Instrument board stiffening beam structure and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses an instrument board stiffening beam structure and a vehicle, the instrument board stiffening beam structure comprises a stiffening beam main body, the left side and the right side of the stiffening beam main body are provided with side wall connecting parts, and the side wall connecting parts are provided with a plurality of side wall mounting points; the plurality of side wall mounting points are distributed on the upper side and the lower side of the stiffening beam main body; the front end of the stiffening beam body is connected with a front wall connecting support, the front wall connecting support is provided with a force transmission part arranged in the front-back direction of a vehicle, and a front wall mounting point is arranged at the position, corresponding to the front end of the front wall connecting support, of the force transmission part. By designing the structure of the joint of the instrument board stiffening beam and the vehicle body, vibration of the steering wheel in the idling or running process of the vehicle is prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a dashboard reinforcement beam structure and vehicle. Background Technology

[0002] The vehicle's steering wheel is mounted on the instrument panel reinforcement beam assembly via a steering column mounting structure. The main structures bearing the steering force distribution include the reinforcement beam body, the instrument panel reinforcement beam and the body side panels, the instrument panel reinforcement beam and the front panel, and the instrument panel reinforcement beam and the floor connection bracket structure. Therefore, the overall rigidity of the instrument panel reinforcement beam and the rigidity of the connection point between the instrument panel reinforcement beam and the body significantly affect the driver's driving experience.

[0003] In the existing technology, the structural design of the connection between the instrument panel reinforcement beam and the front bulkhead, the instrument panel reinforcement beam and the side bulkhead, and the instrument panel reinforcement beam and the floor is unreasonable, which leads to the instability of the force transmission channel. The force transmitted from the steering wheel to the body is prone to insufficient rigidity, which can easily cause steering wheel vibration.

[0004] This article presents a structural design for the connection between the dashboard reinforcement beam and the vehicle body, which enables more efficient force transmission, meets the steering wheel modal performance requirements, and enhances the customer's driving experience.

[0005] Chinese utility model patent CN215097842U discloses an instrument panel reinforcement beam assembly, including an instrument panel reinforcement beam fixedly mounted on a steering column mounting bracket, and a central channel connecting bracket disposed near the steering column mounting bracket. The central channel connecting bracket is tubular, with its top fixedly connected to the instrument panel reinforcement beam and its bottom having a central channel connecting portion for connection with the central channel. In this instrument panel reinforcement beam assembly, the central channel connecting bracket is a rigid tubular structure, and the connection between the instrument panel reinforcement beam and the central channel through this rigid tubular structure can improve the rigidity of the instrument panel reinforcement beam and the vicinity of the steering column. However, this design only improves the rigidity near the instrument panel reinforcement beam and the steering column; it cannot address the insufficient rigidity caused by the unreasonable structural form at the connection between the instrument panel reinforcement beam and the vehicle body, which can easily lead to steering wheel vibration. Summary of the Invention

[0006] The present invention aims to at least solve the technical problem in the prior art where the structural design of the connection between the instrument panel reinforcement beam and the front bulkhead, the instrument panel reinforcement beam and the side bulkhead, and the instrument panel reinforcement beam and the floor is unreasonable, resulting in insufficient rigidity of the force transmitted from the steering wheel to the vehicle body and easy steering wheel vibration.

[0007] Therefore, one object of the present invention is to provide an instrument panel reinforcing beam structure, including a reinforcing beam body, wherein side wall connecting portions are provided on the left and right sides of the reinforcing beam body, and the side wall connecting portions are provided with a plurality of side wall mounting points, wherein the plurality of side wall mounting points are distributed on the upper and lower sides of the reinforcing beam body.

[0008] The front end of the main body of the reinforcing beam is connected to a front bulkhead connecting bracket. The front bulkhead connecting bracket has a force transmission part arranged along the front-rear direction of the vehicle. A front bulkhead mounting point is provided on the force transmission part at a position corresponding to the front end of the front bulkhead connecting bracket.

[0009] Furthermore, the front connecting bracket includes a front connecting bracket crossbeam and force transmission portions disposed on the left and right sides of the front connecting bracket crossbeam. The rear side of the front connecting bracket crossbeam is provided with a first connecting portion that connects to the main body of the reinforcing beam, and the front side of the main body of the reinforcing beam is provided with a second connecting portion that connects to the first connecting portion.

[0010] Furthermore, the lower part of the reinforcing beam body is connected to the vehicle floor via a floor connecting bracket, and the lower part of the reinforcing beam body and the floor connecting bracket are connected to form a first closed structure.

[0011] Furthermore, the main body of the reinforcing beam includes a main beam portion and a lower connecting frame connected below the main beam portion, the lower connecting frame having an inverted U-shaped connecting portion; the floor connecting bracket is U-shaped and connected to the inverted U-shaped connecting portion.

[0012] Furthermore, the lower part of the reinforcing beam body is fixed to the connecting bracket along the left-right direction of the vehicle using fasteners. The left-right direction of the vehicle refers to the direction of the Y-axis in the vehicle design.

[0013] Furthermore, the lower part of the reinforcing beam body that connects to the floor connecting bracket is an "I"-shaped solid structure.

[0014] Furthermore, the floor connection bracket is a rectangular tubular structure.

[0015] Furthermore, the main beam is connected to the lower connecting frame to form a second closed structure.

[0016] Furthermore, the connecting bracket is disposed between the left longitudinal beam and the right longitudinal beam of the floor, and is connected to the left longitudinal beam and the right longitudinal beam of the floor respectively.

