution pad, circumferential fastening or local buckle, so that the viscoelastic layer is in a stable shear-compression composite stress state after installation to suppress micro-movement.

[0103] The backplate has a gradient stiffness configuration, including honeycomb / stiffening / sandwich or a combination thereof, which creates a stiffness gradient between the effective area and the boundary area to reduce local displacement and suppress stress concentration at joints / corners.

[0104] The thermal diffusion layer and the electromagnetic shielding layer are combined or stacked together and connected to the vehicle body through an electrical isolation component, thereby achieving electromagnetic compatibility without disrupting the damping-thermal conduction path.

[0105] Breathing / decompression components and sealing-flow paths are designed to maintain controllable internal pressure and moisture content of the interlayer under humid or high-pressure cleaning conditions, avoiding damping degradation and interface failure caused by moisture-heat coupling.

[0106] The display module uses tiled units, with geometric seams (serrated / stepped / arc) and flexible bridging between the tiles. The boundary damping-constraint components form local widening or overlapping in the seam area to suppress boundary warping and cyclic strain.

[0107] During operation, the display power / brightness / refresh strategy is controlled at the hardware level based on the acceleration / displacement response of the vehicle body-back panel, so that the viscoelastic damping layer is kept in the shear loss dominant region, avoiding the coupling and amplification of content-driven and structural modes.

[0108] The interfacial thermally conductive material and the viscoelastic layer are treated with surface morphology (grooves / textures / micropores) or coupling agents to improve the surface contact rate or shear adhesion, thereby stabilizing the long-term damping-thermal conductivity.

[0109] Concealed heat dissipation components (heat dissipation ribs / vapor chamber heat collection areas) are provided near the invalid area or the structural neutral axis, and the thermal load is guided away from the interconnect / pad / critical trace through the gradient stiffness backplate.

[0110] Furthermore, the A layer is a continuously covered thermally conductive constraint plate, which covers no less than 95% of the projected area of ​​the B layer in the plane, and is co-cured with the C layer with a thermosetting adhesive to form an integral whole. Moreover, the A layer and the B layer are integrally bonded to each other through surface contact rather than being discretely pasted or coated.

[0111] The B layer is a continuous viscoelastic with a thickness of not less than 1.0 mm, sandwiched between the A layer and the C layer, forming a continuous two-dimensional shear plane between them; the B layer is rigidly bonded to the A layer and the C layer in surface contact, and their effective surface contact rate is not less than 90% respectively.

[0112] The C layer is a continuous plate / shell component covering the entire load-bearing area. Its projected area covers not less than 95% of the projected area of ​​the B layer, and it is directly fixed to the B layer and the D component to form a load-bearing loop, rather than being supported by separate columns, frames or grid-like discrete support components.

[0113] The D component is a mechanical limiting / unloading component independently set at the edge or node of layer A and / or layer C, with a limiting trigger mechanism and providing a recoverable unloading path when triggered; and the D component is a replaceable mechanical connection with layer C or layer A, and is not geometrically integrally formed with layer C or layer A.

[0114] A, B, C, and D are distinct solid layers / components, and their respective functions of "thermal conduction and diffusion constraint / viscoelastic energy dissipation / load bearing constraint / limiting and unloading" shall not be partially or completely replaced by the surface coating layer, material modification layer, or local structure of adjacent layers.

[0115] The connection between layers A, B and C is a non-removable co-curing / molding integrated bonding. The interlayer bonding is completed in the same curing cycle during the manufacturing process, and there are no detachable mechanical connections such as threads, snaps, or pins between the layers.

[0116] The layer sequence relationship is restricted as follows: layer A is attached to one side of layer B, layer C is attached to the opposite side of layer B, and the three are stacked in the same direction; except for the interface primer / coupling layer with a thickness of no more than 0.10 mm, no additional functional layers may be added between A, B, and C.

[0117] If a support / microstructure for strain management is installed inside layer B, the support / microstructure is considered a component of layer B, with a thickness not exceeding 30% of the thickness of layer B, an equivalent bending stiffness not exceeding 20% ​​of the equivalent bending stiffness of layer C, and not forming an independent load-bearing path; component D must not be incorporated into the support / microstructure.

[0118] Layers A, B, and C are all macroscopic plate / laminated components rather than coating / film or screen mesh structures. The thickness of layer A is not less than 0.40 mm, layer B is not less than 1.0 mm, and layer C is not less than 0.60 mm. Furthermore, the in-plane continuity of each layer within its effective area is not less than 90%.

[0119] The A layer is an integral rolled / extruded / cast part with a continuous in-plane heat conduction path; the design gap between the A layer and the adjacent layer is no more than 0.10 mm and is completely filled by adhesive / filler; if there is an insert, its projected area in the A layer accounts for no more than 5% and its thermal conductivity is no less than 0.7 times that of the A layer body and is co-cured with the body.

[0120] The three layers A, B, and C are integrated into a molding / casting-curing process within the same tooling. The interlayer interfaces only include two native bonding interfaces, A–B and B–C, without any secondary splicing or bonding interfaces. The 180° peel strength between adjacent layers is not less than 1.0 N / mm.

[0121] A, B, and C are prefabricated components that form direct physical interlayer contact with adjacent layers; any sprayed / deposited materials are used only as primers / anti-corrosion coatings and their thickness is not included in the thickness of layers A, B, and C; layer A is a continuous thermally conductive material of metal or graphite, and layer B is a cast / laminated viscoelastic.

[0122] Furthermore, the thermally conductive diffusion constraint layer A is a continuously covering thermally conductive constraint plate, integrally cured with the viscoelastic damping layer B using a thermosetting adhesive. The thermally conductive diffusion constraint layer A and the load-bearing constraint layer C are also integrally formed through curing and bonding, eliminating the need for separation, modular thermal conductive sheets, or coatings. The viscoelastic damping layer B is a continuous viscoelastic body with a thickness greater than 1 mm, rigidly bonded to the thermally conductive diffusion constraint layer A and the load-bearing constraint layer C, forming a two-dimensional shear plane between them to avoid indirect methods such as spraying, film application, spot bonding, or localized coating. The load-bearing constraint layer C is a continuous component covering the entire load-bearing area, directly fixed to the viscoelastic damping layer B and the limiting / unloading component D, forming an integral support structure, eliminating the need for separate pillars or frame structures.

[0123] The limiting / unloading component D is a mechanical limiting component independently set at the edge of the thermally conductive diffusion constraint layer A and the load-bearing constraint layer C. It has a specific unloading mechanism and can be detachably or dynamically contacted with the thermally conductive diffusion constraint layer A, the viscoelastic damping layer B and the load-bearing constraint layer C to prevent the invisible "accumulated stress structure" from replacing it.

[0124] The thermally conductive diffusion constraint layer A, the viscoelastic damping layer B, and the load-bearing constraint layer C are stacked in sequence and rigidly bonded to each other, and the assembly must include the limiting / unloading component D, so that omitting any layer or component will not fall within the protection range.

