Instrument panel assembly and vehicle

Abstract

The application discloses an instrument desk assembly and a vehicle, and relates to the technical field of automobile accessories, which comprises an instrument desk framework, an instrument desk main body, an air outlet assembly and an instrument desk wire harness; the instrument desk main body is arranged on the instrument desk framework, and the front side panel of the instrument desk main body is located on the front side of the instrument desk framework; the front side panel of the instrument desk main body is provided with a mounting hole penetrating along the front-rear direction, and the front side panel of the instrument desk main body is provided with a first connecting part; the air outlet assembly comprises an electric air outlet shell, a second connecting part and at least one stepping motor; part of the structure of the electric air outlet shell is embedded in the mounting hole, the second connecting part is arranged on the electric air outlet shell, and the first connecting part is detachably connected with the second connecting part; the at least one stepping motor is arranged on the electric air outlet shell, and a motor interface is arranged on the stepping motor; and a plug-in connector of the main wire harness is plug-in matched with the motor interface. The application aims to improve the assembly efficiency and maintenance convenience of the instrument desk assembly.

Description

Technical Field

[0001] This invention relates to the field of automotive component technology, and in particular to an instrument panel assembly and a vehicle. Background Technology

[0002] As a core interior component of the passenger cabin, the automotive dashboard assembly typically integrates a dashboard frame, dashboard body, electric air vent assembly, and dashboard wiring harness. It is used to realize functions such as in-vehicle air supply, electrical connection, and interior assembly. Its structural layout and assembly method directly affect the assembly efficiency and maintenance convenience of the entire vehicle interior.

[0003] In existing technologies, electric air vent assemblies, due to the integration of motors and wiring harnesses, have large internal components and generally do not adopt a front-mounted assembly structure, but rather a back-mounted assembly structure. During assembly, the branch wiring harness of the instrument panel must first be pre-connected to the motor interface of the air vent assembly to complete the electrical connection between the branch wiring harness and the air vent assembly. Then, the electric air vent assembly is installed from the side of the instrument panel body facing the instrument panel frame (i.e., the rear side of the instrument panel body) and embedded into the mounting hole of the instrument panel body. Subsequently, it is locked on the rear side of the instrument panel body to achieve a fixed assembly of the electric air vent assembly and the instrument panel body. Finally, the branch wiring harness and the main wiring harness of the instrument panel are connected between the instrument panel body and the instrument panel frame.

[0004] The aforementioned back-mounted assembly method requires pre-connection of the wiring harness and the electric air outlet assembly, which imposes a sequential restriction on the assembly process. The pre-connection of the wiring harness is cumbersome and prone to problems such as wiring misalignment and poor contact. Furthermore, if subsequent maintenance or replacement of the electric air outlet assembly or wiring harness is required, it is necessary to first disassemble the relevant components between the instrument panel body and the instrument panel frame, and then separate the wiring harness from the main wiring harness before the electric air outlet assembly can be removed. This makes maintenance operations complex and significantly reduces assembly and maintenance efficiency. Summary of the Invention

[0005] The main objective of this invention is to provide an instrument panel assembly and vehicle that improves the assembly efficiency and maintenance convenience of the instrument panel assembly.

[0006] To achieve the above objectives, the instrument panel assembly proposed in this invention includes:

[0007] An instrument panel frame, on which tubular beams are provided;

[0008] The instrument panel body is located on the instrument panel frame, and the front panel of the instrument panel body is located on the front side of the instrument panel frame; the front panel of the instrument panel body has a mounting hole that runs through the front and rear directions, and the front panel of the instrument panel body has a first connecting part.

[0009] An air outlet assembly, comprising a motorized air outlet housing, a second connecting portion, and at least one stepper motor; a portion of the motorized air outlet housing is embedded in a mounting hole; the second connecting portion is disposed in the motorized air outlet housing; the first connecting portion and the second connecting portion are detachably connected; at least one stepper motor is disposed in the motorized air outlet housing, and the stepper motor is provided with a motor interface; and

[0010] Instrument panel wiring harness, the instrument panel wiring harness is located on the pipe beam, the instrument panel wiring harness includes at least one main wiring harness, the plug connector of the main wiring harness is plugged into and cooperates with the motor interface;

[0011] The front side of the instrument panel frame is the side of the instrument panel assembly facing the cockpit.

[0012] In one embodiment, the first connecting portion is a first connecting hole provided on the main body of the instrument panel;

[0013] The second connection part is a second connection hole provided in the electric air outlet housing;

[0014] The instrument panel assembly also includes a first locking member, the locking end of which passes through the second connecting hole and is locked in the first connecting hole.

[0015] In one embodiment, the instrument panel assembly further includes a decorative panel disposed on the side of the electric air outlet housing opposite to the instrument panel body, and the decorative panel at least covers a portion of the structure of the electric air outlet housing to conceal the first locking member;

[0016] The decorative panel on the side facing away from the main body of the instrument panel and the electric air outlet housing on the side facing away from the main body of the instrument panel together form the styling surface.

[0017] In one embodiment, the electric air outlet housing has a plug-in slot on the side opposite to the instrument panel body;

[0018] The decorative panel has a plug-in part on the side facing the electric air outlet housing, and the plug-in part is embedded in the plug-in groove.

[0019] In one embodiment, the instrument panel assembly further includes a blower assembly disposed on the instrument panel frame. The blower assembly includes a central blowing air duct body, a branch blowing air duct body, and a defrost air duct body that are independently disposed. The branch blowing air duct body and the defrost air duct body are detachably connected to the central blowing air duct body.

[0020] The air inlet of the electric air outlet housing corresponds to the air outlet of the central blowing air duct body or the air outlet of the branch blowing air duct body.

[0021] In one embodiment, the instrument panel assembly further includes an instrument panel disposed on the instrument panel frame and covering the air blower assembly.

[0022] In one embodiment, the defrost duct body includes a front defrost duct; the dashboard assembly further includes a lower trim panel and an upper trim panel, the lower trim panel being disposed above the front defrost duct and covering the air outlet of the defrost duct body; the upper trim panel covering the side of the lower trim panel opposite to the defrost duct body, and a defrost outlet facing the vehicle's windshield is formed between the upper trim panel and the lower trim panel;

[0023] The lower trim panel extends in the left and right direction, and the surface inclination angle of the central area of ​​the lower trim panel is greater than the surface inclination angle of the left and right side areas of the lower trim panel. The two side edges of the lower trim panel are connected and transitioned with the inner edges of the interior trim panels of the two doors of the vehicle.

[0024] In one embodiment, the instrument panel has a snap-fit ​​hole on the side near the blower assembly; the defrost duct body includes a front defrost duct.

[0025] The instrument panel assembly also includes a fastener, which includes a fastener base and a flexible fastener arm. The fastener base is located on the upper top wall of the front defrost duct, and the flexible fastener arm extends from the fastener base toward the instrument panel and engages with the fastener hole.

[0026] In one embodiment, the central air duct body includes two central air ducts, a connecting part, and a water-absorbing component. The connecting part is located between the two central air ducts. A recess is formed at the top of the connecting part, and a drain hole is provided at the lowest point of the recess. The water-absorbing component is attached to the bottom of the drain hole.

[0027] In one embodiment, at least one of the central blowing air duct body, the branch blowing air duct body, and the defrosting air duct body has a plurality of raised rib structures on its upper top wall, and the plurality of rib structures are distributed in a grid pattern.

[0028] In one embodiment, the defrosting duct body includes a side defrosting duct; the side defrosting duct has a groove structure that opens toward the A-pillar trim panel of the vehicle, the A-pillar trim panel covering the open side of the groove structure to enclose and form a ventilation channel;

[0029] An opening is provided on the A-pillar trim panel, which forms the air outlet of the ventilation duct and is positioned towards the side windshield of the vehicle; the air inlet of the ventilation duct is connected to the air outlet of the air blower assembly to guide the airflow to the side windshield of the vehicle.

[0030] In one embodiment, the instrument panel assembly further includes a blower duct assembly, an air conditioning unit assembly, and an air guide bracket. The blower duct assembly is disposed on the instrument panel frame, the air conditioning unit assembly is located below the blower duct assembly and connected to the instrument panel frame, and the air guide bracket is disposed between the air conditioning unit assembly and the blower duct assembly, and connects the air outlet of the air conditioning unit assembly and the air inlet of the blower duct assembly.

[0031] In the vertical direction, the lowest point of the blower assembly is higher than the highest point of the main wiring harness on the tube beam and the auxiliary support on the tube beam, and the air inlet of the electric air outlet housing is connected to the air outlet of the blower assembly.