[0017] Furthermore, the lower connecting frame has a symmetrical structure, which results in more even stress distribution.

[0018] Furthermore, the lower connecting frame includes an upper beam, a crossbeam, and a lower beam. The upper beam is connected to both ends of the crossbeam, and the lower beam is connected below the crossbeam. The lower end of the lower beam is connected to the floor connecting support.

[0019] Furthermore, the upper end of the upper beam of the lower connecting frame is connected to the main beam, and the upper beam of the lower connecting frame forms an obtuse angle with the crossbeam of the lower connecting frame. This structure allows the upper beam of the lower connecting frame to better support the structure of the main beam and to transmit force to the crossbeam of the lower connecting frame. The lower beam of the lower connecting frame is perpendicular to the crossbeam of the lower connecting frame. This structure results in a shorter force transmission channel, and the force on the steering wheel is directly transmitted to the lower beam of the lower connecting frame and the floor through the crossbeam of the lower connecting frame, thus preventing the steering wheel from shaking.

[0020] The present invention provides a vehicle including any of the above-described dashboard reinforcing beam structures.

[0021] The instrument panel reinforcing beam structure of the present invention has the following beneficial effects:

[0022] The side mounting points described in this invention are arranged on the upper and lower sides of the main body of the reinforcing beam, providing excellent force transmission channels and enabling the force on the steering wheel to be effectively transmitted to the side of the vehicle body.

[0023] The linear arrangement of the front mounting points described in this invention is located at the end of the force transmission channel. The excellent structure of the force transmission channel enables the force on the steering wheel to be effectively transmitted to the front of the vehicle body, improving the steering system mode and reducing the risk of steering wheel vibration.

[0024] The lower part of the reinforced beam is connected to the floor support via fasteners arranged along the Y-direction of the vehicle. The reinforced beam and the floor support form two closed structures, namely double "U"-shaped force transmission channels, which can effectively transmit force. The connection part between the reinforced beam and the floor support adopts an "I"-shaped solid structure, which has a stronger load-bearing capacity. The floor support, the left longitudinal beam of the floor, and the right longitudinal beam of the floor are made of rectangular steel pipes, which have a strong load-bearing capacity and can effectively support and transmit force.

[0025] The floor connection bracket adopts a "U" shaped structure and is welded to the left and right longitudinal beams of the floor through four weld passes (two-way MIG welding). The floor connection bracket adopts a new installation method, with two M8 nuts riveted together on the left and right sides of the floor connection bracket to increase the overall strength and stability.

[0026] The connection structure between the reinforcing beam body and the vehicle body side panel, front panel, and floor provided by this invention forms a strong force transmission channel, improving the steering wheel's modal characteristics and thus preventing steering wheel vibration during idling or driving. Simultaneously, the instrument panel reinforcing beam assembly is made of magnesium alloy, which facilitates lightweight design, achieving the goals of weight reduction and cost reduction. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a three-dimensional representation of an instrument panel reinforcing beam structure in an embodiment of the present invention. Figure 1 ;

[0029] Figure 2 This is a front view of a dashboard reinforcement beam structure according to an embodiment of the present invention;

[0030] Figure 3 This is a top view of an instrument panel reinforcement beam structure according to an embodiment of the present invention;

[0031] Figure 4 This is a partial view of an instrument panel reinforcement beam structure according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the front mounting point in the prior art;

[0033] Figure 6 This is a schematic diagram of the side panel mounting point in the prior art;

[0034] Figure 7 This is a three-dimensional representation of an instrument panel reinforcing beam structure in an embodiment of the present invention. Figure 2 ;

[0035] Figure 8 This is a schematic diagram of the lower part of the reinforcing beam body of an instrument panel reinforcing beam structure in an embodiment of the present invention, where it is connected to the floor connecting bracket.

[0036] Figure label:

[0037] 100. Main body of the reinforcing beam; 101. Main beam section; 1011. Side wall mounting point; 102. Lower connecting frame; 200. Front wall connecting bracket; 201. Force transmission section; 202. Front wall connecting bracket crossbeam section; 203. Front wall mounting point; 204. First connecting section; 205. Second connecting section; 300. Floor connecting bracket; 301. Floor connecting bracket crossbeam section; 302. Floor connecting bracket vertical beam section; 400. Left longitudinal beam of the floor; 500. Right longitudinal beam of the floor; 600. Bolt. Detailed Implementation

[0038] Various aspects and features of the present invention are described herein with reference to the accompanying drawings.

[0039] It should be understood that various modifications can be made to the embodiments described herein. Therefore, the above description should not be considered as limiting, but merely as an example of embodiments. Other modifications within the scope and spirit of the invention will be apparent to those skilled in the art.

[0040] The accompanying drawings, which are included in and form part of this specification, illustrate embodiments of the invention and, together with the general description of the invention given above and the detailed description of the embodiments given below, serve to explain the principles of the invention.

[0041] These and other features of the invention will become apparent from the following description of preferred forms of embodiments given as non-limiting examples, with reference to the accompanying drawings.

[0042] It should also be understood that although the invention has been described with reference to some specific examples, those skilled in the art can certainly implement many other equivalent forms of the invention, which have the features described in the claims and are therefore all within the scope of protection defined herein.

[0043] The above and other aspects, features and advantages of the invention will become more apparent when taken in conjunction with the accompanying drawings and in view of the following detailed description.