[0125] The thermally conductive diffusion constraint layer A, viscoelastic damping layer B, load-bearing constraint layer C, and limiting / unloading component D are bonded together by thermosetting process to form a co-cured integrated molding, and the connection method is to form interlayer bonding by applying adhesive and hot pressing to eliminate the possibility of detachable connection.

[0126] The thermally conductive diffusion constraint layer A is attached to one side of the viscoelastic damping layer B, and the load-bearing constraint layer C is attached to the opposite side of the viscoelastic damping layer B and along the same direction. The assembly must contain only the above-mentioned layers A, B, C and component D to prevent the insertion of additional sheets or partitions.

[0127] Any additional support for the viscoelastic damping layer B is part of this invention, and the support layer has a defined height range of 0.5-5 mm and is made of a high-modulus polymer, requiring that all dissipation and constraint functions must be explicitly performed by the thermally conductive diffusion constraint layer A, the viscoelastic damping layer B, the load-bearing constraint layer C, and the limiting / unloading member D, excluding methods that achieve functions using hidden structures.

[0128] The thermally conductive diffusion constraint layer A, viscoelastic damping layer B, and load-bearing constraint layer C must be macroscopic thin plates or laminated structures, with a minimum thickness of 0.5 mm and continuous structure, to avoid thin film or mesh forms.

[0129] The core material of the thermally conductive and diffusion-constraining layer A is a monolithic casting or extrusion rather than a spot-welded piece, and the assembly explicitly prohibits leaving gaps between layers for inserts, thus limiting the uniformity of the core material and the integrated connection method. The thermally conductive and diffusion-constraining layer A, the viscoelastic damping layer B, and the load-bearing constraint layer C are prefabricated components formed through a monolithic molding process or interlayer co-curing, and the adhesive material is epoxy resin cured, to increase manufacturing constraints and eliminate the method of prefabricating and then bonding multiple components.

[0130] The thermally conductive diffusion constraint layer A, the viscoelastic damping layer B, and the load-bearing constraint layer C are prefabricated components and must be in close contact with the adjacent physical layers. The thermally conductive diffusion constraint layer A has a thickness greater than 0.2 mm and uniformity to prevent the function from being achieved by coating alone.

[0131] In layman's terms, in recent years, the automotive industry has been rapidly evolving from "mechanical functional vehicles" to "information interaction terminals." Exterior design is no longer just about styling; it has become a carrier for brand communication and dynamic display. External display screens—structures integrated into the vehicle's surface that can display dynamic images—are becoming a cutting-edge direction in smart car exterior design.

[0132] However, the engineering challenges faced by these external displays are far more complex than those of ordinary electronic screens. They must operate stably under conditions of prolonged outdoor exposure to sunlight, rain, snow, road vibration, thermal cycling, and impact collisions, while ensuring the continuity, flicker-free display, and no detachment of the image. Ordinary displays only consider heat dissipation or support, while vehicle shell displays must simultaneously consider structural strength, vibration isolation, thermal management, and controlled failure upon impact. Traditional solutions often involve a "separate solution": rubber pads for vibration isolation; aluminum back plates for heat dissipation; rigid blocks for limiting; and independent layers of adhesive for damping. This seems simple, but it has fatal problems: 1. The layers of the system lack coordination and instead cancel each other out. For example, if the heat sink is too rigid, it will cause the damping layer to fail; if the vibration isolation layer is too soft, it will disrupt the heat conduction path. 2. The thermal-vibration coupling effect is ignored. When the display is exposed to high brightness for a long time, localized heat generation can cause warping and stress concentration; if the vehicle is bumped at this time, the adhesive layer may fatigue and crack. 3. The lack of a controlled path during impact or over-displacement will either break the display screen or cause hard-on damage.

[0133] Therefore, relying solely on traditional vibration isolation and heat conduction is not feasible. A system must be designed that truly enables vibrational energy, thermal energy, and structural force flow to coordinate along a controlled path. This is what this patent proposes—the CLD damping-heat conduction composite assembly. The core idea of ​​this invention is to transform the vehicle shell display module from a "simple electronic component" into a composite structural system integrating heat, vibration, and force.

[0134] Its key innovation lies in: > Using a constrained layer damping (CLD) structure to dissipate vibration energy, using a heat conduction path for thermal management, and then bypassing the impact energy through a limiting and unloading mechanism—these four elements are bound together into an unbreakable collaborative chain. In other words, this assembly is not a stack of materials, but a controlled energy flow path: vibration of the vehicle body → dissipates as heat through shear in the viscoelastic layer; the operating heat of the display screen → diffuses and is discharged through the heat conduction layer; over-travel impact → is guided into the rigid path of the vehicle body by the limiting component; the entire process → maintains both vibration isolation and thermal balance. This "unbreakable collaborative chain" ensures that three goals are achieved simultaneously: 1. Stable vibration resistance (no flickering, no shaking); 2. Effective thermal management (no heat accumulation, no warping); 3. Controlled failure during impact (will not damage the display module or break the wiring harness).

[0135] Cancellation of any one of the functional layers or change of its order will cause at least one target to fail. For example: if the viscoelastic layer is removed, the vibration energy cannot be dissipated and can only be transferred to the display screen; if the heat-conducting layer is removed, the heat accumulation will cause interlayer stress; if there is no limiting structure, the energy cannot bypass during impact and can only be forced against the module. Therefore, this patent emphasizes not the material, but the order and dependency of the functional path. The entire assembly is mainly composed of four functional units in sequence: A) heat-conducting diffusion constraint layer B) viscoelastic damping layer C) load-bearing constraint layer D) limiting / unloading component. They are located between the display module and the body, forming a multi-functional sandwich system from the "display side" to the "body side". (1) Heat-conducting diffusion constraint layer (layer A). This layer is equivalent to the "outer skin" of the entire system and is directly close to the back of the display module. It has two core tasks: first, as a high thermal conductivity layer, it rapidly diffuses the heat generated when the display module is working in the surface, making the temperature distribution more uniform; second, as a "constraint layer", it provides a reaction surface for the viscoelastic layer below, so that the viscoelastic layer can generate shear deformation during vibration. In CLD structures, the more rigid and continuous the constraint layer, the higher the vibration damping efficiency of the viscoelastic layer. However, excessive stiffness here can hinder thermal expansion and structural coupling. Therefore, layer A employs a de-stiffening thermally conductive structure: it can be a high thermal conductivity metal / composite sheet with microgrooves, micropores, or narrow neck bridging. This design maintains the continuity of thermal diffusion while allowing for a small shear space, enabling the underlying layer B to effectively withstand shear. Simultaneously, layer A can be divided into several "isothermal islands," with narrow neck bridging between them. This causes micro-shear deformation at the bridging points during vibration, broadening the damping frequency band and preventing temperature concentration. This "island-bridge thermally conductive layer" can be understood as a structure that is both thermally conductive and "breathable."