[0032] In one embodiment, the air guide bracket includes a connecting bracket and a sealing sponge. The connecting bracket is disposed between the air conditioning unit assembly and the air blowing pipe assembly, and connects the air outlet of the air conditioning unit assembly and the air inlet of the air blowing pipe assembly. The sealing sponge is wrapped around the connection between the connecting bracket and the air inlet of the air blowing pipe assembly.

[0033] In one embodiment, a portion of the main wiring harness extends along the dashboard frame and is positioned behind the air conditioning unit assembly, bypassing the side of the air conditioning unit assembly.

[0034] In one embodiment, the tube beam includes a main section on the driver's side and a curved section on the passenger side, the curved section being curved upward relative to the main section and raised along the height direction of the vehicle to form a clearance space below the curved section.

[0035] In one embodiment, the instrument panel assembly further includes a bottom guard plate, which is disposed at the bottom of the instrument panel body or the instrument panel frame;

[0036] The bottom protective plate is provided with a claw structure, and the bottom protective plate is connected to the instrument panel body or the instrument panel frame through the claw structure; and / or

[0037] The bottom protective plate is provided with mounting holes, and the bottom protective plate is locked to the instrument panel body or the instrument panel frame by fasteners passing through the mounting holes.

[0038] The present invention also provides a vehicle including the dashboard assembly as described above.

[0039] The instrument panel assembly provided by this invention, by adopting a front-mounted assembly structure for the air outlet assembly and a design in which the main wiring harness of the instrument panel is directly plugged into the motor interface of the air outlet assembly, can solve the problems of cumbersome assembly process, easy wiring misalignment, poor contact, and low maintenance efficiency caused by the need for pre-connection of the wiring harness in the back-mounted air outlet assembly in the prior art. Specifically, the front panel of the instrument panel body (i.e., the side facing away from the instrument panel frame) of the present invention is provided with a first connecting part, and the electric air outlet housing of the air outlet assembly is provided with a second connecting part. During assembly, there is no need to pre-connect the branch wiring harness. The entire electric air outlet housing can be inserted into the mounting hole from the front side of the instrument panel body (i.e., the side of the instrument panel body facing away from the instrument panel frame). The first and second connecting parts achieve a detachable connection between the air outlet assembly and the instrument panel body. Then, the main wiring harness of the instrument panel, located on the instrument panel frame, is directly plugged into the motor interface of the stepper motor on the air outlet assembly to complete the electrical connection. No additional branch wiring harness or connection steps between the branch wiring harness and the main wiring harness are required. If subsequent modifications to the air outlet assembly are needed... For the inspection and replacement of the instrument panel wiring harness, the connection structure between the first and second connecting parts can be directly disassembled on the front side of the instrument panel body. The air outlet assembly can then be removed from the mounting hole, and the main wiring harness can be separated from the motor interface. There is no need to disassemble the related components between the instrument panel body and the instrument panel frame. This design eliminates the setting of the sub-wiring harness and the pre-connection step, breaks the sequential restrictions of the back-mounted assembly, simplifies the assembly process, and avoids problems such as wiring misalignment and poor contact that are prone to occur when the sub-wiring harness is pre-connected. At the same time, it greatly simplifies the inspection and maintenance operation. The inspection and replacement of the air outlet assembly and wiring harness can be completed without disassembling extra parts, effectively improving the assembly efficiency and maintenance convenience of the instrument panel assembly. Attached Figure Description

[0040] 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 of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of the structure of a first embodiment of the instrument panel assembly provided by the present invention;

[0042] Figure 2 This is a schematic diagram of the structure of a second embodiment of the instrument panel assembly provided by the present invention;

[0043] Figure 3 This is a schematic diagram of the structure of a second embodiment of the instrument panel assembly provided by the present invention;

[0044] Figure 4This is a schematic diagram of the structure of a first embodiment of the blower duct assembly provided by the present invention;

[0045] Figure 5 This is a schematic diagram of the structure of a second embodiment of the blower duct assembly provided by the present invention;

[0046] Figure 6 This is a schematic diagram of the structure of an embodiment of the defrosting duct body provided by the present invention;

[0047] Figure 7 for Figure 6 Sectional view along the middle AA direction;

[0048] Figure 8 for Figure 6 Enlarged view of point B in the middle;

[0049] Figure 9 This is a schematic diagram of an embodiment of the snap-fit ​​structure provided by the present invention;

[0050] Figure 10 A schematic diagram of a structure of a central air blowing duct body according to an embodiment of the present invention;

[0051] Figure 11 This is a schematic diagram of a structural embodiment of the rib structure provided by the present invention;

[0052] Figure 12 This is a schematic diagram of a structure of an embodiment of the fastener provided by the present invention;

[0053] Figure 13 This is a structural schematic diagram of an instrument panel assembly in the prior art;

[0054] Figure 14 This is a schematic diagram of the structure of the third embodiment of the instrument panel assembly provided by the present invention;

[0055] Figure 15 This is a schematic diagram of a structure of an embodiment of the air guide bracket provided by the present invention;

[0056] Figure 16 This is a schematic diagram of the fourth embodiment of the instrument panel assembly provided by the present invention;

[0057] Figure 17 This is a structural schematic diagram of an embodiment of the tube beam provided by the present invention.

[0058] Explanation of icon numbers:

[0059] 1000. Instrument panel assembly; 10. Instrument panel frame; 11. Pipe beam; 111. Main body section; 112. Bending section; 20. Instrument panel body; 21. Mounting hole; 22. First connecting part; 221. First connecting hole; 30. Air outlet assembly; 31. Electric air outlet housing; 311. Insertion groove; 312. Air guide cap; 32. Second connecting part; 321. Second connecting hole; 33. Stepper motor 34. Wire harness clip; 40. Instrument panel wire harness; 41. Main wire harness; 50. First locking element; 60. Decorative panel; 61. Connector; 70. Air blower assembly; 71. Central air blower duct body; 711. Central air duct; 712. Connecting part; 713. Drain hole; 714. Second mounting part; 7141. Second mounting hole; 72. Branch air blower duct body; 721. Left air blower duct; 722. Right-side blowing air duct; 723. First mounting part; 7231. First mounting hole; 73. Defrosting air duct body; 731. Side defrosting air duct; 732. Fastener; 7321. Snap-fit ​​seat; 7322. Flexible snap-fit ​​arm; 733. Front defrosting air duct; 74. Rib structure; 75. Negative ion air duct; 76. Limiting rib; 77. Snap-fit ​​structure; 771. Hook; 772. Slot; 80. Instrument panel; 81. Snap-fit ​​hole; 90. Air conditioning unit assembly; 100. Air guide bracket; 101. Connecting bracket; 1011. First connecting section; 1012. Buckle; 1013. First connecting mounting part; 102. Sealing sponge; 103. First air outlet duct; 104. Second air outlet duct; 105. Third air outlet duct; 110. Front bulkhead sheet metal; 120. Z-direction support part; 130. Lower trim panel.

[0060] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0061] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0062] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0063] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0064] This invention proposes an instrument panel assembly 1000.

[0065] Please see Figure 1 and Figure 2 In one embodiment, the instrument panel assembly 1000 includes:

[0066] Instrument panel frame 10, with pipe beam 11 mounted on the instrument panel frame;

[0067] The instrument panel body 20 is located on the instrument panel frame 10, and the front panel of the instrument panel body 20 is located on the front side of the instrument panel frame 10. The front panel of the instrument panel body 20 has a mounting hole that runs through the front and rear directions, and the front panel of the instrument panel body 20 has a first connecting part 22.

[0068] An air outlet assembly 30 includes a motorized air outlet housing 31, a second connecting portion 32, and at least one stepper motor 33. A portion of the motorized air outlet housing 31 is embedded in a mounting hole. The second connecting portion 32 is disposed within the motorized air outlet housing 31, and the first connecting portion 22 and the second connecting portion 32 are detachably connected. At least one stepper motor 33 is disposed within the motorized air outlet housing 31, and the stepper motor 33 has a motor interface.

[0069] Instrument panel wiring harness 40 is located on pipe beam 11. Instrument panel wiring harness 40 includes at least one main wiring harness 41. The plug connector of the main wiring harness 41 is plugged into and engaged with the motor interface.