[0044] Specific embodiments of the invention are described below with reference to the accompanying drawings; however, it should be understood that the claimed embodiments are merely examples of the invention, which can be implemented in various ways. Well-known and / or repeated functions and structures are not described in detail to avoid unnecessary or redundant details that could obscure the invention. Therefore, the specific structural and functional details claimed herein are not intended to be limiting, but merely to serve as the basis and representative basis for the claims to teach those skilled in the art to use the invention in various ways with substantially any suitable detailed structure.

[0045] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0046] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0047] In the description of this invention, "a plurality of" means two or more.

[0048] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0049] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0050] In the description of this invention, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0051] Although embodiments of the invention have been shown and described, those skilled in the art will understand 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 claims and their equivalents.

[0052] Example 1

[0053] like Figures 1-4 As shown, this embodiment provides an instrument panel reinforcing beam structure, including a reinforcing beam body 100, and a front fascia connecting bracket 200 connected to the front side of the reinforcing beam body 100.

[0054] The front bulkhead connecting bracket 200 is connected to the front side of the reinforcing beam body 100. The front bulkhead connecting bracket 200 has a force transmission part 201 arranged in the front-rear direction of the vehicle. The force transmission part 201 is provided with a front bulkhead mounting point 203 at a position corresponding to the front end of the front bulkhead connecting bracket, which is used to connect the reinforcing beam body 100 with the front bulkhead of the vehicle.

[0055] The reinforcing beam body 100 has side wall connecting parts on its left and right sides. The side wall connecting parts have multiple side wall mounting points 1011. The multiple side wall mounting points 1011 are distributed on the upper and lower sides of the reinforcing beam body 100 and are used to connect the two sides of the reinforcing beam body 100 with the vehicle side wall.

[0056] Each set of side panel mounting points 1011 is distributed on both sides of the axis of the main body 100 of the reinforcing beam. When transmitting force, the force is evenly distributed and the force transmission channel is excellent, so that the force on the steering wheel can be effectively transmitted to the side panel of the vehicle body.

[0057] like Figure 6 As shown, in the prior art, the side mounting point 1011 is arranged on one side (below) of the main body 100 of the reinforcing beam, and is not evenly distributed on the upper and lower sides of the main body. When transmitting force, the force is uneven, the force transmission channel structure is relatively poor, and the force of the steering wheel cannot be effectively transmitted to the side of the vehicle body.

[0058] Specifically, such as Figure 7 As shown, the front bulkhead connecting bracket 200 includes a front bulkhead connecting bracket crossbeam 202 and force transmission parts 201 disposed on the left and right sides of the front bulkhead connecting bracket crossbeam 202. The front mounting point 203 is located at the front end of the force transmission part 201. A first connecting part 204 is located on the rear side of the front bulkhead connecting bracket crossbeam 202, connecting towards the reinforcing beam body 100. A second connecting part 205 is located on the front side of the reinforcing beam body 100, connecting to the first connecting part 204. The force on the steering wheel is directly transmitted to the front bulkhead of the vehicle through the force transmission parts 201, reducing the risk of steering wheel vibration.

[0059] Specifically, the first connecting part 204 has a weight-reducing hole to reduce the overall weight.

[0060] The arrangement of the first connecting part 204 and the second connecting part 205 not only enables the transmission of force, but also further strengthens the overall structure.

[0061] The front mounting point 203 adopts a linear arrangement. This connection mounting point is located at the end of the force transmission channel. The force transmission channel has an excellent structure, which effectively transmits the force from the steering wheel to the front of the vehicle body.

[0062] This structure compares to the existing structure as follows:

[0063] like Figure 5 As shown, in the existing scheme, the front mounting point adopts a non-linear arrangement and is not located at the end of the force transmission section 201 (i.e., the force transmission channel). The force transmission channel structure is inferior and cannot effectively transmit the force of the steering wheel to the front of the vehicle body. The modal simulation analysis result of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 44.9HZ.

[0064] This structure adopts a linear layout and has an excellent force transmission channel structure. The modal simulation analysis results of the steering system are as follows: Instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 45.3HZ.

[0065] The optimized front mounting point 203 improves the steering system modality by 0.4Hz, effectively reducing the risk of steering wheel vibration.

[0066] Example 2

[0067] like Figures 1-4 As shown, this embodiment provides an instrument panel reinforcing beam structure, including a reinforcing beam body 100, and a front fascia connecting bracket 200 connected to the front side of the reinforcing beam body 100.

[0068] The front bulkhead connecting bracket 200 is connected to the front side of the reinforcing beam body 100. The front bulkhead connecting bracket 200 has a force transmission part 201 arranged in the front-rear direction of the vehicle. The force transmission part 201 is provided with a front bulkhead mounting point 203 at a position corresponding to the front end of the front bulkhead connecting bracket, which is used to connect the reinforcing beam body 100 with the front bulkhead of the vehicle.

[0069] The reinforcing beam body 100 has side panel connecting portions on its left and right sides. Each side panel connecting portion has multiple side panel mounting points 1011, distributed on the upper and lower sides of the reinforcing beam body 100 for connecting the sides of the reinforcing beam body 100 to the vehicle side panels. Each set of side panel mounting points 1011 is distributed on both sides of the axis of the reinforcing beam body 100, ensuring uniform force distribution and excellent force transmission channels, effectively transferring the force from the steering wheel to the vehicle side panels.