[0136] (2) Viscoelastic Damping Layer (B Layer). This is the "energy absorption core" of the entire assembly. Located between layers A and C, it works by shear energy dissipation—when the vehicle vibrates or the display screen undergoes relative displacement due to thermal expansion and contraction, the polymer chains inside layer B undergo viscous deformation under shear, converting mechanical energy into heat energy. Unlike traditional damping adhesives, layer B here faces the dual challenges of heat and mechanics: too soft and it will lose structural support; too hard and it cannot effectively dissipate vibration. Therefore, it is usually a temperature-adaptive viscoelastic material that can maintain a high loss factor (tanδ) at both room temperature and high temperature. More importantly, there are also some "thermal pathways" or "misaligned TIMs" above layer B to conduct heat. To prevent these pathways from forming rigid short circuits, the patented design allows the TIM (thermal interface material) to be misaligned with layer B in the plane. In this way, heat can be transferred out, but the shear zone is not locked, and vibration can still be dissipated. Simply put, layer B is like a "moving" rubber pad that can both conduct heat and dampen vibration.

[0137] (3) Bearing and Constraint Layer (C Layer). Structurally, the C layer is the "skeleton" of the entire sandwich system, located close to the vehicle body. Its functions include: 1. Bearing load and maintaining position – ensuring that the entire assembly will not loosen or warp due to vibration or temperature differences; 2. Heat dissipation – transferring heat diffused from the A layer to the vehicle body or exterior structure through its own and internal thermal bridges, achieving a "thermal closed loop"; 3. Supporting the installation of the limiting component D. The C layer can be made of metal, carbon fiber composite board, or a lightweight alloy with high thermal conductivity, and can also have lightweight structures such as openings, honeycomb, and stiffeners. Unlike the A layer, the C layer emphasizes thickness for thermal conduction and overall rigidity. It acts as a bridge to conduct heat and force to the vehicle body. The A, B, and C layers together form a typical CLD (Constrained Layer Damping) stacked structure, but the functions of heat conduction and unloading are added here, making it a CLD-thermal conduction composite system.

[0138] (4) Limiting / Unloading Component (D Component). The D component is the "safety valve" of the entire assembly. It is usually distributed at the boundary, corner, or critical connection point. When the system experiences over-displacement under large vibration or collision, the D component contacts the display module first, forming a three-stage path of "semi-floating - limiting - energy dissipation". Under normal operating conditions, the display module is in a "semi-floating" state, mainly for vibration isolation; when the displacement exceeds the threshold, the limiting component contacts the perimeter to prevent further movement; if there is still energy after contact, it continues to dissipate through the viscoelastic layer (energy dissipation stage). This design ensures that the system neither hits head-on nor drifts without limit. The limiting component can take the form of a hard shoulder, sliding groove, wedge block, etc. The material can be metal, elastic composite, or magnetorheological damping component. Its core feature is: >After the D component is triggered, the structural continuity of A–C is still maintained, and there will be no breakage or delamination. This is what is mentioned in the claim as "the triggering of D does not destroy the continuity of A / B / C".

[0139] When a vehicle is in operation, the environment in which the display module operates is a multi-physical coupling system: vibration energy is transmitted from the vehicle body; heat is generated from the display module; and impact energy acts from the outside. If these energies are randomly distributed, it will lead to structural fatigue or display abnormalities. Therefore, the key to this invention is to establish an ordered energy flow path, allowing energy to be "diverted—absorbed—exported—bypassed" in a designed sequence.

[0140] This collaborative chain can be simplified into four steps:

[0141] 1. Vibration Input Stage: The excitation from the vehicle body or road is first transmitted to layer C through the limiting / suspension interface, and the energy is transferred step by step from C to B to A. Layer B consumes most of the mid-to-high frequency energy during shearing, and the remaining low-frequency part is rigidly constrained by layer A and transformed into overall easing.

[0142] 2. Thermal diffusion stage: The heat generated by the display module diffuses in-plane through layer A, and is then discharged through the thermal bridge formed between layer C and the vehicle body. During this process, layer B does not form a thermal barrier because the TIM misalignment path assists in heat flow.

[0143] 3. Impact or Overtravel Phase: When the vehicle experiences a severe impact (such as a door sill collision or a bumpy ride), component D triggers contact, transferring energy from the display module to the rigid pathways of the vehicle body. Layers A, B, and C remain bonded and sheared, preventing chain breakage.

[0144] 4. System Closed-Loop and Recovery Phase: After the impact, the hysteresis characteristics of layer B and component D allow the rebound energy to gradually decay; heat continues to be dissipated along the A→C channel. The system can recover to a stable state without human intervention. This synergistic mechanism gives the system "adaptive thermal-vibration stability": thermal expansion and contraction will not cause warping; vibration will not cause delamination; and impact will not cause rigid fracture. From a macroscopic perspective, this structure transforms the outer shell display into a "breathable armor": both robust and capable of absorbing energy, releasing heat, and restoring its shape.

[0145] (1) Thermally conductive and diffusion-constrained layer (Layer A)

[0146] Layer A is a crucial part of heat diffusion and also serves to constrain the viscoelastic layer. An ideal material needs to possess three characteristics: 1. High in-plane thermal conductivity (ensuring heat diffusion); 2. Moderate flexural stiffness (ensuring shear conditions for layer B); 3. Limited plasticity or elastic recovery (preventing permanent warping after high temperatures). Options include: aluminum / magnesium alloy sheets (good thermal conductivity, stampable); carbon fiber reinforced polymer (CFRP) composites (lightweight and high stiffness); graphene-aluminum composite plates (thermal conductivity as high as 400–800 W / m·K, allowing for rapid heat diffusion); and metal mesh + composite filler layer structures (combining flexibility and thermal conductivity). During manufacturing, layer A can be pre-designed with microgrooves, micropores, and narrow neck bridging to "de-stiffen" it, maintaining continuous heat diffusion while allowing for localized yielding under vibration, enhancing the shear driving force on the viscoelastic layer. Some advanced versions also employ an "isothermal island" design: the entire layer A is divided into multiple heat islands, each connected by narrow bridges. This allows each island to maintain a near-isothermal state, while allowing for slight relative mechanical slippage. This design avoids heat concentration and also allows for a wider damping bandwidth.

[0147] (2) Viscoelastic Damping Layer (B Layer). The B layer is the "energy absorption core" of the system, mainly relying on the internal friction of the viscoelastic body to dissipate energy. Unlike traditional automotive adhesive layers, it must simultaneously meet the following conditions: maintain a high loss factor (tanδ≥0.3) between -40℃ and 85℃; have reliable adhesion to the A / C layers but allow for local slippage; be resistant to long-term damp heat, do not debond, and do not harden; and coexist with the thermal conductive channels without short-circuiting. Commonly used materials include: acrylic modified nitrile rubber (temperature resistant + compliant); silicone rubber-based damping adhesive (good low-temperature flexibility); polyurethane damping body (viscosity and modulus can be adjusted); and composite "shear damping-thermal conductive mixture" with a small amount of alumina or boron nitride filler to improve thermal conductivity. During assembly, the B layer is not completely continuous but combines "partitioned misalignment" and "TIM cross-island structure". The key to this design is to prevent rigid short circuits. If traditional thermally conductive adhesives or metal bridges directly penetrate the damping layer, the shear path will be cut off, causing the damping layer to fail. To address this, the patent proposes: > To stagger the thermal interface material (TIM) and the B layer in the plane, or to form heat islands only in localized areas, achieving heat transfer through thermal bridges of limited thickness, while ensuring that the surrounding area remains shear-resistant. This staggered strategy allows the B layer to "both conduct heat and dissipate vibrations," making it a truly thermo-mechanical synergistic layer.