[0070] It should be noted that, in this invention, for ease of describing the relative positional relationships of the components of the instrument panel assembly 1000, the directions are defined as follows: "Front side" refers to the side of the instrument panel assembly 1000 facing the vehicle occupants, i.e., towards the driver's compartment; "Rear side" refers to the side of the instrument panel assembly 1000 facing away from the occupants and towards the engine compartment or front bulkhead. "Upper side" refers to the direction of the instrument panel assembly 1000 towards the vehicle roof; "Lower side" refers to the direction of the instrument panel assembly 1000 towards the vehicle floor. "Left side" and "right side" refer to opposite sides distributed along the width direction of the vehicle, where "left side" refers to the direction towards the left side of the vehicle, and "right side" refers to the direction towards the right side of the vehicle. "Front-back direction" corresponds to the length direction of the vehicle, "vertical direction" corresponds to the height direction of the vehicle, and "left-right direction" corresponds to the width direction of the vehicle. Based on this definition, the front panel of the instrument panel body 20 is the panel visible to the occupants, and the mounting hole is provided through in the front-back direction, i.e., the mounting hole extends through from the side facing the occupants towards the side closer to the engine compartment.

[0071] Furthermore, the instrument panel frame 10, as the core supporting component of the instrument panel assembly 1000, is typically made of lightweight, high-strength materials such as high-strength steel, aluminum alloy, or plastic. Its structure is mostly hollow tubular or integrated frame, providing a stable foundation for the installation of subsequent components. It also adapts to the internal space layout of the vehicle's cockpit, ensuring the overall structural stability and assembly compatibility. In addition, the tubular beam 11, a key supporting component, is made of metal. This tubular beam 11 is mounted on the instrument panel frame 10, forming a double-layer support system. It enhances local load-bearing rigidity through the metal tubular beam 11 and achieves overall layout adaptability through the instrument panel frame 10, further improving the overall structural strength and assembly reliability of the instrument panel assembly.

[0072] The dashboard body 20 is injection molded from engineering plastics such as modified polypropylene and PC / ABS alloy, forming a curved or multifaceted structure that fits the front of the vehicle's cockpit. It is mounted on the dashboard frame 10, with the front panel of the dashboard body 20 located on the front side of the dashboard frame 10. A mounting hole 21, running through the dashboard body 20 in a front-to-back direction, is provided on the front panel of the dashboard body 20. The shape of this mounting hole 21 is adapted to the electric air outlet housing 31 of the air outlet assembly 30, and can be circular, rectangular, or an irregularly shaped structure designed according to air outlet requirements, ensuring that the electric air outlet housing 31 can be stably embedded. A first connecting part 22 is integrally formed or fixedly connected to the front panel of the dashboard body 20 (i.e., the side facing away from the dashboard frame 10). The material of the first connecting part 22 can be the same as the main body or a higher-strength metal insert. Structurally, it can have a slot 772, threaded hole, positioning boss, or snap-fit ​​base for detachable engagement with the second connecting part 32 of the air outlet assembly 30.

[0073] The air outlet assembly 30 is a functional component for airflow delivery. Its motorized air outlet housing 31 is made of ABS plastic, PC / ABS alloy, or flame-retardant modified plastic. The overall structure matches the mounting holes 21 of the instrument panel body 20 and has a dedicated embedding section that can be tightly fitted into the mounting holes 21. The housing surface typically integrates structures such as air guide grilles and guide vanes to adjust the airflow direction and speed. On the side of the motorized air outlet housing 31 facing the instrument panel body 20, there is a second connecting part 32 corresponding to the first connecting part 22. Its material can be selected according to connection requirements, such as plastic clips, metal claws, threaded pillars, or elastic sleeves. Structurally, it complements and adapts to the first connecting part 22. For example, clips correspond to slots 772, threaded pillars correspond to threaded holes, and elastic sleeves correspond to positioning bosses, ensuring that the two can be quickly disassembled and securely connected. The electric air outlet housing 31 is also equipped with at least one stepper motor 33. The housing of the motor is made of flame-retardant plastic or metal, and the interior contains core components such as stator and rotor. The end of the motor is equipped with a motor interface. This interface is a plug-in structure with a foolproof design. It can have a positioning pin, irregular interface or polarity mark to avoid misalignment during plugging. It also has good conductivity and sealing performance to prevent poor contact or water ingress damage.

[0074] The instrument panel wiring harness 40, as a key component for circuit transmission, is fixed to the tube beam 11 and neatly arranged using cable ties, clips, or wiring harness fixing brackets to avoid interference or wear with other components. The wiring harness includes at least one main wiring harness 41. The conductors of the main wiring harness 41 are made of high-conductivity copper core material, externally covered with a PVC or cross-linked polyethylene insulation layer. The wiring harness may also be covered with corrugated tubing, braided mesh, or insulating tape for wear resistance, electromagnetic interference prevention, and waterproofing and dustproofing. The end of the main wiring harness 41 is equipped with a plug adapted to the motor interface. This plug also has a foolproof structure and perfectly matches the shape and positioning structure of the motor interface, allowing direct insertion and mating with the motor interface of the stepper motor 33 without the need for additional branch harnesses or intermediate docking structures, ensuring convenient and reliable circuit connection.

[0075] In this embodiment, the instrument panel assembly 1000 provided by the present invention adopts a front-mounted assembly structure for the air outlet assembly 30 and a design in which the main wiring harness 41 of the instrument panel is directly plugged into the motor interface of the air outlet assembly 30. This design can solve the problems in the prior art where the back-mounted air outlet assembly 30 requires pre-connection of the branch wiring harness, resulting in a cumbersome assembly process, easy wiring misalignment, poor contact, and low maintenance efficiency. Specifically, the front panel of the instrument panel body 20 (i.e., the side facing away from the instrument panel frame 10) of the present invention is provided with a first connecting part 22, and the electric air outlet housing 31 of the air outlet assembly 30 is provided with a second connecting part 32. During assembly, there is no need to pre-connect the branch harness. The entire electric air outlet housing 31 can be inserted into the mounting hole from the front side of the instrument panel body 20 (i.e., the side of the instrument panel body 20 facing away from the instrument panel frame 10). The first connecting part 22 and the second connecting part 32 realize the detachable connection between the air outlet assembly 30 and the instrument panel body 20. Then, the main instrument panel harness 41 provided on the instrument panel frame 10 can be directly plugged into the motor interface of the stepper motor 33 on the air outlet assembly 30 to complete the electrical connection. There is no need to set up a branch harness and connect the branch harness to the main harness 41. If the air outlet assembly 30 or the instrument panel wiring harness 40 needs to be inspected or replaced, the connection structure between the first connecting part 22 and the second connecting part 32 can be directly disassembled on the front side of the instrument panel body 20. The air outlet assembly 30 can then be removed from the mounting hole, and the main wiring harness 41 can be separated from the motor interface. There is no need to disassemble the relevant components between the instrument panel body 20 and the instrument panel frame 10. This design eliminates the setting of the sub-wiring harness and the pre-connection step, breaks the sequential restriction of the back-mounted assembly, simplifies the assembly process, and avoids problems such as wiring misalignment and poor contact that are easy to occur when the sub-wiring harness is pre-connected. At the same time, it greatly simplifies the inspection and maintenance operation. The air outlet assembly 30 and the wiring harness can be inspected and replaced without disassembling extra parts, effectively improving the assembly efficiency and maintenance convenience of the instrument panel assembly 1000.

[0076] Please see Figure 1 In one embodiment, the first connecting part 22 is a first connecting hole 221 provided on the instrument panel body 20;

[0077] The second connecting part 32 is a second connecting hole 321 provided in the electric air outlet housing 31;

[0078] The instrument panel assembly 1000 also includes a first locking member 50, the locking end of which passes through the second connecting hole 321 and is locked to the first connecting hole 221.

[0079] It should be noted that the first connecting part 22 is the first connecting hole 221 located on the side of the instrument panel body 20 away from the tube beam 11. Multiple first connecting holes 221 can be provided and are evenly distributed around the mounting hole 21. The first connecting hole 221 and the instrument panel body 20 are made by integral injection molding. The hole wall is polished and the inner wall is smooth. The coaxiality meets the requirements of conventional assembly and use. In order to improve the long-term reliability and anti-loosening ability of the connection structure, a brass or stainless steel metal threaded bushing can be embedded in the inner wall of the first connecting hole 221. The bushing is interference fit with the hole wall or hot melt fixed, and the connection is tight and not easy to fall off. It can withstand the locking force of repeated disassembly and assembly, reduce the occurrence of stripping and cracking, and provide a stable locking support foundation for the first locking part 50.