[0070] like Figure 6 As shown, in the prior art, the side mounting point 1011 is arranged on one side (below) of the main body 100 of the reinforcing beam, and is not evenly distributed on the upper and lower sides of the main body. When transmitting force, the force is uneven, the force transmission channel structure is relatively poor, and the force of the steering wheel cannot be effectively transmitted to the side of the vehicle body.

[0071] Specifically, such as Figure 7As shown, the front connecting bracket 200 includes a front connecting bracket crossbeam 202 and force transmission parts 201 disposed on the left and right sides of the front connecting bracket crossbeam 202. The front mounting point 203 is provided at the front end of the force transmission part 201. The rear side of the front connecting bracket crossbeam 202 is provided with a first connecting part 204 that connects to the reinforcing beam body 100. The front side of the reinforcing beam body 100 is provided with a second connecting part 205 that connects to the first connecting part 204.

[0072] The force on the steering wheel is directly transmitted to the front of the vehicle through the force transmission unit 201, reducing the risk of steering wheel vibration.

[0073] The front mounting point 203 adopts a linear arrangement. This connection mounting point is located at the end of the force transmission channel. The force transmission channel has an excellent structure, which effectively transmits the force from the steering wheel to the front of the vehicle body.

[0074] This structure compares to the existing structure as follows:

[0075] like Figure 5 As shown, in the existing scheme, the front mounting point adopts a non-linear arrangement and is not located at the end of the force transmission section 201 (i.e., the force transmission channel). The force transmission channel structure is inferior and cannot effectively transmit the force of the steering wheel to the front of the vehicle body. The modal simulation analysis result of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 44.9HZ.

[0076] This structure adopts a linear layout and has an excellent force transmission channel structure. The modal simulation analysis results of the steering system are as follows: Instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 45.3HZ.

[0077] The optimized front mounting point 203 improves the steering system modality by 0.4Hz, effectively reducing the risk of steering wheel vibration.

[0078] The difference between this embodiment and the first embodiment is that:

[0079] The lower part of the reinforcing beam body 100 is connected to the vehicle floor via a floor connecting bracket 300. The lower part of the reinforcing beam body 100 and the floor connecting bracket 300 are connected to form a first closed structure, which can effectively transmit the force of the steering wheel.

[0080] The floor connection bracket 300 is set along the Y-direction of the vehicle. The floor connection bracket 300 and the main body of the reinforcing beam 100 are connected by fasteners set along the Y-direction of the vehicle, which can effectively transmit the force of the steering wheel.

[0081] The main body 100 of the reinforcing beam includes a main beam portion 101 and a lower connecting frame 102 connected below the main beam portion. The lower connecting frame 102 has an inverted U-shaped connecting portion, and the lower connecting frame 102 is connected to the floor connecting bracket 300; the floor connecting bracket 300 is U-shaped and is connected to the inverted U-shaped connecting portion to form a force transmission channel.

[0082] The main beam portion 101 is connected to the upper portion of the lower connecting frame 102 to form a second closed structure.

[0083] Specifically, a floor connecting bracket 300 is connected below the lower connecting frame 102 to form a "mouth" - shaped structure; the main beam portion 101 and the lower connecting frame 102 are connected to form a "mouth" - shaped structure, which can effectively conduct the force of the steering wheel and effectively reduce the risk of steering wheel jitter.

[0084] As Figure 8 shown, the part where the lower part of the main body 100 of the reinforcing beam is connected to the floor connecting bracket 300 is an "I" - shaped solid structure, which has stronger bearing capacity.

[0085] Specifically, the floor connecting bracket 300 is a rectangular tubular structure, and the floor connecting bracket 300 is a hollow structure, which improves the overall stiffness.

[0086] Specifically, the floor connecting bracket 300 is made of a rectangular steel pipe 30mm * 10mm. The rectangular steel pipe has strong bearing capacity and can effectively support and transmit force.

[0087] Specifically, the floor connecting bracket 300 includes a floor connecting bracket cross - beam portion 301 and floor connecting bracket vertical beam portions 302 connected to both ends of the floor connecting bracket cross - beam portion 301; the floor connecting bracket vertical beam portions 302 and the main body 100 of the reinforcing beam are connected by fasteners arranged along the vehicle Y - direction. The fasteners are preferably bolts 600.

[0088] Both sides of the floor connecting bracket 300 are respectively connected to the floor left longitudinal beam 400 and the floor right longitudinal beam 500, preferably by welding (CO2 shielded arc welding) connection. The floor left longitudinal beam 400 and the floor right longitudinal beam 500 are made of rectangular steel pipes with strong bearing capacity and can effectively support and transmit force.

[0089] Embodiment 3

[0090] As Figures 1-4 shown, this embodiment provides an instrument panel reinforcing beam structure, which includes a main body 100 of the reinforcing beam. A front panel connecting bracket 200 is connected to the front side of the main body 100 of the reinforcing beam;

[0091] The front bulkhead connecting bracket 200 is connected to the front side of the reinforcing beam body 100. The front bulkhead connecting bracket 200 has a force transmission part 201 arranged in the front-rear direction of the vehicle. The force transmission part 201 is provided with a front bulkhead mounting point 203 at a position corresponding to the front end of the front bulkhead connecting bracket, which is used to connect the reinforcing beam body 100 with the front bulkhead of the vehicle.

[0092] The reinforcing beam body 100 has side wall connecting parts on its left and right sides. The side wall connecting parts have multiple side wall mounting points 1011. The multiple side wall mounting points 1011 are distributed on the upper and lower sides of the reinforcing beam body 100 and are used to connect the two sides of the reinforcing beam body 100 with the vehicle side wall.