[0148] (3) Load-bearing constraint layer (C layer). The C layer can be regarded as the "skeleton" and "thermal bridge outlet" of the entire system. It is directly connected to the body or exterior frame and must meet the following requirements: 1. Sufficient rigidity and strength; 2. Good thermal conductivity; 3. Stable mechanical and thermal coupling with the body; 4. Energy diversion without breakage during impact. Optional solutions include: high thermal conductivity aluminum alloy (such as 6061-T6), balancing strength and thermal conductivity; aluminum carbide-aluminum composite material (low thermal expansion, high thermal conductivity); magnesium alloy skeleton + thermally conductive coating (lightweight solution); porous metal honeycomb + filled with thermally conductive resin (balancing weight reduction and thermal conductivity). The C layer is usually bonded to the A / B layers by hot pressing or structural adhesive. Thermal bridge interfaces can be reserved on its surface to form a continuous thermal conduction path with heat dissipation components, body beams, or exterior support components. At the same time, a limiting component installation area is also set on the C layer to provide structural anchoring for the D component.

[0149] (4) Limiting / Unloading Components (D-components). D-components are functional safety components and act as the executors of impact energy bypass. Different solutions can be adopted for different vehicle models: Hard shoulder type: Hard limiting blocks are arranged at the four corners of the module to control maximum displacement. Sliding groove type: Allows limited relative sliding to mitigate impact peaks. Wedge-type limiting component: Controllable frictional energy dissipation is generated through contact angle. Magnetic / elastic field assisted type: Soft connection before triggering; after exceeding the threshold, the magnetic field / elastic field is enhanced to form a restricted constraint. These D-components are generally made of aluminum, engineering plastics, rubber-metal composites, or magnetorheological damping units. The core requirement is that the continuity of A / B / C is not disrupted after triggering, meaning the system maintains a functional closed loop after impact. D-components are mostly located at corners, cross-zone connections, or installation nodes, forming a three-stage force path of "semi-floating – limiting – energy dissipation." This ensures controllable responses in different impact directions. To truly achieve "thermal-vibration-force synergy" in the system, this patent proposes a standardized assembly and tuning process. Each step has a clear logical objective.

[0150] S1) Problem Identification. In the early design phase, the main mechanisms of display failure are identified based on the road spectrum and thermal load data of the target vehicle model. Common problems include: modal peaks causing pixel or interconnect solder joint fatigue; excessively hard thermal interface (TIM) causing damped short circuits; thermal buildup leading to excessive interlayer stress and debonding; and structural warping and display offset during impact. Through finite element simulation or bench testing, the energy distribution and heat flux density of the display module in the vibration frequency band (10–500Hz) can be plotted, providing a basis for the next design step.

[0151] S2) Composite Layer Construction. Based on the analysis results, a three-layer CLD structure (A / B / C) is constructed between the display module and the vehicle body. The key is that the layer sequence and coupling relationship must satisfy: > "Layer A is internally continuous, layer B is subjected to shear, and layer C discharges heat and force." Here, "subject to shear" is crucial. If layer B is stuck together or too thin, it cannot effectively dissipate vibration; if the contact between layers A and C is poor, the thermal path will be broken, leading to heat accumulation. Therefore, a localized hot-pressing + zoned bonding process is used during assembly to ensure that each layer is both strong and allows for slight slippage.

[0152] S3) Boundary Energy Management. D-component limiting / unloading units are arranged around the perimeter of the composite layer. The D-component is designed to be soft initially and then hard, meaning it does not contact the vehicle during normal driving and only intervenes during overtravel or impact. Once triggered, energy is transferred to the rigid path of the vehicle body through the D-component, while the B layer continues to dissipate energy through shearing. This achieves a three-stage energy distribution of "semi-floating – limiting – energy dissipation". For example, if the door shell experiences a localized impact when the vehicle goes over a pothole, the D-component will first absorb the peak load, preventing the display module from directly bearing the stress.

[0153] S4) Damping × Thermal Conductivity Co-tuning. This is the core aspect of system performance. The optimal balance between vibration and heat conduction is achieved by adjusting the following parameters: the partitioning layout, slot depth, and bridge width of layer A; the thickness, formulation (modulus and viscosity adjustment), and pre-stress of layer B; and the sequence and flexible interface between layer C and the vehicle body. The tuning objectives are: to move the main modal frequencies out of the vehicle's excitation zone (tuning); to suppress peak values ​​in the transfer function (peak removal); and to ensure a uniform heat diffusion path without hot spots. During the prototype stage, the tuning effect can be assessed through a combination of vibration testing and infrared thermography. If the peak values ​​remain high, the partitioning of layer A or the thickness of layer B can be adjusted; if significant heat buildup is observed, the TIM distribution and thermal bridges should be optimized.

[0154] S5) Misaligned Interface and In-Situ Gating. To prevent the TIM (thermal conductive interface material) from short-circuiting the damping layer, this patent proposes a misaligned arrangement: placing the TIM only in the non-shearing areas of layer B; or using island-shaped TIM that passes through layer B but is surrounded by a flexible interface. Furthermore, sensors (temperature or acceleration) can be embedded at critical nodes, linked to the control module. When overheating or high vibration is detected, the system automatically triggers a display degradation mode (reducing brightness and refresh rate) to prevent damage. This "in-situ gating" allows mechanical and electronic components to work together to achieve safe operation.

[0155] S6) Factory Curing and Evidence Package. During the factory shipment phase, the samples undergo a triple verification process of vibration, temperature rise, and impact to ensure that all interlayer adhesion, limit triggering, and thermal paths meet design specifications. Afterwards, the parameters of each assembly (layer sequence, thickness, pre-compression, thermal conductivity, limit threshold, etc.) and test logs are fixed into a database. This not only provides a basis for quality traceability but can also serve as evidence of patent implementation (used during infringement or compliance reviews).

[0156] VII. Diverse Implementation Methods of Limiting and Unloading Mechanisms. The patent is not limited to a single form of limiting component. Depending on the vehicle model, installation location, and impact direction, there can be various variations: 1. The most common is the corner hard stop type, which directly sets metal shoulders at the four corners to control maximum displacement; simple and reliable.

[0157] 2. Sliding groove type. A curved groove or sliding groove is set between the limiting component and the back plate. When the displacement reaches the threshold, it slides along the groove, gradually increasing the resistance and achieving buffering.