[0080] The second connecting part 32 is a second connecting hole 321 located on the side of the electric air outlet housing 31 facing the instrument panel body 20. The number and position of the second connecting holes 321 correspond one-to-one with the first connecting holes 221. The second connecting hole 321 is a through-type structure that penetrates the wall thickness of the electric air outlet housing 31. The edge of the hole is chamfered to facilitate the insertion of the first locking member 50. Its inner diameter is adapted to the outer diameter of the locking end of the first locking member 50. During assembly, the axis of the second connecting hole 321 is aligned with the axis of the first connecting hole 221 to ensure that the first locking member 50 can pass through smoothly. The hole wall thickness of the second connecting hole 321 has been structurally reinforced, and reinforcing ribs have been added around the hole wall to withstand the axial tightening force when the first locking member 50 is locked, reducing the possibility of deformation and breakage.

[0081] The first locking component 50, as the core component for achieving the detachable connection between the air outlet assembly 30 and the dashboard body 20, can be made of engineering plastics such as nylon and reinforced polypropylene, or metals such as stainless steel and aluminum alloy, depending on the requirements of lightweighting or high-strength connection of the whole vehicle. Plastic materials can reduce the weight of the whole vehicle, while metal materials can improve the connection strength. Its head is provided with a cross groove, internal hexagonal groove or annular anti-slip texture for easy manual or tool operation, so it is not easy to slip during operation. The locking end is designed as an external thread section or elastic barbed claw structure according to the structure matching of the first connecting hole 221. The length of the locking end is adapted to the total axial distance between the first connecting hole 221 and the second connecting hole 321. After passing through the second connecting hole 321, it can be stably locked in the first connecting hole 221 without loosening.

[0082] During assembly, the electric air outlet housing 31 is embedded in the mounting hole 21 of the instrument panel body 20. The first connecting hole 221 and the second connecting hole 321 are checked one by one to ensure that they are aligned. Then, the locking end of the first locking member 50 is inserted into the second connecting hole 321 and locked in the first connecting hole 221 to complete the mechanical connection between the air outlet assembly 30 and the instrument panel body 20. After locking, an elastic anti-loosening pad can be added to the head of the first locking member 50. The anti-loosening pad generates elasticity under pressure, reducing the risk of loosening caused by vehicle vibration.

[0083] This embodiment achieves a stable and convenient detachable connection by aligning the connecting holes with the matching first locking member 50. The structure has a mature processing technology and strong versatility. Repeated disassembly and assembly are not easy to damage the components. It ensures the connection strength while retaining the efficiency of conventional assembly, further optimizing the assembly and maintenance experience.

[0084] Please refer to Figure 1. In one embodiment, the dashboard assembly 1000 also includes a decorative panel 60. The decorative panel 60 is disposed on the side of the electric air outlet housing 31 away from the dashboard body 20. The decorative panel 60 covers at least part of the structure of the electric air outlet housing 31 to shield the first locking member 50.

[0085] The decorative panel 60 on the side facing away from the instrument panel body 20 and the electric air outlet housing 31 on the side facing away from the instrument panel body 20 together form the styling surface.

[0086] It should be noted that the decorative panel 60 is made of ABS plastic, solid wood, PC / ABS alloy, matte carbon fiber texture material or metallic coated material that is consistent with the overall interior style of the vehicle. It is made by injection molding or hot pressing. Solid wood material can enhance the interior texture, while plastic material takes into account cost and durability. The overall outline is compatible with the surface shape of the electric air vent housing 31 on the side away from the main body of the dashboard 20. The panel has a uniform thickness, and the edges are rounded without burrs, and the touch is soft. The decorative panel 60 can be detached and installed on the electric air vent housing 31 by means of buckles, plugs or magnetic attraction. The installation method is simple and easy to operate. Its coverage area can completely cover the installation area of ​​the first locking member 50, hiding the first locking member 50 between the panel and the housing, avoiding the exposure of the locking structure and affecting the overall aesthetics of the interior.

[0087] The side of the electric air vent housing 31 facing away from the main body of the dashboard 20 is a pre-designed base surface. The base surface is flat. After the decorative panel 60 is assembled, its outer surface facing away from the main body of the dashboard 20 connects with the outer surface of the electric air vent housing 31. The transition at the connection point is natural, forming a flat and smooth integrated styling surface. The curvature of the styling surface fits the interior design of the whole vehicle. The texture, color, and gloss are consistent with the interior of the whole vehicle. Ambient lighting grooves and decorative patterns can be matched according to design requirements. The lighting grooves and patterns do not affect the air vent function, while enhancing the overall quality of the interior.

[0088] During assembly, first complete the locking connection between the air vent assembly 30 and the dashboard body 20, then align the decorative panel 60 with the installation position and gently press it to fix it, completely covering the first locking part 50, and finally forming an integrated interior shape. After assembly, the gap between the panel and the shell is uniform, the gap width meets the vehicle interior assembly standard, and there is no obvious height difference.

[0089] This embodiment uses a decorative panel 60 to conceal the locking structure, reducing the visual abruptness caused by exposed connecting parts. The integrated design enhances the refinement and integrity of the vehicle's interior, and the detachable panel does not affect the disassembly and maintenance of the air vents, thus balancing aesthetics and practicality.

[0090] Please refer to Figure 1 In one embodiment, the electric air outlet housing 31 has a plug groove 311 on the side away from the instrument panel body 20; the decorative panel 60 has a plug part 61 on the side facing the electric air outlet housing 31, and the plug part 61 is embedded in the plug groove 311.

[0091] It should be noted that the plug groove 311 is an integrally injection molded concave structure of the electric air outlet housing 31 on the side opposite to the instrument panel body 20. The groove is reinforced with reinforcing ribs around its perimeter to improve the structural strength of the groove. It can be designed as a straight groove, a stepped groove, or a special-shaped groove with anti-detachment buckles according to positioning requirements. The anti-detachment buckles can prevent the plug part 61 from accidentally coming out. The groove depth and width dimensions are adapted to the plug part 61 of the decorative panel 60, which can achieve quick guidance and positioning during assembly and reduce the probability of the decorative panel 60 being misaligned or loose.

[0092] The insertion part 61 is an integrally formed protrusion, protrusion or elastic snap-fit ​​structure on the side of the decorative panel 60 facing the electric air outlet housing 31. Its outer contour matches the inner contour of the insertion groove 311. The material is the same as the decorative panel 60. It has a certain elastic deformation capability. The deformation range meets the disassembly and assembly requirements. When installed, it can be tightly snapped into the insertion groove 311. It forms an anti-dislodgement fit with the insertion groove 311 by its own structure. No additional connecting parts such as screws and glue are required, which reduces the number of assembly parts and processes and reduces assembly costs.

[0093] During assembly, align the plug-in part 61 of the decorative panel 60 with the plug-in groove 311 of the electric air outlet housing 31, and gently press it in the vertical direction to complete the fixation. During disassembly, gently pry the edge of the panel to make the plug-in part 61 slightly deform and disengage from the plug-in groove 311 to complete the disassembly. No special tools are required for the operation, and it can be done by hand, which is convenient for later maintenance.

[0094] In this embodiment, the tool-free quick assembly and disassembly of the decorative panel 60 is achieved by fitting the insertion slot 311 and the insertion part 61 together. The connection is stable and not easy to loosen, eliminating the need for additional connectors and simplifying the assembly process. At the same time, it does not interfere with the inspection and maintenance of the air outlet assembly 30, thus improving the overall assembly efficiency.

[0095] Please refer to Figure 2 In one embodiment, the electric air outlet housing 31 has an air inlet for connecting an air duct; the instrument panel assembly 1000 also includes a guide visor 312, which is disposed in the electric air outlet housing 31 and located between the air inlet and the motor interface, for guiding the condensate generated at the air inlet to an area away from the motor interface.

[0096] It should be noted that the side wall or back of the electric air outlet housing 31 is integrally formed with an air inlet interface. The air inlet interface is a circular or rectangular tubular structure. The outer wall of the interface is provided with a sealing groove 772. A rubber sealing gasket can be embedded in the groove 772. The thickness of the sealing gasket meets the sealing requirements and improves the sealing effect when connected with the air conditioning duct, reducing airflow leakage. The air inlet interface is the channel for external airflow to enter the air outlet assembly 30. When the air conditioner delivers cold air, due to the large temperature difference between the inside and outside of the duct, and the relatively low humidity inside the duct after cooling (after dehumidification by the evaporator), condensation water is easily generated due to water vapor.