[0093] Each set of side panel mounting points 1011 is distributed on both sides of the axis of the main body 100 of the reinforcing beam. When transmitting force, the force is evenly distributed and the force transmission channel is excellent, so that the force on the steering wheel can be effectively transmitted to the side panel of the vehicle body.

[0094] like Figure 6 As shown, in the prior art, the side mounting point 1011 is arranged on one side (below) of the main body 100 of the reinforcing beam, and is not evenly distributed on the upper and lower sides of the main body. When transmitting force, the force is uneven, the force transmission channel structure is relatively poor, and the force of the steering wheel cannot be effectively transmitted to the side of the vehicle body.

[0095] Specifically, such as Figure 7 As shown, the front bulkhead connecting bracket 200 includes a front bulkhead connecting bracket crossbeam 202 and force transmission parts 201 disposed on the left and right sides of the front bulkhead connecting bracket crossbeam 202. The front mounting point 203 is located at the front end of the force transmission part 201. A first connecting part 204 is located on the rear side of the front bulkhead connecting bracket crossbeam 202, connecting towards the reinforcing beam body 100. A second connecting part 205 is located on the front side of the reinforcing beam body 100, connecting to the first connecting part 204. The force on the steering wheel is directly transmitted to the front bulkhead of the vehicle through the force transmission parts 201, reducing the risk of steering wheel vibration.

[0096] Specifically, the first connecting part 204 has a weight-reducing hole to reduce the overall weight.

[0097] The arrangement of the first connecting part 204 and the second connecting part 205 not only enables the transmission of force, but also further strengthens the overall structure.

[0098] The front mounting point 203 adopts a linear arrangement. This connection mounting point is located at the end of the force transmission channel. The force transmission channel has an excellent structure, which effectively transmits the force from the steering wheel to the front of the vehicle body.

[0099] This structure compares to the existing structure as follows:

[0100] like Figure 5As shown, in the existing solution, the front panel mounting points are arranged in a non-linear manner and are not arranged at the ends of the force transmission part 201 (i.e., the force transmission channel). The structure of the force transmission channel is relatively poor and cannot effectively transmit the force of the steering wheel to the front panel of the vehicle body. The result of the modal simulation analysis of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: the modal simulation value is 44.9HZ.

[0101] This structure adopts a linear arrangement method, and the structure of the force transmission channel is excellent. The result of the modal simulation analysis of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: the modal simulation value is 45.3HZ.

[0102] For the optimized front panel mounting point 203, the modal of the steering system is increased by 0.4HZ, effectively reducing the risk of steering wheel jitter.

[0103] The difference between this embodiment and the above embodiments is that:

[0104] The number of the force transmission parts 201 is two. The front panel mounting point 203 is provided at the front end of the force transmission part 201. The front panel connection bracket crossbeam part 202 is connected to the front ends of the two force transmission parts 201. The force transmission part 201 is perpendicular to both the front panel connection bracket crossbeam part 202 and the main beam part 101. In this way, the force transmission channel is shorter and can better conduct the force of the steering wheel.

[0105] The force transmission part 201, the front panel connection bracket crossbeam part 202 and the main beam part 101 form a third closed structure, which can effectively conduct the force of the steering wheel and effectively reduce the risk of steering wheel jitter.

[0106] Specifically, the third closed structure is a "square" structure.

[0107] The first connection part 204 and the second connection part 205 form a triangular frame structure. Such a structure is more stable and can also serve as a force transmission channel for the steering wheel, which can better conduct the force and avoid steering wheel jitter.

[0108] Specifically, both the first connection part 204 and the second connection part 205 are arranged below the front panel connection bracket 200. The upper end of the first connection part 204 is connected to the front panel connection bracket crossbeam part 202. The lower end of the first connection part 204 is connected to the lower end of the second connection part 205. The upper end of the second connection part 205 is connected to the main beam part 101.

[0109] Embodiment 4

[0110] As Figures 1-4 shown, this embodiment provides an instrument panel reinforcement beam structure, including a reinforcement beam main body 100, and a front panel connection bracket 200 is connected to the front side of the reinforcement beam main body 100;

[0111] The front bulkhead connecting bracket 200 is connected to the front side of the reinforcing beam body 100. The front bulkhead connecting bracket 200 has a force transmission part 201 arranged in the front-rear direction of the vehicle. The force transmission part 201 is provided with a front bulkhead mounting point 203 at a position corresponding to the front end of the front bulkhead connecting bracket, which is used to connect the reinforcing beam body 100 with the front bulkhead of the vehicle.

[0112] The reinforcing beam body 100 has side panel connecting portions on its left and right sides. Each side panel connecting portion has multiple side panel mounting points 1011, distributed on the upper and lower sides of the reinforcing beam body 100 for connecting the sides of the reinforcing beam body 100 to the vehicle side panels. Each set of side panel mounting points 1011 is distributed on both sides of the axis of the reinforcing beam body 100, ensuring uniform force distribution and excellent force transmission channels, effectively transferring the force from the steering wheel to the vehicle side panels.

[0113] like Figure 6 As shown, in the prior art, the side mounting point 1011 is arranged on one side (below) of the main body 100 of the reinforcing beam, and is not evenly distributed on the upper and lower sides of the main body. When transmitting force, the force is uneven, the force transmission channel structure is relatively poor, and the force of the steering wheel cannot be effectively transmitted to the side of the vehicle body.