[0158] 3. Wedge-type limiting component. A wedge angle is formed between the two parts, and frictional energy is generated when the displacement exceeds a certain value. Suitable for frames with tight space.

[0159] 4. Magnetic field-assisted limiting. Under normal conditions, it relies on magnetic field for levitation or weak adsorption; when an impact occurs, the magnetic field strength increases to form a rigid limiting, thus combining soft connection and hard protection.

[0160] 5. Reconfigurable limiting. The stiffness of the limiting element can be varied via electronic or temperature control (e.g., magnetorheological or shape memory alloys). Suitable for adaptive display structures.

[0161] Regardless of the form, the key requirement is: > After the limit triggering, the continuity of the three layers A / B / C is not disrupted, and the energy path clearly bypasses the vehicle body's load-bearing structure. In traditional structures, heat conduction and damping are often contradictory: heat conduction requires high stiffness and high contact rate; damping requires compliance and slippage. The innovation of this patent lies in—spatially separating the heat conduction channel and the shear energy dissipation channel while maintaining energy synergy. 1. The heat conduction channel (A→C→vehicle body) forms a continuous path through the high thermal conductivity A layer and the thickness-oriented thermal bridge, ensuring external heat conduction. 2. The vibration dissipation channel (vehicle body→C→B→A) absorbs mechanical energy through the shear deformation of the B layer. 3. Synergistic interface (TIM misalignment): The TIM is set in the non-shear area or runs through in the form of an island bridge, making the two channels independent but not obstructing each other.

[0162] This layout allows heat and vibration to "go their separate ways," but ultimately works together at the system level to eliminate instability. In numerical simulations, this structure can reduce vibration peaks by about 40% and improve heat distribution uniformity by more than 30%.

[0163] IX. Factory Verification and Performance Curing. Before mass production, the following verification process must be performed: Vibration durability test: Simulated road spectrum (10–300Hz), accumulated millions of cycles, observing fatigue and adhesion; Thermal cycling test: Repeated switching between -40℃ and 85℃ to verify the reliability of the viscoelastic layer and thermal bridge; Impact test: Simulated threshold / collision to check the trigger curve of the limiting component and the energy bypass effect; Comprehensive environmental test: High humidity + high temperature + UV aging for 1000 hours to evaluate interlayer performance degradation. All test data are recorded in the database and linked to the assembly serial number. This "factory-with-evidence package" approach not only improves quality traceability but can also be directly used in patent protection or regulatory certification.

[0164] Compared with the prior art, the technical solution of this application has the following beneficial effects:

[0165] 1. Dual stability: Simultaneously achieve peak suppression stability and thermal management stability within the same structure, avoiding the choice between vibration isolation and heat dissipation.

[0166] 2. Boundary and perimeter friendly: Reduce boundary thermal concentration and interlayer delamination through perimeter management and gradient diffusion zones.

[0167] 3. Executable manufacturing sequence: The process path and operating mechanism are consistent, facilitating mass production replication and quality consistency control. Attached Figure Description

[0168] Figure 1This is a schematic diagram of the composition of the CLD damping-thermal conductive composite assembly of the present invention. Detailed Implementation

[0169] The integrated vehicle structure proposed in this invention will be described below with reference to embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of protection of this invention. Equivalent modifications and substitutions made by those skilled in the art without departing from the spirit and substance of this invention should be included within the scope of protection of this invention.

[0170] Example 1 (Car door shell display screen: medium size, mainly high-frequency vibration at room temperature)

[0171] 1. Objectives and Constraints (corresponding to S1)

[0172] The vehicle is a mid-size vehicle, with a housing display area of ​​approximately 420×180mm and a thickness estimated to be ≤9mm. The road spectrum exhibits multiple peaks between 25–220Hz, with a significant peak between 60–80Hz during high-speed cruising. High-brightness operation during the day results in a 25–35℃ temperature rise in the display backplane. Common failures include: screen flickering, fatigue at boundary solder joints, and slight warping of the backplane.

[0173] 2. Construction of composite layers (A / B / C / D, corresponding to S2 and S3)

[0174] A: Thermally conductive and diffusion-constrained layer. Graphene-reinforced aluminum alloy sheet (0.50mm), in-plane thermal conductivity ≥380W / m·K. Employs a "isothermal island + narrow neck bridging" microstructure: 6 isothermal islands with 2.0mm narrow necks between them. The island surfaces are not anodized to maintain good adhesion to layer B.

[0175] B: Viscoelastic damping layer. Modified polyurethane damping film (0.80mm), loss factor tanδ≥0.35 in the range of -30~85℃; plasma treatment of the bonding interface to improve initial adhesion.

[0176] C: Load-bearing constraint layer. Magnesium-aluminum alloy load-bearing plate (1.20mm), with integrated rolled ribs on the back (rib height 2.2mm, spacing 18mm), and pre-drilled thermal bridge / assembly holes around the perimeter.

[0177] D: Limiting / unloading components. Four-corner "sliding + hard stop" combination: the outer layer is a 70 Shore A rubber pad (1.5mm thick), and the inner layer is an aluminum alloy shoulder, with a designed limit relative displacement of 0.6mm; the shoulder edge is chamfered to avoid secondary impact peaks.

[0178] 3. Thermal Path and TIM (corresponding to S4 and S5). Thick-thickness heat exchange is established between A and C through three TIM islands: phase change type TIM pads (0.3mm), thermal conductivity 5W / m·K. The three islands are offset from layer B in the plane to ensure uninterrupted shear channels. C and the inner frame of the door are connected by two-point thermal / mechanical bridging: copper rivets + thin-layer thermally conductive pads (1.5W / m·K), and "soft washers" are added at the rivets for flexible transition.

[0179] 4. Tuning Points (corresponding to S4). If the 60–80Hz peak value is too high, fine-tune the neck width of layer A from 2.0 to 1.6 mm; or increase the thickness of layer B from 0.80 to 0.95 mm to widen the shear dissipation band. If the hot spot temperature is >70℃, add a TIM island or increase the TIM k value, but maintain a misalignment distance of ≥8 mm from layer B to prevent rigid short circuits.

[0180] 5. Assembly and In-situ Gating (corresponding to S5 and S6). Partitioned Hot Pressing: A / B / C are cured at 0.15MPa, 60℃, and 6 minutes. The boundaries employ a "partitioned bonding-partitioned debonding" process, leaving a 6mm wide "debonding slip strip" on each of the four sides. In-situ Sensing: A temperature probe is placed in the center of layer C, and a MEMS accelerometer is placed in one corner. When T>75℃ or RMS acceleration>threshold, the display controller automatically reduces brightness by 15% and writes the information to the log.

[0181] 6. Results and Verification. Under bench excitation (25–220Hz), the peak acceleration of the display area decreased by 43%, and the first mode shifted from 72Hz to 57Hz; after 2 hours of continuous high brightness, the surface thermal difference decreased from 19℃ to 8℃, and no warping was observed; under a 25g, 11ms half-sine impact, component D was triggered, and the continuity of A / B / C was maintained, with no displacement or detachment of the module.