[0097] The air guide visor 312 can be integrally injection molded with the electric air outlet housing 31 or separately molded. Made of the same batch of engineering plastics, it has consistent material properties and is not prone to cracking or detachment. It is fixedly installed inside the electric air outlet housing 31, located in the middle area between the air inlet and the motor interface, forming a physical isolation barrier that completely prevents condensate from flowing directly to the motor interface. The air guide visor 312 has an arc-shaped or inclined surface structure with a smooth, non-protruding surface. It can collect condensate dripping from the air inlet and, using gravity and the inclined surface, guides the condensate to the bottom of the housing or a drainage area away from the motor interface, preventing condensate from dripping directly to the motor interface and reducing the probability of short circuits, poor contact, and motor corrosion. During assembly, the air guide visor 312 is integrally molded with the electric air outlet housing 31, requiring no additional assembly. It directly forms a waterproof isolation structure internally, without adding any assembly steps.

[0098] This embodiment achieves directional flow of condensate through the guide cap 312, isolating water vapor from contact with the electrical interface, improving the electrical safety and service life of the air outlet assembly 30, eliminating the need for additional complex components such as a drain pump, and featuring a simple and reliable structure suitable for various vehicle operating conditions.

[0099] Please refer to Figure 2. In one embodiment, the air guide visor 312 extends upward from the inner wall of the electric air outlet housing 31 and covers the top of the motor interface, and the extended end of the air guide visor 312 is inclined or bent downward in a direction away from the motor interface.

[0100] It should be noted that the guide cap 312 extends integrally upward from the inner wall of the electric air outlet housing 31, and its extension height can cover the top area of ​​the motor interface, forming a full or semi-enclosed protective shield, completely blocking the path of condensate dripping vertically to the motor interface, with no dead corners in the flow. The extended end of the guide cap 312 bends downward in a direction away from the motor interface, with the bending angle within the range of normal use. The bend is a rounded transition without obvious sharp edges, forming an arc-shaped flow guide slope. The surface of the slope is as smooth as possible to facilitate the rapid sliding of condensate and prevent water accumulation.

[0101] After condensation at the air inlet, the water drips onto the upper surface of the guide cap 312, slides quickly down the sloping and curved surface, and flows along the inner wall of the housing to the non-electric area at the bottom of the electric air outlet housing 31. It will not splash or flow towards the motor interface. The guide cap 312 has a uniform thickness, is evenly stressed and not easy to break, and has no water accumulation grooves on the surface, which reduces the retention of condensation water, reduces the possibility of mold growth and odor generation, and keeps the inside of the air outlet clean.

[0102] This embodiment achieves full isolation and diversion of condensate water through an upwardly extending and inclined bending structure, providing all-round protection for the stepper motor 33 and the electrical interface, reducing the possibility of water vapor damaging electrical components, and improving the durability and stability of the air outlet assembly 30.

[0103] In one embodiment, four stepper motors 33 are provided, and the four stepper motors 33 are respectively arranged around the electric air outlet housing 31.

[0104] It should be noted that there are four stepper motors in total. They have high operating efficiency and low energy consumption. They are encapsulated in a flame-retardant and waterproof shell, which can adapt to the humid environment inside the vehicle. The motors are small in size and have low operating noise. Each motor is independently equipped with a motor interface with a foolproof design. The interface structure is unique and reduces the possibility of misalignment.

[0105] Four stepper motors 33 are positioned at the upper left, upper right, lower left, and lower right corners of the electric air outlet housing 31, with the center as the reference point. This perimeter distribution covers most of the air outlet area, ensuring uniform airflow and improving airflow uniformity. The four stepper motors 33 can be controlled by LIN signals, operating independently and driving corresponding blades to adjust their angles, thereby controlling the airflow direction. The perimeter arrangement of the motors reduces uneven airflow and insufficient airflow in certain areas, while also dispersing vibrations and noise generated by the motors, preventing concentrated vibration transmission and reducing cabin noise. Furthermore, changes in the blade angle only cause minor adjustments to the airflow; the main adjustment of the overall vehicle airflow is determined by the air damper of the air conditioning unit and the speed of its internal blower. During assembly, the four stepper motors 33 can be respectively snapped and fixed to the preset mounting positions around the electric air outlet housing 31. Soft rubber damping pads are added to the inside of the mounting positions to reduce the transmission of motor vibration to the housing and reduce the risk of abnormal noise. The motor interfaces are all oriented towards the main wiring harness 41 to facilitate quick wiring harness insertion.

[0106] This embodiment achieves uniform airflow throughout the entire area through a four-motor structure arranged around the perimeter, improving airflow efficiency and coverage. The dispersed layout optimizes noise and vibration performance, enhancing the comfort of airflow inside the vehicle.

[0107] Please refer to Figure 2. In one embodiment, the instrument panel frame 10 is provided with a wire harness buckle 34 on the side facing the electric air outlet housing 31. The main wire harness 41 has a spare section, which is snapped into the wire harness buckle 34.

[0108] It should be noted that the wiring harness clip 34 is integrally injection molded from engineering plastics such as elastic nylon and reinforced polypropylene. It has moderate elasticity and is not easily broken. It is installed on the side wall of the instrument panel frame 10 facing the electric air outlet housing 31 by bolt fixing or hot-melt embedding. Multiple clips can be set and distributed along the wiring harness direction. The clips are open elastic clip structures 77 with anti-detachment barbs at the opening, which can firmly hold the wiring harness and prevent it from coming loose, while also facilitating later disassembly and maintenance. The main wiring harness 41 has a reserved slack section near the motor interface. The length of the slack section is within the standard operating range, and the wire segment bends naturally with a bending radius that meets wiring harness laying standards. This meets the requirements for wiring harness stretching and displacement during the disassembly and assembly of the air outlet assembly 30, preventing the wiring harness from being pulled and broken. During assembly, the excess section of the main wire harness 41 is directly inserted into the elastic slot 772 of the wire harness clip 34. The clips straighten the wire harness route, fix the wire harness position, and prevent the wire harness from becoming loose, shaking, or interfering with surrounding components. The contact area between the clips and the wire harness is rounded with no sharp edges to reduce wear on the wire harness sheath.

[0109] In this embodiment, the main wire harness 41 is fixed with wire harness clips 34, which not only ensures sufficient space for the wire harness to be installed and removed, but also achieves a neat layout of the wire harness, reduces the possibility of wire harness pulling damage and interference noise, and improves the reliability and service life of the wire harness layout.

[0110] Please see Figures 3 to 5 In one embodiment, the instrument panel assembly 1000 further includes a blower duct assembly 70 disposed on the instrument panel frame 10. The blower duct assembly 70 includes a central blower duct body 71, at least one branch blower duct body 72, and at least one defrost duct body 73. The at least one branch blower duct body 72 and the at least one defrost duct body 73 are detachably connected to the central blower duct body 71 to form a connected ventilation channel.

[0111] One end of the blower duct assembly 70 is connected to the air outlet assembly 30.

[0112] It should be noted that the air duct assembly 70 is assembled and fixed on the instrument panel frame 10. It is usually made of plastic materials such as modified polypropylene or high-density polyethylene that are resistant to high and low temperatures and anti-aging through injection molding. The whole is a multi-pipe combination structure, which is arranged in a regular manner by relying on the instrument panel frame 10. It is the core component of the instrument panel assembly 1000 that realizes the directional delivery of air conditioning airflow.

[0113] The central face-blowing duct body 71 is the main duct structure of the face-blowing duct assembly 70. It is integrally molded using the same weather-resistant engineering plastic as the face-blowing duct assembly 70, forming a continuous main channel inside. It serves as the core of airflow distribution for the entire face-blowing duct assembly 70, providing a unified connection foundation and airflow supply for the branch face-blowing duct bodies 72 and defrosting duct bodies 73. The central face-blowing duct body 71 can integrate a negative ion duct 75 and a negative ion generator. The air inlet of the negative ion duct 75 is connected to the upstream high-pressure stabilization zone inside the central face-blowing duct, and the air outlet of the negative ion duct 75 is connected to the downstream main air outlet channel inside the central face-blowing duct.

[0114] There is at least one branch air duct body 72, which usually includes a left air duct 721 and a right air duct 722. It is made of a sealing air supply material that is compatible with the central air duct body 71. The duct structure is arranged according to different air blowing areas in the vehicle. It is connected to the central air duct body 71 in a detachable manner. After connection, it can form an independent branch air supply passage.

[0115] The number of defrosting duct bodies 73 is also at least one, usually including a front defrosting duct 733, a left defrosting duct and a right defrosting duct. They are made of materials with excellent sealing performance and are not easily deformed. The duct routing matches the defrosting area of ​​the vehicle's windshield and is connected to the central blowing duct body 71 with a detachable structure to form a dedicated defrosting airflow delivery path.

[0116] The central blowing air duct body 71, the branch blowing air duct body 72 and the defrosting air duct body 73 are detachably connected to each other, and together they form a continuous and through ventilation channel. The inner wall of the channel is smooth and flat, which can effectively reduce the airflow resistance and ensure smooth airflow between each section of the duct.

