Instrument panel support

Abstract

An instrument panel support (1) is disclosed, comprising at least two cross-member sections (2, 3) which are connected to each other in a longitudinal extension L of the instrument panel support (1) and form a cross-member, the two cross-member sections (2, 3) being connected to each other on their respective mutually facing end faces (8, 9a, 9b) by a connecting plate (7), and the connecting plate (7) being part of a distal end of a support (4), according to the invention, the support (4) additionally has a support section (16) at the distal end thereof, by means of which a cross-beam section (3) is supported at a distance from the connecting plate (7). The invention is characterized in that the distal end of the support part (4) is integrally formed in the form of a profile with two legs (13, 14), from which the connecting plate (7) and the support section (16) are formed.

Description

Technical Field

[0001] The present invention relates to a dashboard bracket for a motor vehicle having the features of the preamble of claim 1. Background Technology

[0002] The dashboard support includes a crossbeam as its core component, which is arranged between the two A-pillars and thus extends substantially in the lateral direction of the vehicle. Various units, pedals, display devices, steering column or steering column module, and air conditioning equipment are connected to the dashboard support. Such a dashboard support is also referred to as an automotive crossbeam.

[0003] With various units connected to the crossbeam, different requirements are placed on the instrument panel bracket. These specifically concern its static and dynamic load-bearing capacity, specific vibration behavior (particularly related to natural frequencies), and sufficient crash performance, particularly for side impacts. Vibration behavior, in particular, relates to the possible displays carried or supported by the instrument panel bracket, as well as the steering column module. Static load-bearing capacity is also specifically defined for supporting the driver during steering or during the so-called Mantelrichttest.

[0004] The requirement competing with the corresponding load-bearing type is the goal of weight reduction in order to reduce the overall weight of the vehicle.

[0005] To achieve this goal, a dashboard support is known that is generally divided into two or more sections about its crossbeams. At least two crossbeam sections—approximately at the center of the dashboard support—are connected to each other to form a single crossbeam.

[0006] CN 114852181 A discloses a two-piece crossbeam. The two crossbeam sections constituting the crossbeam are connected to each other in the connection area by means of a connecting plate, wherein the end sides of the two crossbeam sections are connected to the connecting plate.

[0007] The instrument panel bracket presented herein is supported by a channel support member, the distal end of which is received in a receiving portion provided on the instrument panel bracket. The receiving portion is sleeve-shaped; the channel support member is configured as a curved tube. The instrument panel bracket is supported downwards relative to the vehicle's passageway via the channel support member.

[0008] DE 10 2010 020 706 A1 discloses a similar design. Here, the two beam sections are also connected to each other by a connecting plate. A channel support receiving portion is provided in the area of ​​the connecting plate. The channel support can also be inserted into and assembled into this channel support receiving portion.

[0009] The disadvantages of these previously known designs are the bulkiness and high material consumption of the corresponding connections between the channel supports and the beams or beam sections. By setting different components to form the connecting assemblies, it is difficult to maintain the narrow tolerances required for smooth assembly, in addition to providing corresponding housings.

[0010] Another design for connecting two crossbeam sections to form a crossbeam for a dashboard bracket is disclosed in WO 2009 077 702 A1. Here, the channel support itself integrally forms the connecting plate connecting the two crossbeam sections.

[0011] While this type of connection is lighter than the previously mentioned design, it also suffers from poorer stability and rigidity, which negatively impacts vibrational behavior. In the event of a collision, this beam is threatened with buckling. Summary of the Invention

[0012] In this context, the objective of the present invention is to provide an instrument panel bracket having a crossbeam formed by two crossbeam segments, which is designed to be lightweight while simultaneously meeting stiffness and frequency requirements and having good impact performance.

[0013] This objective is achieved by a dashboard bracket of the same type mentioned at the beginning, having the features of claim 1.

[0014] Advantageous embodiments are derived from the dependent claims and the description.

[0015] The core of this invention is that, unlike prior art, the distal end of the support member is integrated into the connection between the two crossbeam sections, thereby making the connection lightweight and slim without sacrificing stiffness, frequency behavior, and impact performance. To this end, the distal end of the support member is designed in a profile shape with two legs.

[0016] A leg forms the connecting plate and is therefore oriented transversely to the direction of extension of the crossbeam. The two ends of each crossbeam segment are connected to each other via this leg. It is, of course, possible to specify that at least one lug or similar feature is provided on the connecting plate to accommodate at least one crossbeam segment. Thus, the crossbeam segment can be precisely positioned relative to the connecting plate.