[0182] Example 2 (Tailgate housing display screen: large size, significant temperature gradient)

[0183] 1. Target (S1). The display area is approximately 950×210mm. The tailgate structure has low rigidity and high low-frequency vibration mode participation. Under continuous sunlight and high brightness, there is a risk of hot spots in the central area exceeding 80℃.

[0184] 2. Composite Layer (S2). A: CFRP-aluminum composite sheet (0.6mm), CFRP provides directional stiffness, aluminum surface conducts heat; 8 isothermal islands, 1.8mm narrow neck; B: Silicone rubber damping layer (1.2mm), maintains tanδ≥0.3 at high temperature; C: Aluminum alloy back plate (1.2mm) + two embedded micro heat pipes (Φ4mm), the evaporation end of the heat pipes corresponds to the hot spot display; D: Wedge-type limiting parts are distributed at the perimeter, 3 on each side, contact angle 12°, equipped with 60 Shore A gaskets.

[0185] 3. Thermal path and misalignment (S4, S5). Add an edge ring TIM strip (0.25mm) + three central TIM islands (0.3mm), misaligned with layer B by 10-12mm; the condensation end of the heat pipe in layer C is close to the body beam, and is supplemented with graphite heat sinks (0.1mm) to spread the heat flow.

[0186] 4. Tuning. By changing the layout of the isothermal island and the position of the narrow neck, the first-order Hz of the large-area plate is lowered from 48Hz to below 40Hz (avoiding the 45-55Hz whole-vehicle peak); the thickness of B is changed from 1.0 to 1.2mm to suppress the 90-120Hz secondary peak.

[0187] 5. Assembly and gating. Partial bonding / debonding: continuous bonding in the middle, with an 8mm debonding tape around the perimeter, allowing for thermally induced microslippage; gating strategy: if the temperature is >80℃ or the acceleration peak is >threshold for more than 10 seconds, the brightness will be reduced by 30%, and the timestamp and spectral peak will be recorded.

[0188] 6. Results. The thermal difference decreased from 27℃ to 10℃, and the maximum warpage was <0.35mm; the modal peak was reduced by about 50%, and there was no flickering in the road spectrum reproduction condition; under low-speed rear-end collision (bench equivalent), the wedge limit consumed ~28% of the impact energy, and the module remained intact.

[0189] Example 3 (Integrated Display in Bumper: High Impact Area)

[0190] 1. Target (S1). Small indicator strip in the front bumper area, commonly affected by minor scrapes / roadside contact. The goal is to ensure "controlled unloading" upon impact, preventing the force from directly hitting the indicator layer.

[0191] 2. Structure (S2, S3). A: High thermal conductivity copper foil + protective coating (0.15mm), in-plane high K, rapid heat diffusion; B: High loss nitrile modified viscoelastic layer (0.6mm), maintaining tanδ≥0.25 at 0–10℃; C: Aluminum-magnesium alloy fine rib back plate (1.0mm); D: Three-section limiting: initial section rubber pad (1.5mm), middle section friction wedge (angle 15°), and final section metal shoulder.

[0192] 3. Thermal / Force Bridges (S4, S5). Soft gel (0.5mm, k = 3W / m·K) is selected for TIM, and it is only used for point filling in the non-shear area of ​​layer A; there are 2 force bridges and 1 thermal bridge between C and the bar body, and soft pads are used at the thermal bridges to prevent rigid short circuits.

[0193] 4. Verification Results. At a 30km / h equivalent low-speed impact, with D triggered sequentially, the impact peak decreased by 35%, indicating no failure. After 1 hour of continuous high brightness, the surface thermal difference was 7–9℃, meeting the anti-fogging / anti-condensation requirements.

[0194] Example 4 (Narrow strip display on roof: lightweight)

[0195] 1. Objective (S1). Extremely thin space (total thickness ≤ 6.5 mm), weight sensitive; wind vibration + solar heat.

[0196] 2. Scheme (S2) A: Ultra-thin graphite film (0.10mm, k>900W / m·K) B: Thin-layer silicone rubber damping (0.4mm) C: CFRP thin plate (0.8mm) D: Micro magnetic attraction limiting component (low attraction force under normal conditions, attraction force increases when the threshold is exceeded), arranged at both ends.

[0197] 3. Thermal circuit (S4, S5). Between A and C, only a continuous TIM strip (0.2mm) is laid at the edge, staggered from layer B by ≥6mm; between C and the car body, the thermal circuit is closed through two small heat-conducting supports.

[0198] 4. Verification. Wind tunnel vibration 30–200Hz, peak value reduced by 32%; under summer sun exposure, module temperature rise was controlled, and no warping or stress whitening occurred.

[0199] Example 5 (High humidity and heat conditions: Southern coastal area).

[0200] 1. Objective (S1). Under long-term high temperature and humidity, the adhesive interface and B layer age rapidly, and it is necessary to ensure minimal performance degradation after 1000 hours of aging.

[0201] 2. Structure and Materials (S2). A: Magnesium-aluminum plate + ceramic coating (corrosion resistant); B: Fluorine-modified polyurethane damping layer (0.9mm), moisture-resistant formula; C: Aluminum alloy + anti-corrosion coating, with weather-resistant sealant at the holes; D: Rubber-coated metal thrust block, with a hardened 60 Shore A pad.

[0202] 3. Process and Misalignment (S4, S5). A / B / C are treated with plasma cleaning + silane coupling agent primer; TIM is gel type with a misalignment distance ≥10mm; the surrounding "detachment and sliding strip" is used as a waterproof sealing groove to prevent rainwater from seeping into the interface.

[0203] 4. Results. After aging at 85℃ / 85%RH for 1000h, the tanδ retention rate was over 90%; after repeated thermal shocks to -40℃... No stratification was observed after 200 cycles at 85℃; the road spectrum excitation performance degradation was <8%.

[0204] Example 6 (Complete example of assembly and tuning process: corresponding to the entire process of S1–S6)

[0205] 1. S1 Problem Identification. Actual vehicle NVH measurements showed door panel resonance at 68Hz and 110Hz; back panel hotspot temperature was 78℃. 2. S2 Composite Layer Construction. The following materials were selected: A = 0.5mm aluminum plate (island bridge structure), B = 0.8mm PU damping, and C = 1.2mm aluminum back plate.

[0206] 3. S3 Boundary Energy Management. Corner D = sliding groove + hard stop, limit 0.7mm;

[0207] 4. S4 Co-tuning. First trial production: 72Hz peak still high → A neck 2.0 → 1.6mm; hot spots still present → add 1 TIM island;

[0208] 5. S5 Misalignment and Gating: TIM island misaligned with layer B by 10mm; acceleration RMS > threshold triggers 20% brightness reduction; 6. S6 Factory Curing: Records layer sequence / thickness / process parameters and in-situ logs, generating an installation evidence package. Results: Peak brightness reduced by 42%, hotspot temperature <70℃, no secondary damage from impact.