[0114] Specifically, such as Figure 7 As shown, the front connecting bracket 200 includes a front connecting bracket crossbeam 202 and force transmission parts 201 disposed on the left and right sides of the front connecting bracket crossbeam 202. The front mounting point 203 is provided at the front end of the force transmission part 201. The rear side of the front connecting bracket crossbeam 202 is provided with a first connecting part 204 that connects to the reinforcing beam body 100. The front side of the reinforcing beam body 100 is provided with a second connecting part 205 that connects to the first connecting part 204.

[0115] The force on the steering wheel is directly transmitted to the front of the vehicle through the force transmission unit 201, reducing the risk of steering wheel vibration.

[0116] The front mounting point 203 adopts a linear arrangement. This connection mounting point is located at the end of the force transmission channel. The force transmission channel has an excellent structure, which effectively transmits the force from the steering wheel to the front of the vehicle body.

[0117] This structure compares to the existing structure as follows:

[0118] like Figure 5 As shown, in the existing scheme, the front mounting point adopts a non-linear arrangement and is not located at the end of the force transmission section 201 (i.e., the force transmission channel). The force transmission channel structure is inferior and cannot effectively transmit the force of the steering wheel to the front of the vehicle body. The modal simulation analysis result of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 44.9HZ.

[0119] This structure adopts a linear layout and has an excellent force transmission channel structure. The modal simulation analysis results of the steering system are as follows: Instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 45.3HZ.

[0120] The optimized front mounting point 203 improves the steering system modality by 0.4Hz, effectively reducing the risk of steering wheel vibration.

[0121] The lower part of the reinforcing beam body 100 is connected to the vehicle floor via a floor connecting bracket 300. The lower part of the reinforcing beam body 100 and the floor connecting bracket 300 are connected to form a first closed structure, which can effectively transmit the force of the steering wheel.

[0122] The floor connection bracket 300 is set along the Y-direction of the vehicle. The floor connection bracket 300 and the main body of the reinforcing beam 100 are connected by fasteners set along the Y-direction of the vehicle, which can effectively transmit the force of the steering wheel.

[0123] The main body 100 of the reinforcing beam includes a main beam 101 and a lower connecting frame 102 connected below the main beam. The lower connecting frame 102 has an inverted U-shaped connecting part and is connected to the floor connecting bracket 300. The floor connecting bracket 300 is U-shaped and is connected to the inverted U-shaped connecting part to form a force transmission channel.

[0124] The main beam 101 is connected to the upper part of the lower connecting frame 102 to form a second closed structure.

[0125] The difference between this embodiment and the second embodiment is that:

[0126] The lower connecting frame 102 has a left-right symmetrical structure, which makes the force more even.

[0127] The lower connecting frame 102 includes an upper beam, a crossbeam, and a lower beam. The upper beam is connected to both ends of the crossbeam, and the lower beam is connected below the crossbeam. The lower end of the lower beam is connected to the floor connecting bracket 300.

[0128] Specifically, the upper end of the upper beam of the lower connecting frame is connected to the main beam 101, and the upper beam of the lower connecting frame and the crossbeam of the lower connecting frame form an obtuse angle. This structure allows the upper beam of the lower connecting frame to better support the structure of the main beam 101 and to transmit force to the crossbeam of the lower connecting frame.

[0129] The lower beam of the lower connecting frame is perpendicular to the crossbeam of the lower connecting frame. This structure results in a shorter force transmission channel, and the force on the steering wheel is directly transmitted to the lower beam of the lower connecting frame and the floor through the crossbeam of the lower connecting frame, thus preventing the steering wheel from shaking.

[0130] The lower connecting frame 102 is connected to two sides of the lower beam with reinforcing plates. The reinforcing plates are connected to the vehicle and can enhance the stability and strength of the lower connecting frame 102.

[0131] Example 5

[0132] like Figures 1-4 As shown, this embodiment provides an instrument panel reinforcing beam structure, including a reinforcing beam body 100, and a front fascia connecting bracket 200 connected to the front side of the reinforcing beam body 100.

[0133] The front bulkhead connecting bracket 200 is connected to the front side of the reinforcing beam body 100. The front bulkhead connecting bracket 200 has a force transmission part 201 arranged in the front-rear direction of the vehicle. The force transmission part 201 is provided with a front bulkhead mounting point 203 at a position corresponding to the front end of the front bulkhead connecting bracket, which is used to connect the reinforcing beam body 100 with the front bulkhead of the vehicle.

[0134] The reinforcing beam body 100 has side wall connecting parts on its left and right sides. The side wall connecting parts have multiple side wall mounting points 1011. The multiple side wall mounting points 1011 are distributed on the upper and lower sides of the reinforcing beam body 100 and are used to connect the two sides of the reinforcing beam body 100 with the vehicle side wall.

[0135] Each set of side panel mounting points 1011 is distributed on both sides of the axis of the main body 100 of the reinforcing beam. When transmitting force, the force is evenly distributed and the force transmission channel is excellent, so that the force on the steering wheel can be effectively transmitted to the side panel of the vehicle body.

[0136] like Figure 6 As shown, in the prior art, the side mounting point 1011 is arranged on one side (below) of the main body 100 of the reinforcing beam, and is not evenly distributed on the upper and lower sides of the main body. When transmitting force, the force is uneven, the force transmission channel structure is relatively poor, and the force of the steering wheel cannot be effectively transmitted to the side of the vehicle body.