[0017] The second leg is used for stability by connecting, preferably directly, to one of the two crossbeam sections, thereby supporting the corresponding crossbeam section. It preferably contacts the circumferential surface of the crossbeam section. A support section is also provided directly opposite the connecting plate, which can be used to position the corresponding crossbeam section relative to the connecting plate. Further positioning assistance for the crossbeam section on the connecting plate is not absolutely necessary.

[0018] To ensure efficient force transfer between the two legs, they are integrally connected. This allows for a lightweight design at the distal end of the support member. Furthermore, narrower tolerances can be achieved, resulting in improved overall support for each beam section.

[0019] The channel support is integrated into and extends from the crossbeam. Forces introduced or supported on the crossbeam are distributed to sections extending longitudinally along the crossbeam, more precisely, not only from the outside to the circumference of the crossbeam, but also through the connecting plate into the crossbeam itself and thus towards the opposing wall from which the force is introduced. This additional support, provided by support sections spaced apart from the connecting plate, prevents the crossbeam from buckling due to forces introduced into it through the support.

[0020] Preferably, the two legs at the distal ends of the support member are connected to each other by slats arranged therebetween. By spacing the two legs apart, the stability of the support section is improved because a lever arm is provided between the support section and the connecting plate. Alternatively, the slats may be additionally connected to the beam section, for example, also contacting the circumferential surface of the beam section. This achieves greater stability of the beam section as a whole in the connecting region, and therefore in the connecting region of the beam, because the slats and legs face different directions.

[0021] Specifically, the support section can be designed to be parallel to the planar extension of the connecting plate in its planar extension. This parallel design of the support section and the connecting plate resists buckling of the crossbeam, particularly in the event of a frontal collision, because the drag moment of the support section resists such buckling. Furthermore, the most critical areas of the connecting plate and thus the crossbeam are thus additionally supported, resulting in overall reinforcement of the connection area and optimization with respect to its natural frequency. Therefore, the overall weld length used to connect the two crossbeam sections can also be reduced, allowing for the energy-efficient manufacture of such a dashboard bracket.

[0022] The legs of the support can be part of a typically bent profile, such as an L-shaped, U-shaped, or rectangular profile. Other profile types with at least two legs are also conceivable.

[0023] In a particularly preferred design, the distal end of the support member may be configured as a U-shaped profile. Further preferably, the opening direction of the U-shaped profile is transverse to the longitudinal extension orientation of the crossbeam. Such a distal end can be configured as a stamped and bent piece, and in this context, it can be produced particularly simply and cost-effectively, while adhering to the necessary tolerances without problems, especially between the connecting plate and the support section. This achieves high dimensional accuracy even in mass production. Therefore, the opening direction of the U-shaped profile is in or opposite to the direction of travel, although the back of the slats or U-shaped profile preferably faces the passenger compartment to avoid injury in the event of a collision.

[0024] In many cases, it is specified that the two crossbeam sections are constructed as hollow profiles. Typically, one crossbeam section is constructed as a shell profile with two interconnected shells, while the other crossbeam section is constructed, for example, as an extruded tubular profile. By using two shell profiles, complex geometries can be achieved, particularly in the steering region, while also taking into account the necessary rigidity, while the rest of the crossbeam, for example on the passenger side, can be manufactured lightweight and cost-effectively. It can be designed using, for example, common tubes with circular cross-sections.

[0025] It can be specified that the end faces of the beam sections overlap each other. In this configuration, the two beam sections are arranged offset relative to each other. In a cross-sectional view, the walls of the beam sections, which are typically configured as hollow profiles, intersect. Through this overlap, in the event of a lateral collision, the force is transferred in a form-locking manner from one beam section to the other, and this form-locking contact is distributed beyond the precise intersection point by a connecting plate arranged therebetween.

[0026] It can be specified that the connecting plate stably encloses the cross-sections of the two beam sections, for example, two hollow profiles. Therefore, the cavities of the beam sections facing the connecting plate are, in each case, not inconspicuously, partially enclosed. The connecting plate then functions as a partition within the beams. This improves the stability of the two beam sections in the connection area and prevents them from collapsing in the event of a collision. Small openings can be provided in the connecting plate for example, to pass through cables or other conduits, although it is preferred to provide a connecting plate without openings. This maximizes stiffness.