[0117] One end of the blower duct assembly 70 is sealed to the air outlet assembly 30. The interface adopts a suitable sealing fit structure to ensure that the airflow delivered through the ventilation channel can enter the air outlet assembly 30 without leakage and stably, and finally achieve directional air outlet.

[0118] In this embodiment, by designing the air duct assembly 70 as a split structure with detachable connections between the central air duct body 71, branch air duct bodies 72, and defrost air duct body 73, the volume and complexity of each individual component are significantly reduced compared to the traditional one-piece injection molding solution, thereby greatly reducing the size of the injection mold. The reduction in mold size directly lowers the mold manufacturing cost, processing difficulty, and maintenance costs, while shortening the injection molding cycle and improving production efficiency. Furthermore, the split design allows each duct body to use different materials and wall thicknesses according to functional requirements, avoiding material waste caused by over-design to meet local requirements in a one-piece structure, further saving raw material costs. When a duct body is damaged or needs upgrading, only the corresponding component needs to be replaced, without scrapping the entire air duct assembly 70, effectively reducing subsequent maintenance costs and parts inventory pressure, and improving the product's economy and maintainability.

[0119] Furthermore, the detachable connection between adjacent duct bodies can be quickly assembled and disassembled using a snap-fit ​​structure. For example, the snap-fit ​​structure includes an elastic claw at one end of the duct body connection and a slot at the other end. Under external force, the elastic claw deforms and engages with the slot, achieving axial positioning and circumferential fixation of the two duct bodies. Disassembly is achieved by pressing the elastic claw, which releases the lock. The operation is convenient and the connection is reliable. Simultaneously, to ensure the airtightness of the ventilation duct, a connection sealing structure is provided at the mating point of the snap-fit ​​structure. This connection sealing structure includes a rubber sealing ring or elastic sealing gasket embedded between the connecting end faces of the two duct bodies, and a sealing rib and sealing groove structure arranged circumferentially along the connecting end faces. During assembly, the sealing rib embeds into the sealing groove and compresses the rubber sealing ring, forming multiple sealing barriers to effectively prevent airflow leakage from the connection gaps, ensuring smooth airflow in the ventilation duct and the air output efficiency of the air conditioning system.

[0120] Please refer to Figure 6 In one embodiment, the defrost duct body 73 includes a front defrost duct 733 and at least one side defrost duct 731; the defrost duct has a first insertion end, and the side defrost duct 731 has a second insertion end, with the first insertion end inserted into the second insertion end.

[0121] It should be noted that the front defrost duct 733 is mainly used to deliver defrost airflow to the windshield. It extends along the width of the vehicle, with a gradually expanding flow channel design that evenly distributes the airflow to the entire effective defrost area of ​​the windshield, preventing incomplete defrosting in certain areas. It is injection molded from the same engineering plastic as the defrost duct body 73, with a smooth inner wall to reduce airflow resistance and wind noise.

[0122] The side defrosting duct 731 delivers defrosting airflow to the vehicle's side windows, solving the problem of fogging affecting lateral visibility. The number of ducts can be one or more depending on the vehicle model. For aesthetic reasons, their shape and arrangement are typically symmetrically distributed around the center of the vehicle, but the internal blades and other structures are designed with the driver at the center, resulting in an actual asymmetrical relationship. The side defrosting duct 731 works in conjunction with the front defrosting duct 733 to achieve all-around defrosting. The airflow path of the side defrosting duct 731 typically conforms to the contour of the side window, with the air outlet facing the inside of the side window to ensure efficient airflow onto the glass surface.

[0123] The front defrost duct 733 has a first insertion end, which can be a boss structure extending from the front defrost duct 733 toward the side defrost duct 731. The size of the boss is adapted to the mating structure of the side defrost duct 731 for easy insertion and assembly. The side defrost duct 731 has a second insertion end, which can be a groove structure opened on the side of the side defrost duct 731 toward the first insertion end. The inner diameter of the groove matches the outer diameter of the first insertion end, forming a clearance fit. This ensures that the first insertion end can be smoothly inserted while preventing excessive shaking after assembly.

[0124] In this embodiment, the first connector is inserted into the second connector, connecting the front defrost duct 733 and the side defrost duct 731. After connection, their internal flow channels are interconnected, ensuring smooth airflow from front to back to the side defrost duct 731, and then blowing air through the outlet of the side defrost duct 731 onto the side window glass to achieve the side window defrosting function. This connector structure requires no additional locking components, is easy to assemble, and ensures the airtightness of the airflow, reducing airflow leakage.

[0125] Please refer to Figure 9 In one embodiment, the blower assembly 70 further includes a snap-fit ​​structure 77, which includes a hook 771 protruding from the first plug end and a groove 772 formed on the inner wall of the second plug end, wherein the hook 771 and the groove 772 engage in a snap-fit ​​relationship.

[0126] It should be noted that the snap-fit ​​structure 77 includes a snap hook 771 protruding from the first insertion end and a snap groove 772 formed on the inner wall of the second insertion end. The shape and size of the snap hook 771 and the snap groove 772 are matched to form a snap-fit ​​engagement. The structure is simple and easy to process, and a stable connection can be achieved without additional locking tools.

[0127] The hook 771 protrudes from the outer wall of the first insertion end and is integrally injection molded with the first insertion end. It is made of engineering plastic with a certain degree of elasticity and can undergo slight elastic deformation under force, making it easy to snap into the slot 772. At the same time, it has sufficient rigidity so that it is not easily deformed or broken after being snapped in. The end of the hook 771 is provided with a guide bevel, which facilitates smooth sliding into the slot 772 when inserting the second insertion end, reducing assembly resistance.

[0128] The slot 772 is formed on the inner wall of the second insertion end. It is an inwardly recessed groove structure and is integrally formed with the second insertion end. The depth of the slot 772 is adapted to the length of the hook 771, ensuring that the hook 771 can be fully engaged in the slot 772 for reliable locking. The inner wall of the slot 772 is smooth to avoid scratching the surface of the hook 771 during engagement, while ensuring a good fit after engagement and reducing abnormal noise caused by vibration.

[0129] In this embodiment, when the first connector is inserted into the second connector, the hook 771 undergoes elastic deformation under the action of the guide slope. As the insertion depth increases, when the hook 771 reaches the slot 772, it resets under its own elasticity and snaps into the slot 772, thus locking and fixing the front defrosting duct 733 and the side defrosting duct 731. This snap-fit ​​structure 77 not only improves the connection stability but also facilitates disassembly. During disassembly, simply press the hook 771 gently to disengage it from the slot 772, and the first connector can be pulled out from the second connector, providing convenience for later maintenance.

[0130] Please refer to Figure 7 and Figure 8 In one embodiment, a portion of the structure of the second plug end is recessed to form a limiting rib 76, which is pressed into contact with the outer surface of the first plug end.

[0131] It should be noted that the limiting rib 76 is an annular or strip-shaped protrusion formed by the inward indentation of the second plug end itself. It is integrally injection molded with the second plug end, and the material is consistent with the second plug end. It has a certain degree of elasticity and rigidity and can fit tightly with the outer surface of the first plug end.

[0132] The number of limiting ribs 76 can be set to one or more according to actual needs, and they are distributed circumferentially along the inner wall of the second insertion end to ensure uniform contact with the outer surface of the first insertion end and avoid local gaps. The protrusion height of the limiting ribs 76 is designed to ensure that they can form a tight press with the outer surface of the first insertion end, but will not cause difficulty in inserting the first insertion end due to excessive pressure.

[0133] In this embodiment, the limiting rib 76 is pressed into the outer surface of the first plug end. On the one hand, it can fill the assembly gap between the first plug end and the second plug end, prevent airflow from leaking from the gap, and ensure the air outlet efficiency of the defrosting duct body 73. On the other hand, it can limit the radial shaking or axial displacement of the first plug end inside the second plug end, improve the coaxiality of the two after docking, reduce abnormal noise caused by vibration during vehicle operation, and further improve the overall rigidity of the connection structure.

[0134] Please refer to Figure 5 and Figure 10 In one embodiment, at least one branch blowing air duct body 72 includes a left blowing air duct 721 and a right blowing air duct 722. The left blowing air duct 721 and the right blowing air duct 722 are each provided with a first mounting part 723 on the side facing the central blowing air duct body 71. The first mounting part 723 is provided with a first mounting hole 7231.

[0135] A second mounting part 714 is provided on one side of the central air blowing duct body 71, and a second mounting hole 7141 is provided on the second mounting part 714.