[0209] Example 7 (Specific implementation of the partitioned bonding-partitioning debonding strategy: corresponding to claim 4)

[0210] A 6–8 mm wide "release strip" is left at the outer edge of A / C, and the remaining areas are bonded in 35×35 mm grid sections (dot glue is applied at grid intersections, and strip coating is used). During vehicle thermal expansion and contraction or low-frequency large displacement, a relative slip of 0.2–0.4 mm is allowed at the outer edge to release tension and shear concentration; high-frequency micro-displacement is still constrained by the grid bonding area, ensuring that layer B is sheared. Actual measurements show that compared to the full-bonding process, the temperature warpage of the partitioned bonding scheme is reduced by ~38%, and the vibration peak is almost unaffected.

[0211] Example 8 (De-stiffening microstructure of thermally conductive diffusion confinement layer: corresponding to claim 7)

[0212] Laser grooving was performed on layer A along an asymmetric trajectory: the groove width was 0.25 mm and the depth was 0.15 mm, with the trajectory exhibiting a combination of "zigzag + arc" shapes; micropores (Φ0.6 mm) were placed on the bottom of some grooves to form narrow neck bridges with a bridge spacing of 25–30 mm; this microstructure allowed the in-plane thermal diffusion of layer A to be almost unaffected, but enhanced the shear coupling of layer B by ~20%; results: the damping band was broadened, and the main peak of TNF (transfer function) was further reduced by 10–12%.

[0213] Example 9 (Perimeter Constraint - Damping Ring: Corresponding to Claim 8)

[0214] A 12mm wide damping-constraint ring was attached to the perimeter of layer C: the outer side was a thin steel strip (0.2mm) and the inner side was a viscoelastic rubber (0.6mm), which was closed to form a ring; the ring improved the edge stiffness of the plate, dissipated the high strain energy at the edge, and effectively suppressed the "bulging edge effect"; actual measurement showed that the displacement response near the boundary was reduced by 35%, and the secondary resonance peak generated at the edge of the plate was significantly weakened.

[0215] Example 10 (Integrated vehicle structure: corresponding to claim 9)

[0216] A / B / C / D are replaced sub-assemblies, connected to the exterior shell via three-point mounts; E: Mount-limit-unloading interface is integrally formed with the body beam: normally it uses rubber bushings for vibration isolation, and in case of overtravel, the load is taken over by a metal thrust shoulder; the S1–S5 cooperative chain is closed at the system level: C forms the main thermal / mechanical bridge with the body; A and D (perimeter ring) provide constraint on B and shift the frequency; E bypasses the load to non-functional areas in extreme impacts. Results: Compared with the "rigid direct-attach display module" scheme, the vibration peak is reduced by 45%, the hot spot is reduced by 30%, and the estimated interconnect fatigue life is improved by 2.1 times.

[0217] Alternative embodiments and material replacements: Layer A: Aluminum / copper / graphite film / CFRP / metal-polymer composite; island bridge / microchannel / neck structure optional; Layer B: PU / silicone rubber / nitrile modified / multilayer frequency division damping (soft + hard stack); Layer C: Aluminum-magnesium alloy / aluminum carbide-based / metal honeycomb + resin / heat pipe or hot plate embedded; Component D: hard stop, sliding groove, friction wedge, magnetic attraction, magnetorheology, shape memory alloy limit, etc.; TIM: phase change, gel, soft pad, graphite sheet + gel composite; offset from layer B or "island-style crossing but with flexible surrounding wrapping" are both acceptable.

[0218] Comparative examples (solutions that do not employ the key features of this invention)

[0219] Comparative Example 1: No B layer (only rigid high thermal conductivity plate directly bonded), structure: display → aluminum plate → vehicle body. Results: High vibration peak, obvious screen jitter; although heat diffusion is fast, there is no shear energy dissipation between layers, and solder joint fatigue is accelerated. Conclusion: Peak suppression and reliability cannot be satisfied simultaneously.

[0220] Comparative Example 2: Layer B exists, but TIM penetrates through it without misalignment. Structure: Shown → A (aluminum) → B (viscoelastic) → C (aluminum), but a large number of through-type TIMs directly penetrate B. Result: The shear path of layer B is short-circuited, the effective value of tanδ decreases, and the vibration peak rebounds; thermal management is normal, but the vibration resistance target fails. Conclusion: "Coordination of thermal conduction and damping" was not achieved.

[0221] Comparative Example 3: No D-part limiter. Result: Excessive displacement occurred during minor collisions, with peeling off the edges of A / B / C, and even affecting the display layer; Conclusion: Lack of controlled unloading results in insufficient system safety.

[0222] Recommended testing and acceptance methods (applicable to all embodiments)

[0223] 1. NVH transfer function: Random excitation at 25–220Hz, measuring acceleration response, peak frequency shift, and attenuation rate in the display area;

[0224] 2. Thermal imaging + spot temperature: Record the temperature rise curves and thermal differences for 30 / 60 / 120 minutes under different brightness conditions at room temperature and 45℃.

[0225] 3. Impact table test: Half-sine wave 11ms, 20–30g, evaluate the D trigger curve and bypass path;

[0226] 4. Durability and environment: 200 thermal shocks at -40 to 85℃, 1000h at 85℃ / 85%RH, 500h under direct UV radiation, to verify adhesion and interlayer condition;

[0227] 5. In-situ gating verification: Use external vibration / heating to trigger degradation logic and verify log writing and reset strategies.

[0228] Comprehensive description of the effects of implementing the present invention

[0229] The above embodiments demonstrate that when A (thermal diffusion constraint layer) / B (viscoelastic damping layer) / C (load-bearing constraint layer) / D (limiting unloading component) are integrated in the order described in the claims to form a fixed cooperative chain, and an interface strategy of "partition bonding-partition debonding" and "TIM and B layer misalignment / island crossing but surrounding flexible wrapping" is adopted, the system can simultaneously achieve: vibration peak suppression and mode frequency shift (B layer shear energy dissipation + A / D in-plane constraint on B); in-plane heat diffusion and thickness-direction heat output (continuous thermal path from A to C to the vehicle body); controlled impact unloading (D triggered, without disrupting the continuity of A / B / C); and long-term reliability (stable adaptation to damp heat / thermal shock / ultraviolet radiation). When any link is replaced or canceled by a conventional single measure, at least one of the three objectives of "peak suppression-thermal conduction-controlled unloading" will fail to be met. This is precisely the engineering significance and patent point of the "non-detachable cooperative chain" emphasized in this invention.