[0027] Preferably, the connecting plate extends beyond the corresponding cross-section of the crossbeam section with its outer edge, forming a slot between the connecting plate and the corresponding crossbeam section. This extension beyond the crossbeam section not only provides the possibility of providing a slotted fillet weld to connect the crossbeam section to the connecting plate, but also increases the stiffness of the connection area as a supporting rib. Therefore, it is also specifically stipulated that the connecting plate is configured to be flat in its connection area to maximize the drag torque introduced by the connecting plate.

[0028] Preferably, the two beam sections have different cross-sectional sizes, and the support section is connected to the beam section with the smaller cross-section. This additionally stabilizes and supports the weaker beam section in the connection area; it also takes into account the connection with the connecting plate.

[0029] Preferably, the support member is formed as a single piece. In this way, it becomes redundant for the support member to be additionally mounted on the dashboard bracket. The support member is thus integrally integrated into the crossbeam and therefore into the dashboard bracket, and extends from the crossbeam in this manner. At the other distal end of the support member, it is typically attached to the rest of the vehicle chassis, thereby providing robust support for the dashboard bracket.

[0030] Preferably, the support is a channel support, which supports the instrument panel bracket relative to the vehicle's passageway. This channel support is typically located in the central area of ​​the instrument panel bracket. Furthermore, the connection to the passageway is considered rigid relative to the chassis, such that only a small amount of vibration is induced via the channel support into the instrument panel bracket or to the connection area between the two crossbeam sections.

[0031] Furthermore, the instrument panel bracket is specified to include a forward-facing connecting support toward the front wall or deflector, which is aligned with the distal end of the support member. By directly arranging the forward-facing connecting support in the area of ​​the support member providing the connecting plate and support section, direct force transmission from the forward-facing connecting support toward the support member can be achieved. In order to transmit force from the connecting support toward the support member, such as the channel support member, the crossbeam is not subjected to bending stress in this way, which is particularly positive in terms of its vibration behavior. Therefore, it can be specified that the distal end of the support member and the connecting support have substantially the same width. It is particularly preferred that they have the same profile type and are aligned in terms of their legs.

[0032] Particularly preferably, the connecting support has two legs and a slat connecting the legs in its section facing the crossbeam, and the two legs are substantially aligned with the legs at the distal ends of the support member. This further improves force transmission and optimizes vibration behavior because the crossbeam is supported not only laterally but also in its longitudinal extension in multiple directions, particularly substantially perpendicular to each other, in such a way that the connecting support and the support member are connected substantially perpendicular to each other to the rest of the vehicle chassis, taking into account the crossbeam. In this context, the support member and the connecting support are correspondingly oriented relative to each other and arranged around the perimeter of the crossbeam.

[0033] Similarly, it can be specified that the legs of the connecting support are directly connected to each other with the legs at the distal end, form-locked to each other in the extending direction of the legs, or connected in the middle with a crossbeam section. In the latter case, the shortest distance between the legs along the circumference of the crossbeam section is only about 10%, preferably 5%, of the circumference. In this way, the force transmission from the connecting support to the support member is further improved without the risk of collapse of the crossbeam section connected therebetween. Attached Figure Description

[0034] The invention will be explained in more detail with reference to the accompanying drawings. The drawings show: Figure 1 A three-dimensional view of the connection according to the invention between two crossbeam sections that form the crossbeam of the dashboard support. Figure 2 : Figure 1 The exploded diagram, Figure 3 : Figure 1 The dashboard bracket relative to Figure 1 The illustration shows another three-dimensional view that has been rotated. Detailed Implementation

[0035] The figures show a dashboard support 1 (not shown in detail). The dashboard support 1 includes a crossbeam consisting of two crossbeam sections 2 and 3, which are shown only partially in the figures. The crossbeam extends between two A-pillars of the vehicle (not shown in detail). A support member 4, or channel support, extends downward from the crossbeam. The support member 4 connects in its further extension to the channel of the vehicle (not shown in detail) and supports the crossbeam substantially vertically, i.e., against the weight of the crossbeam, or dashboard support 1, relative to the channel.

[0036] The first crossbeam section 2 is a shell profile and is formed by two half-shells 5 and 6, which are joined together by welding in the area of ​​their free legs. The second crossbeam section 3 is formed by an extruded tubular profile having a circular cross-section here.