[0136] The blower assembly 70 also includes a second locking member, which passes through the first mounting hole 7231 and is locked in the second mounting hole 7141.

[0137] It should be noted that at least one branch face blowing duct body 72 includes a left face blowing duct 721 and a right face blowing duct 722, which correspond to the face blowing needs of the driver's seat and the passenger seat of the vehicle, respectively. They are symmetrically arranged on both sides of the central face blowing duct body 71 to deliver air to the faces of the drivers and passengers and improve driving and riding comfort.

[0138] Both the left-blowing duct 721 and the right-blowing duct 722 have a first mounting portion 723 on the side facing the central-blowing duct body 71. The first mounting portion 723 can be a lug structure or connecting piece extending outward from the duct body, integrally injection molded with the duct body, and made of the same material as the duct body, possessing sufficient structural strength to withstand the tightening force during locking. The first mounting portion 723 has a first mounting hole 7231, which is a through-hole or threaded hole that passes through the first mounting portion 723, facilitating the insertion of the second locking member. Its inner diameter is adapted to the outer diameter of the locking end of the second locking member, ensuring that the second locking member can be smoothly inserted and achieve stable locking. The number of first mounting holes 7231 can be set to one or more according to the connection strength requirements, and they are evenly distributed along the first mounting portion 723.

[0139] A second mounting portion 714 is provided on the side of the central air blowing duct body 71 facing the left air blowing duct 721 and the right air blowing duct 722. The second mounting portion 714 can be a boss structure or connecting piece extending outward from the central air blowing duct body 71, integrally injection molded with the central air blowing duct body 71. Its position corresponds one-to-one with the first mounting portion 723 of the left air blowing duct 721 and the right air blowing duct 722 to ensure alignment during docking. The second mounting portion 714 is provided with a second mounting hole 7141, which can be a round hole or a threaded hole adapted to the first mounting hole 7231. It can be designed as a threaded hole or a smooth hole according to requirements. Its number and position completely correspond to the first mounting hole 7231. During assembly, the axes of the first mounting hole 7231 and the second mounting hole 7141 are kept aligned to ensure that the second locking member can be smoothly inserted. In addition, reinforcing ribs are added around the hole wall of the second mounting hole 7141 to improve the structural strength of the hole wall and prevent deformation and cracking during locking.

[0140] Furthermore, the blower assembly 70 also includes a second locking component, which serves as a detachable connection between the left blower duct 721, the right blower duct 722, and the central blower duct body 71. Depending on the connection strength requirements, components such as stainless steel bolts and nylon locking pins can be selected to balance connection stability and lightweight requirements.

[0141] In this embodiment, the locking end of the second locking member passes through the first mounting hole 7231 and is locked within the second mounting hole 7141, achieving a stable connection between the left blowing air duct 721, the right blowing air duct 722, and the central blowing air duct body 71. If the second mounting hole 7141 is a threaded hole, the locking end of the second locking member has an external thread, and locking is achieved through thread engagement; if it is a smooth hole, locking can be achieved through nut engagement. This locking method provides a reliable connection, can withstand vibration and impact during vehicle operation, and facilitates subsequent disassembly and maintenance. If one side of the blowing air duct is damaged, it can be disassembled and replaced separately without affecting other components.

[0142] In other embodiments, a third mounting portion may be provided on the front defrost duct 733, and a third mounting hole may be provided on the third mounting portion;

[0143] The first mounting part 723 is also provided with a fourth mounting hole, and the third mounting hole and the fourth mounting hole are connected by a third locking member.

[0144] It should be noted that the third mounting part provided on the front defrosting duct 733 can be a lug extending outward from the side wall of the duct or a connecting bracket 101, which is integrally formed with the duct body, and the third mounting hole opened on it is used for connection and fixation.

[0145] The fourth mounting hole additionally opened on the first mounting part 723 does not interfere with the first mounting hole 7231 and can be respectively set on the left and right sides of the first mounting part 723. The third mounting hole and the fourth mounting hole are positioned correspondingly and aligned on the axis during assembly. The third locking member serves as a fastener connecting the front defrost duct 733 and the branch blowing duct body 72, and can be a bolt, screw, or snap-fit ​​connector. During assembly, the third locking member passes through the third mounting hole and the fourth mounting hole, securely connecting the front defrost duct 733 to the first mounting part 723 of the left blowing duct 721 or the right blowing duct 722.

[0146] Thus, the above connection method achieves a rigid connection and positioning between the defrosting duct and the blowing duct. Utilizing the existing first mounting part 723 of the blowing duct as the connection base, it eliminates the need for additional independent mounting brackets on the dashboard frame 10 or other locations, simplifying the assembly structure and reducing the number of parts. Simultaneously, this connection method effectively limits the displacement and vibration of the front defrosting duct 733 during vehicle operation, preventing collisions or friction between ducts that could cause abnormal noise. This improves the structural stability and connection reliability of the defrosting duct system, ensuring the stability of the defrosting airflow delivery.

[0147] Please refer to Figure 10 In one embodiment, the central air duct body 71 includes two central air ducts 711, a connecting part 712 and a water-absorbing component. The connecting part 712 is located between the two central air ducts 711. The upper top wall of the connecting part 712 has a recess, and a drain hole 713 is provided at the lowest point of the recess. The water-absorbing component is attached to the bottom of the drain hole 713.

[0148] It should be noted that the two central air ducts 711 are the left and right air ducts, respectively. The left air duct mainly directs airflow towards the driver's seat, while the right air duct directs airflow towards the passenger's seat. Both central air ducts 711 can be injection molded from the same engineering plastic, or they can be manufactured separately. The internal structure is a hollow flow channel. The structure of both can be designed as symmetrical or asymmetrical according to actual needs to adapt to the spatial layout of the dashboard.

[0149] A connecting part 712 is located between two central air ducts 711, serving to connect and fix the two central air ducts 711. It can be plate-shaped, strip-shaped, or block-shaped. The connecting part 712 can be integrally injection molded with the two air duct bodies, using the same material, with strong overall structure, sufficient rigidity and deformation resistance, and can withstand airflow pressure and vehicle vibration. The connecting part 712 has a recess, which is a groove-like structure formed by the inward indentation of the surface of the connecting part 712. Its shape is arc-shaped, trapezoidal, or square, which can effectively collect condensate generated on the outside of the central air duct body 71, preventing condensate from flowing freely and thus preventing condensate from dripping onto other components inside the vehicle dashboard, causing damage to electrical components or abnormal noise. A drain hole 713 is opened at the lowest point of the recess. The drain hole 713 is a through-hole that passes through the connecting part 712, used to drain the condensate collected in the recess downwards, ensuring that condensate does not accumulate on the surface of the air duct.

[0150] The absorbent component is attached below the drain hole 713 and can also be further wrapped around the outer bottom wall of the central air duct body 71. The absorbent component is made of porous absorbent material, such as sponge or absorbent cotton, possessing excellent absorbency and breathability. It can quickly absorb condensate collected in the recess and drain it through the drain hole 713, while preventing airflow leakage and ensuring a stable flow field inside the duct. The absorbent component is fixed to the drain hole 713 with clips or adhesive, facilitating future disassembly and replacement and ensuring long-term stable absorbency performance.

[0151] In this embodiment, the concave portion, combined with the drain hole 713 and the water-absorbing component, enables the effective collection and rapid discharge of condensate, preventing water from seeping into the dashboard and causing damage to components or abnormal noise. The design of the porous water-absorbing component ensures smooth drainage while preventing airflow leakage, guaranteeing airflow efficiency and flow field stability. Its easy-to-replace feature ensures long-term reliability. The overall structure has strong adaptability and significantly improves the durability of the vehicle air conditioning system.

[0152] Please refer to Figure 11 In one embodiment, at least one of the central blowing air duct body 71, the branch blowing air duct body 72, and the defrosting air duct body 73 has a plurality of raised rib structures 74 on its upper top wall, and the plurality of rib structures 74 are distributed in a grid pattern.

[0153] It should be noted that the rib structure 74 can be integrally injection molded from the top wall of the duct and protrude outwards, or it can be manufactured separately and then bonded or welded to the central blowing duct body 71, the branch blowing duct body 72, and the defrosting duct body 73. Its material is consistent with that of the central blowing duct body 71, the branch blowing duct body 72, and the defrosting duct body 73, requiring no additional assembly, simplifying processing, and not increasing production steps or costs. The cross-section of the rib structure 74 is triangular, rectangular, or semi-circular, and its width or diameter can be set to approximately 1mm. It possesses good structural rigidity, effectively distributing the stress on the top wall of the duct and improving the deformation resistance of the top wall.