[0137] Specifically, such as Figure 7 As shown, the front bulkhead connecting bracket 200 includes a front bulkhead connecting bracket crossbeam 202 and force transmission parts 201 disposed on the left and right sides of the front bulkhead connecting bracket crossbeam 202. The front mounting point 203 is located at the front end of the force transmission part 201. A first connecting part 204 is located on the rear side of the front bulkhead connecting bracket crossbeam 202, connecting towards the reinforcing beam body 100. A second connecting part 205 is located on the front side of the reinforcing beam body 100, connecting to the first connecting part 204. The force on the steering wheel is directly transmitted to the front bulkhead of the vehicle through the force transmission parts 201, reducing the risk of steering wheel vibration.

[0138] Specifically, the first connecting part 204 has a weight-reducing hole to reduce the overall weight.

[0139] The arrangement of the first connecting part 204 and the second connecting part 205 not only enables the transmission of force, but also further strengthens the overall structure.

[0140] The front mounting point 203 adopts a linear arrangement. This connection mounting point is located at the end of the force transmission channel. The force transmission channel has an excellent structure, which effectively transmits the force from the steering wheel to the front of the vehicle body.

[0141] This structure compares to the existing structure as follows:

[0142] like Figure 5 As shown, in the existing scheme, the front mounting point adopts a non-linear arrangement and is not located at the end of the force transmission section 201 (i.e., the force transmission channel). The force transmission channel structure is inferior and cannot effectively transmit the force of the steering wheel to the front of the vehicle body. The modal simulation analysis result of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 44.9HZ.

[0143] This structure adopts a linear layout and has an excellent force transmission channel structure. The modal simulation analysis results of the steering system are as follows: Instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 45.3HZ.

[0144] The optimized front mounting point 203 improves the steering system modality by 0.4Hz, effectively reducing the risk of steering wheel vibration.

[0145] The difference between this embodiment and the above embodiments is that:

[0146] The side panel connection part is provided with multiple countersunk holes for side panel installation. The multiple countersunk holes are symmetrically distributed on the upper and lower sides of the reinforcing beam body 100. The two sides of the reinforcing beam body 100 are connected to the vehicle side panel by bolts and other fasteners.

[0147] Specifically, the countersunk hole is rectangular or circular in shape.

[0148] The side panel connecting part is perpendicular to the main beam part 101, making the connection between the side panel connecting part and the vehicle side panel more stable.

[0149] The width of the side panel connecting part along the left-right direction of the vehicle is greater than the width of the main beam part 101 in the up-down direction. This increases the contact area between the side panel connecting part and the vehicle side panel, and also allows for more bolts to be installed for connecting the vehicle side panel, making the connection between the side panel connecting part and the vehicle side panel more stable.

[0150] Example 6

[0151] like Figures 1-4 As shown, this embodiment provides an instrument panel reinforcing beam structure, including a reinforcing beam body 100, and a front fascia connecting bracket 200 connected to the front side of the reinforcing beam body 100.

[0152] The front bulkhead connecting bracket 200 is connected to the front side of the reinforcing beam body 100. The front bulkhead connecting bracket 200 has a force transmission part 201 arranged in the front-rear direction of the vehicle. The force transmission part 201 is provided with a front bulkhead mounting point 203 at a position corresponding to the front end of the front bulkhead connecting bracket, which is used to connect the reinforcing beam body 100 with the front bulkhead of the vehicle.

[0153] The reinforcing beam body 100 has side wall connecting parts on its left and right sides. The side wall connecting parts have multiple side wall mounting points 1011. The multiple side wall mounting points 1011 are distributed on the upper and lower sides of the reinforcing beam body 100 and are used to connect the two sides of the reinforcing beam body 100 with the vehicle side wall.

[0154] Each set of side panel mounting points 1011 is distributed on both sides of the axis of the main body 100 of the reinforcing beam. When transmitting force, the force is evenly distributed and the force transmission channel is excellent, so that the force on the steering wheel can be effectively transmitted to the side panel of the vehicle body.

[0155] like Figure 6 As shown, in the prior art, the side mounting point 1011 is arranged on one side (below) of the main body 100 of the reinforcing beam, and is not evenly distributed on the upper and lower sides of the main body. When transmitting force, the force is uneven, the force transmission channel structure is relatively poor, and the force of the steering wheel cannot be effectively transmitted to the side of the vehicle body.

[0156] Specifically, such as Figure 7 As shown, the front bulkhead connecting bracket 200 includes a front bulkhead connecting bracket crossbeam 202 and force transmission parts 201 disposed on the left and right sides of the front bulkhead connecting bracket crossbeam 202. The front mounting point 203 is located at the front end of the force transmission part 201. A first connecting part 204 is located on the rear side of the front bulkhead connecting bracket crossbeam 202, connecting towards the reinforcing beam body 100. A second connecting part 205 is located on the front side of the reinforcing beam body 100, connecting to the first connecting part 204. The force on the steering wheel is directly transmitted to the front bulkhead of the vehicle through the force transmission parts 201, reducing the risk of steering wheel vibration.

[0157] Specifically, the first connecting part 204 has a weight-reducing hole to reduce the overall weight.

[0158] The arrangement of the first connecting part 204 and the second connecting part 205 not only enables the transmission of force, but also further strengthens the overall structure.

[0159] The front mounting point 203 adopts a linear arrangement. This connection mounting point is located at the end of the force transmission channel. The force transmission channel has an excellent structure, which effectively transmits the force from the steering wheel to the front of the vehicle body.