[0037] The first crossbeam section 2 and the second crossbeam section 3 are connected to each other by a connecting plate 7. For this purpose, the end sides 8, 9a, and 9b of the two crossbeam sections 2 and 3 are connected and welded to the flat connecting plate 7. The connecting plate 7 closes the cross-section of the crossbeam sections 2 and 3, which are configured as hollow profiles, and thus additionally strengthens the crossbeam sections.

[0038] The connecting plate 7 extends beyond the corresponding cross-sections of the beam sections 2 and 3 in the connecting area with its outer edge 10, thereby forming grooves 11 and 12 between the respective beam sections 2 and 3 and the connecting plate 7. Welds are provided along these grooves 11 and 12 for connecting the beam sections 2 and 3 to the connecting plate 7.

[0039] The connecting plate 7 is part of the support member 4 and is formed as part of the distal end of the support member 4 by means of a leg 13 of the U-shaped support member 4. The support member 4 has another leg 14 spaced apart from the first leg 13, which is connected to the first leg 13 by a strip 15, thereby forming the U-shaped profile of the support member 4. The second leg 14 extends in its planar shape parallel to the connecting plate 7 and therefore also oriented parallel to the first leg 13.

[0040] The support member 4 is oriented in such a way that the U-shaped profile formed by itself is oriented transversely to the longitudinal extension direction L of the beam with its opening direction transversely.

[0041] The second leg 14 provides a support section 16 at its distal end facing the crossbeam section 3, which contacts and connects to the circumferential surface 17 of the second crossbeam section 3, where it is welded. This provides additional support for the second crossbeam section 3. In particular, the crossbeam section with the smaller cross section is thus additionally reinforced and supported. Furthermore, the connection between the two crossbeam sections 2 and 3 in the region of the connecting plate 7 is also reinforced by means of the support section 16, because the force introduced from the outside via the support member 4 onto the connecting plate 7 is additionally introduced via the support section 16 into the crossbeam section 3 and thus into the entire crossbeam—spaced apart from the critical connection between the connecting plate 7 and the crossbeam.

[0042] The two beam sections 2 and 3 overlap at their end faces. In the cross-sectional view not shown here, the two walls of beam sections 2 and 3 intersect, as particularly in... Figure 3 As can be seen from the diagram. By aligning the two crossbeam sections 2 and 3 with respect to their end sides 8, 9a and 9b, a favorable form-locking of forces in the longitudinal extension direction L of the crossbeam is provided, through which forces laterally introduced into the vehicle can be transmitted, particularly in the event of a side collision.

[0043] Support member 4 is integrally formed here and is cut off in its lower portion for illustration only. This support member extends from the crossbeam formed by the two crossbeam sections 2 and 3, as it is integrally received in the connection of the two crossbeam sections 2 and 3. Therefore, it is part of the instrument panel bracket 1, or rather, part of the crossbeam.

[0044] To support the crossbeam, the crossbeam additionally has a support by means of a connecting support 18 facing the direction of travel, which is connected, for example, to a deflector or front wall of the vehicle (not shown in detail).

[0045] The connecting support 18 is formed of a U-shaped profile having two legs 19, 20 and a strip 21 connecting the two legs 19, 20.

[0046] The connecting support 18 is aligned with the support member 4 and connected to the crossbeam. The two legs 19 and 20 are approximately the same distance from the legs 13 and 14 of the support member 4. In the connection area 22, one of the legs 20 of the connecting support 18 is directly connected to the connecting plate 7, here by welding. Therefore, the force introduced into the crossbeam via this leg 20 is directly transmitted to the support member 4. Consequently, the crossbeam as a whole tends to vibrate less.

[0047] Another leg 19 of the connecting support 18 has a support area 23, through which the connecting support 18 is connected to the second crossbeam section 3; the support area 23 contacts the circumferential surface 17 of the second crossbeam section 3 and thus the same crossbeam section to which the support section 16 of the support member 4 is also connected.

[0048] The slats 21 connecting the two legs 19 and 20 of the connecting support 18 are materially locked to the second crossbeam section 3.

[0049] The support region 23 of the connecting support 18 extends around the second crossbeam section 3 into the region of the support section 16 of the support member 4. In this way, the force introduced into the crossbeam by the leg 19 of the connecting support 18 with the support region 23 is transmitted almost directly to the support member 4; in various cases, the force transmission can only be achieved within a small area of ​​the circumference of the second crossbeam section 3, thus resisting the collapse of the second crossbeam section 3.