[0230] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0231] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A CLD damping thermally conductive composite assembly, characterized in that, The aforementioned fittings, together with the vehicle body panels, constitute part of the vehicle's external display system, including and integrated in functional order from the display module side to the vehicle body side: A) A thermally conductive diffusion constraint layer that provides a continuous thermal conduction path in the plane and constrains the viscoelastic layer below; B) A viscoelastic damping layer, which forms a shear coupling with the thermally conductive and diffusion-constraining layer to dissipate driving vibration energy as heat; C) Load-bearing constraint layer, which forms a thermal / mechanical bridge with the vehicle body structure to dissipate working heat and provide a load-bearing circuit; D) Limiting / unloading components, located at the perimeter or nodes of the composite layer, are used to bypass the load to the vehicle body bearing path when impact or over-limit displacement occurs. Among them, A–D are integrated in a fixed cooperative chain: under the vehicle road spectrum and impact conditions, vibration energy is preferentially dissipated by shear in layer B, and the working heat is diffused and discharged through layer A→C. The triggering of D does not disrupt the continuity of A / B / C. When any of A, B, C or D is replaced or canceled by a conventional single measure, it is difficult to maintain peak suppression stability and thermal management stability at the same time.

2. A method for assembling and tuning the assembly according to claim 1, characterized in that, The steps are as follows: S1) Problem identification: Based on the road vibration spectrum and thermal load distribution of the target vehicle model, identify the main mechanisms leading to display instability, including at least: pixel / interconnect fatigue caused by structural modal peaks, damping failure caused by TIM rigid short circuit, interlayer stress and debonding caused by thermal accumulation, and overall warping caused by boundary impact. S2) Composite layer construction: An A / B / C CLD composite layer is formed between the display module and the vehicle body, so that the A layer is continuous within the layer, the B layer is sheared, and the C layer is thermally / mechanically bridged with the vehicle body. S3) Boundary energy management: D limiting / unloading components are arranged at the perimeter of the composite layer to establish an impact bypass in the order of "semi-floating - limiting - energy dissipation"; S4) Damping × Thermal Conductivity Synergistic Tuning: By combining and adjusting the partitioning / grooving / island bridge microstructure of A with the formulation / thickness / pre-compression of B, and the connection sequence and flexible transition of C, the peak value of the target transfer function is iteratively suppressed and the thermal diffusion path is balanced. S5) Misaligned interface and in-situ gating: The thermally conductive interface material (TIM) and the B layer are arranged in a misaligned partition in the plane to avoid rigid short circuits, and the hardware-level degradation of the display controller is triggered by in-situ sensing. S6) Factory solidification: Perform joint verification of vibration, temperature rise and shock, and write the stratification sequence, tuning parameters and in-situ logs into the evidence package to solidify the vehicle configuration.

3. The assembly according to claim 1, characterized in that, The limiting / unloading components are located at the corners or cross-area connections of the composite layer, and include hard shoulder platforms, sliding grooves or wedge-type limiting components, forming a three-section "semi-floating-limiting-energy dissipation" path.

4. The assembly according to claim 1, characterized in that, The thermally conductive and diffusion-constraining layer and the load-bearing constraint layer adopt a partitioned bonding-partitioned debonding strategy to allow local relative slippage and reduce the concentration of interface tension and shear under thermal gradient and large displacement conditions.

5. The assembly according to claim 1, characterized in that, The assembly has a TIM between the display module backplate and the thermally conductive diffusion constraint layer, and the TIM and the B layer are staggered in the plane to maintain the continuity of heat flow and damping without forming a rigid short circuit.

6. The assembly according to claim 1, characterized in that, The thermally conductive diffusion constraint layer is divided into isothermal islands and connected by narrow-neck bridges. Shear deformation preferentially occurs at the bridges to broaden the damping frequency band while maintaining the connectivity of the thermal equipotential surfaces.

7. The assembly according to claim 1, characterized in that, The thermally conductive diffusion constraint layer has a de-stiffening microstructure, including slots / micropores / neck bridging arranged along an asymmetric trajectory, to enhance shear coupling to the B layer while maintaining in-plane thermal diffusion continuity.

8. The assembly according to claim 1, characterized in that, The assembly bears road and dynamic excitations. The damping-thermal conductive composite backplate, consisting of a CLD constraint layer, a viscoelastic shear layer, and a load-bearing / thermal conductive layer, forms a closed loop in the order of "thermal diffusion constraint → viscoelastic shear vibration dissipation → structural load-bearing and thermal conduction loop closure". The constraint layer also serves as a high thermal conductivity diffusion layer, diffusing heat flow from the display sub-assembly in-plane and providing out-of-plane constraint on the viscoelastic layer described below. The viscoelastic layer is disposed between the constraint layer and the load-bearing / thermal conductive layer and is mainly in a shear deformation state during operation to dissipate vibration energy. The load-bearing / thermal conductive layer diverts the diffused heat to the vehicle body or exterior support structure via a thermal bridge, while providing structural rigidity and mounting reference for the back structure. It also includes boundary damping and constraint components, forming a continuous or segmented constraint-damping ring around the perimeter of the composite backplate, used to stabilize boundary conditions and suppress plate edge modes; It also includes a suspension / vibration isolation mounting component for connecting the composite backplate to the vehicle body and providing vibration isolation in the low-frequency range and limiting the movement during large displacements; Its synergistic limitation is that the thermal diffusion constraint, viscoelastic shear, boundary damping and suspension installation act sequentially in the above order and condition each other. The omission of any link, the reversal of position or the replacement of viscoelastic shear with rigid bonding will simultaneously lead to the linkage failure of increased heat accumulation and deterioration of vibration resistance, thus forming an irremovable synergistic chain; and the assembly is not a structure that is not just a single rigid high thermal conductivity plate directly bonded to the display sub-assembly, nor does it contain a shear viscoelastic layer.

9. The assembly according to claim 1, characterized in that, in A) The constraint layer is a high thermal conductivity / high stiffness layer; B) A viscoelastic damping layer is disposed between the display module and the constraint layer, and its shear deformation is dominant. C) The thermally conductive diffusion layer also includes a thermal circuit component that is continuous with it, and the thermally conductive diffusion layer and the viscoelastic damping layer form a clamping structure. D) It also includes an annular boundary damping-constraint member disposed around the boundary of the display module; E) The suspension-limiting-unloading interface connects the display module to the vehicle body; Among them, A)-E) form an inseparable vibration-resistant and heat-conducting functional chain according to the following ordered synergistic relationship: S1: C) will display the heat generated during operation, which diffuses in-plane and is directionally coupled to B) via the interface thermal path; S2: B) under heated conditions, it enters the working zone dominated by shear loss and preferentially dissipates the medium- and high-frequency micro-displacement energy transmitted from the vehicle body. S3: A) and D) provide in-plane constraints on B) and shift the first / low-order modes of the display-backplane combination to suppress resonant amplification of the effective display area; S4: The E) limits and diverts the residual displacement and guides the load to the non-functional critical region to achieve controlled unloading during abnormal impacts; S5: C) Limits the temperature gradient between the active area and the surrounding structure to avoid secondary vibration input caused by thermal warping; Furthermore, the absence of any of the S1-S5 components will lead to a decrease in the stability of the display function under actual vehicle operating conditions or an increase in the fatigue risk at the interconnect / pad. Therefore, A)-E) must be coordinated as a whole to achieve the purpose of vibration resistance.

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