[0160] This structure compares to the existing structure as follows:

[0161] like Figure 5 As shown, in the existing scheme, the front mounting point adopts a non-linear arrangement and is not located at the end of the force transmission section 201 (i.e., the force transmission channel). The force transmission channel structure is inferior and cannot effectively transmit the force of the steering wheel to the front of the vehicle body. The modal simulation analysis result of the steering system is: instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 44.9HZ.

[0162] This structure adopts a linear layout and has an excellent force transmission channel structure. The modal simulation analysis results of the steering system are as follows: Instrument panel reinforcement beam + steering column + steering wheel: modal simulation analysis value is 45.3HZ.

[0163] The optimized front mounting point 203 improves the steering system modality by 0.4Hz, effectively reducing the risk of steering wheel vibration.

[0164] The lower part of the reinforcing beam body 100 is connected to the vehicle floor via a floor connecting bracket 300. The lower part of the reinforcing beam body 100 and the floor connecting bracket 300 are connected to form a first closed structure, which can effectively transmit the force of the steering wheel.

[0165] The floor connection bracket 300 is set along the Y-direction of the vehicle. The floor connection bracket 300 and the main body of the reinforcing beam 100 are connected by fasteners set along the Y-direction of the vehicle, which can effectively transmit the force of the steering wheel.

[0166] The main body 100 of the reinforcing beam includes a main beam 101 and a lower connecting frame 102 connected below the main beam. The lower connecting frame 102 has an inverted U-shaped connecting part and is connected to the floor connecting bracket 300. The floor connecting bracket 300 is U-shaped and is connected to the inverted U-shaped connecting part to form a force transmission channel.

[0167] The difference between this embodiment and the above embodiments is that:

[0168] The lower connecting frame 102 is a frame structure, including the inverted U-shaped connecting part and the regular U-shaped connecting part located above the inverted U-shaped connecting part.

[0169] Specifically, the U-shaped connecting part is connected to the lower part of the main beam 101, and the inverted U-shaped connecting part and the U-shaped connecting part are located on the same plane, forming a strong force transmission channel with the floor connecting bracket 300 and the main beam 101, thereby improving the mode of the steering wheel under the vehicle and preventing the steering wheel from vibrating during vehicle idling or driving.

[0170] Alternatively, specifically, the U-shaped connecting part is connected below the main beam 101, and the plane where the inverted U-shaped connecting part is located has an angle with the plane where the U-shaped connecting part is located, the angle range being 90°-150°, preferably 120°. This three-dimensional frame design not only has better stress stability, but also reduces the space occupied below the main beam 101; the inverted U-shaped connecting part, the U-shaped connecting part, the floor connecting bracket 300 and the main beam 101 are connected to form a strong force transmission channel, improving the mode of the steering wheel under the whole vehicle, thereby preventing the steering wheel from vibrating during vehicle idling or driving.

[0171] Example 7

[0172] This embodiment provides a vehicle having the dashboard reinforcement beam structure described in any of the above embodiments.

Claims

1. A dashboard reinforcing beam structure, characterized in that, The device includes a reinforcing beam body, with side wall connecting parts on the left and right sides of the reinforcing beam body. The side wall connecting parts are provided with multiple side wall mounting points, which are distributed on the upper and lower sides of the reinforcing beam body. The front end of the main body of the reinforcing beam is connected to a front bulkhead connecting bracket. The front bulkhead connecting bracket has a force transmission part arranged along the front-rear direction of the vehicle, and the front end of the force transmission part is provided with a front bulkhead mounting point.

2. The instrument panel reinforcing beam structure according to claim 1, characterized in that, The front connecting bracket includes a front connecting bracket crossbeam and force transmission parts disposed on the left and right sides of the front connecting bracket crossbeam. The rear side of the front connecting bracket crossbeam is provided with a first connecting part that connects to the main body of the reinforcing beam, and the front side of the main body of the reinforcing beam is provided with a second connecting part that connects to the first connecting part.

3. The instrument panel reinforcing beam structure according to claim 1, characterized in that, The lower part of the main body of the reinforcing beam is connected to the vehicle floor via a floor connecting bracket, and the lower part of the main body of the reinforcing beam and the floor connecting bracket are connected to form a first closed structure.

4. The instrument panel reinforcing beam structure according to claim 3, characterized in that, The main body of the reinforcing beam includes a main beam and a lower connecting frame connected below the main beam. The lower connecting frame has an inverted U-shaped connecting part, and the floor connecting bracket is U-shaped and connected to the inverted U-shaped connecting part.

5. The instrument panel reinforcing beam structure according to claim 3, characterized in that, The lower part of the reinforcing beam body is fixed to the connecting bracket along the left-right direction of the vehicle by fasteners.

6. The instrument panel reinforcing beam structure according to claim 3, characterized in that, The lower part of the main body of the reinforcing beam is connected to the floor connecting bracket in an "I" shaped solid structure.

7. The instrument panel reinforcing beam structure according to claim 3, characterized in that, The floor connection bracket is a rectangular tubular structure.

8. The instrument panel reinforcing beam structure according to claim 4, characterized in that, The main beam is connected to the lower connecting frame to form a second closed structure.

9. The instrument panel reinforcing beam structure according to claim 3, characterized in that, The connecting bracket is disposed between the left longitudinal beam and the right longitudinal beam of the floor, and is connected to the left longitudinal beam and the right longitudinal beam of the floor respectively.

10. A vehicle, characterized in that, The instrument panel reinforcing beam structure includes any one of claims 1-9.

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