[0050] In summary, the proposed connection between the two crossbeam segments 2 and 3 provides an instrument panel bracket 1 that integrally integrates the support member 4 extending from the crossbeam and the connecting support 18 into the design and utilizes their supporting characteristics to improve the connection between the two crossbeam segments 2 and 3. This provides a high-performance and rigid crossbeam with minimal weight in the connection area. This minimal weight can have a positive impact on frequency behavior and vibration sensitivity.

[0051] The invention has been described with reference to embodiments. Many other designs for implementing the inventive concept will be found by those skilled in the art without departing from the scope of protection described in the present claims, and these designs need not be explained in more detail within the framework of these descriptions.

[0052] List of reference numerals 1. Dashboard bracket 2 First crossbeam section 3 Second crossbeam section 4 Support components 5 First Half Shell 6 Second half-shell 7 Connecting plate End sides of beam sections 8, 9a, and 9b 10. Edge of the connecting plate 11, 12 slot angle 13, 14 legs 15 slats 16 Support Sections 17 Weeks 18 Connecting Supports 19, 20 Connecting support legs 21 Connecting support slats 22 Connecting Area 23 Support Area The longitudinal extension direction of the L-beam

Claims

1. An instrument panel bracket, comprising at least two beam segments (2, 3) interconnected in a longitudinal extension (L) of the instrument panel bracket (1) to form a beam, wherein, The two beam sections (2, 3) are connected to each other by a connecting plate (7) on their respective facing end sides (8, 9a, 9b), and the connecting plate (7) is part of the distal end of the support member (4), which additionally has a support section (16) at its distal end. A beam section (3) is supported by the support section and the connecting plate (7) at a distance. The support member (4) is characterized in that the distal end of the support member (4) is integrally formed as a profile with two legs (13, 14), and the connecting plate (7) and the support section (16) are formed by the legs (13, 14).

2. The dashboard bracket according to claim 1, characterized in that, The two legs (13, 14) at the distal end of the support (4) are connected to each other by a strip (15) arranged therebetween.

3. The dashboard bracket according to claim 2, characterized in that, The support section (16) is designed to extend parallel to the planar extension of the connecting plate (7) in its planar extension.

4. The dashboard bracket according to claim 2 or 3, characterized in that, The distal end of the support member (4) is configured as a U-shaped profile, the opening direction of which is transverse to the longitudinal extension (L) of the beam.

5. The dashboard bracket according to any one of claims 1 to 4, characterized in that, The support member (4) is configured as a channel support member.

6. The dashboard bracket according to any one of claims 1 to 5, characterized in that, The connecting plate (7) stably closes the cross section of the beam section (2, 3).

7. The dashboard bracket according to any one of claims 1 to 6, characterized in that, The connecting plate (7) extends beyond the corresponding cross section of the beam section (2, 3) with its outer edge (10), forming a groove angle (11, 12) between the connecting plate (7) and the corresponding beam section (2, 3).

8. The dashboard bracket according to any one of claims 1 to 7, characterized in that, The ends of the beam sections (8, 9a, 9b) overlap each other.

9. The instrument panel bracket according to any one of claims 1 to 8, characterized in that, One beam section (2) forms a half-shell (5, 6) and another beam section (3) forms a tube.

10. The dashboard bracket according to any one of claims 1 to 9, characterized in that, The two beam sections (2, 3) have different cross-sectional sizes, and the support section (16) is connected to the beam section (3) with the smaller cross-section.

11. The dashboard bracket according to any one of claims 1 to 10, characterized in that, The instrument panel bracket (1) also has a connecting support (18) for connecting the instrument panel bracket (1) to the front portion of the chassis, such as the front wall or the backsplash, the connecting support being aligned with the distal end of the support member (4).

12. The dashboard bracket according to any one of claims 2 to 11, characterized in that, The connecting support (18) has two legs (19, 20) and a slat (21) connecting the legs (19, 20) in its section facing the beam, and the two legs (19, 20) are substantially aligned with the legs (13, 14) at the distal end of the support (4).

13. The dashboard bracket according to any one of claims 1 to 12, characterized in that, The legs (13, 14, 19, 20) at the distal ends of the connecting support (18) and the support (4) are directly connected to each other, form-locked to each other in the direction of extension of the legs, or connected in the middle by a crossbeam section (3), wherein in the latter case the shortest distance between the legs (14, 19) along the circumference (17) of the crossbeam section (3) is only about 10%, preferably 5%, of the circumference.

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