[0154] Furthermore, the multiple rib structures 74 are distributed in a grid pattern. This distribution not only allows the rib structures 74 to evenly distribute the stress on the top wall of the duct, avoiding deformation caused by localized stress concentration and improving the overall rigidity of the top wall of the duct; more importantly, the grid-like rib structure 74 can effectively prevent condensate from accumulating on the top surface of the duct. When the generated condensate accumulates or falls onto the top surface of the central blowing duct body 71, the branch blowing duct body 72, and the defrost duct body 73, the arched rib structure 74 acts as a partition structure, which can divide the water droplets and prevent them from accumulating into a large stream of water. This prevents the condensate from flowing down the top surface of the central blowing duct body 71, the branch blowing duct body 72, and the defrost duct body 73 and directly impacting other electrical components.

[0155] In this embodiment, the mesh-like rib structure 74 enhances the structural strength and deformation resistance of the duct body, extends the product's service life, prevents condensation from damaging other electrical components, ensures the normal operation of the blowing and defrosting functions, and balances practicality and structural stability.

[0156] Please refer to Figure 12 In one embodiment, the instrument panel assembly 1000 further includes an instrument panel 80, which is disposed on the instrument panel frame 10 and located above the blower assembly 70.

[0157] It should be noted that the instrument panel 80 is mounted on the instrument panel frame 10 and is located above the air duct assembly 70. The instrument panel 80 is usually made of high-strength rigid materials, such as steel, aluminum alloy or reinforced modified engineering plastics. The whole structure is a support structure adapted to the internal space layout of the instrument panel. It can form a stable installation base by relying on the instrument panel frame 10 and provide reliable support and positioning for the surrounding components.

[0158] In traditional vehicle dashboard trim structures, the lower dashboard panel often employs a single-faceted angled design. However, this lower panel can easily create an image on the windshield that obstructs the driver's view, affecting driving safety. To address this issue, please refer to [link to relevant documentation / reference]. Figure 13In one embodiment, the defrost duct body 73 includes a front defrost duct 733; the dashboard assembly 1000 also includes a lower trim panel 130 and an upper trim panel, the lower trim panel 130 is disposed above the front defrost duct 733 and covers the air outlet of the defrost duct body 73; the upper trim panel is disposed on the side of the lower trim panel 130 away from the defrost duct body 73, and a defrost outlet facing the windshield of the vehicle is formed between the upper trim panel and the lower trim panel 130.

[0159] The lower trim panel 130 extends in the left and right directions. The surface inclination angle of the central area of ​​the lower trim panel 130 is greater than the surface inclination angle of the left and right side areas of the lower trim panel 130. The side edges of the lower trim panel 130 are connected and transitioned with the inner edges of the interior trim panels of the two doors of the vehicle.

[0160] It should be noted that the lower trim panel 130, as the main cover component of the front defrost duct 733, is assembled above the front defrost duct 733. Its material is typically a high-temperature resistant and highly rigid engineering plastic, such as heat-resistant ABS or PP alloy, to adapt to the high-temperature airflow environment during defrosting and prevent long-term heat deformation. The lower trim panel 130 covers the air outlet of the defrost duct body 73 and, together with the upper trim panel, forms the final defrost outlet. The two are connected by clips, screws, or welding. The connection point is typically equipped with sealing sponge 102 or sealing ribs to ensure that airflow does not leak into the dashboard but is entirely directed to the defrost outlet.

[0161] The lower trim panel 130 extends horizontally, covering the front edge of the dashboard and working in conjunction with the front defrost duct 733 to achieve large-area defrosting coverage of the windshield. The lower trim panel 130 employs a differentiated angle design strategy, with a larger angle in the central area and gentler angles on the left and right sides, extending outwards. This ensures that the central area's angle meets the required angle for the main field of vision on the windshield, effectively preventing images from interfering with the driver's normal driving and guaranteeing driving safety. The gentler angles on the left and right sides, extending outwards, ensure a smooth transition with the door trim panels, and because these areas are at the edge of the driver's field of vision, even if slight images are formed on the windshield, the visual interference and driving impact are minimal. Furthermore, the curved edges of the lower trim panel 130 seamlessly connect with the inner edges of the two door trim panels, eliminating visual discontinuities and gaps.

[0162] In this embodiment, the horizontally extending and gradually angled surface design of the lower trim panel 130 not only meets the imaging avoidance requirements of the core field of vision area of ​​the windshield through the central area angle, but also achieves a smooth transition with the door interior trim panel through the magnified side angles. At the same time, it utilizes the edge characteristics of the field of vision on both sides to minimize the impact of the windshield imaging on the driver. It not only ensures the visual smoothness of the transition area between the dashboard and the windshield, but also enhances the integrated quality and assembly refinement of the entire vehicle interior through the smooth transition design of the sides of the lower trim panel 130 with the door interior trim panel.

[0163] Please refer to Figure 12 In one embodiment, the instrument panel 80 has a snap-fit ​​hole 81 on the side near the blower duct assembly 70; the defrost duct body 73 includes a front defrost duct 733;

[0164] The instrument panel assembly 1000 also includes a fastener 732, which includes a fastener base 7321 and a flexible fastener arm 7322. The fastener base 7321 is located on the top of the defrost duct body 73, and the flexible fastener arm 7322 extends from the fastener base 7321 toward the instrument panel 80 and engages with the fastener hole 81.

[0165] It should be noted that the snap-fit ​​hole 81 is located on the side of the instrument panel 80 near the blower assembly 70. It is made of the instrument panel 80 using an integral molding process and the material is consistent with that of the instrument panel 80. The hole is regular in shape and has a smooth inner wall. It can form a suitable snap-fit ​​space with the elastic snap-fit ​​arm 7322, and can provide assembly positioning for the snap fastener 732 to ensure that the structure is stable and does not shift after snap-fit.

[0166] The fastener 732 is made of high-elasticity, high-strength engineering plastic, possessing excellent elastic deformation capability and structural strength, making it less prone to breakage or fatigue failure. It consists of two parts: a fastening base 7321 and a flexible fastening arm 7322. The fastening base 7321 is fixedly mounted on the top of the defrosting duct body 73, stably engaging with it. Its structural contour conforms to the shape of the duct top, providing a stable installation base for the flexible fastening arm 7322. The flexible fastening arm 7322 extends from the fastening base 7321 towards the instrument panel 80, capable of elastic deformation. Its end has a limiting fastening protrusion, which can form a stable fastening engagement with the fastening hole 81 on the instrument panel 80, effectively limiting axial and radial movement after engagement.

[0167] In this embodiment, the snap-fit ​​hole 81 on the instrument panel 80 and the elastic snap-fit ​​arm 7322 of the snap-fit ​​member 732 engage with each other, and together with the snap-fit ​​seat 7321 fixed on the top of the defrost duct body 73, the snap-fit ​​member can provide stable support for the instrument panel 80, effectively improving the pressing rigidity of the instrument panel. Multiple snap-fit ​​members can be set as needed to avoid collapse and deformation in the central area of ​​the instrument panel. This structure is accurately positioned and firmly connected, and will not cause structural damage to the defrost duct body 73 and the instrument panel 80. On the basis of simplifying the pipeline assembly process, it further improves the structural stability and reliability of the instrument panel assembly 1000.

[0168] In one embodiment, the defrost duct body 73 includes a side defrost duct 731; the side defrost duct 731 has a groove structure that opens toward the A-pillar trim panel of the vehicle, the A-pillar trim panel being disposed on the open side of the groove structure to enclose and form a ventilation channel.

[0169] An opening is provided on the A-pillar trim panel, which forms the air outlet of the ventilation duct and is positioned towards the side windshield of the vehicle. The air inlet of the ventilation duct is connected to the air outlet of the air duct assembly 70 to guide the airflow to the side windshield of the vehicle.

[0170] It should be noted that the side defrost duct 731 is located in the side corner area of ​​the dashboard assembly 1000, and its channel structure is injection molded from lightweight engineering plastics with a certain degree of structural rigidity. The side of this channel structure facing the A-pillar trim panel is designed to be completely open, aiming to minimize the space occupied by the duct's own wall thickness. The A-pillar trim panel, as a key covering component of the vehicle's interior, is given the dual function of an air duct wall panel here; its inner wall directly covers the open edge of the side defrost duct 731, and a sealing structure is provided between the mating surfaces to prevent airflow leakage. This design cleverly utilizes the cavity formed by the side defrost duct 731 and the A-pillar trim panel to directly construct a ventilation channel, eliminating the need for an additional independent duct outer wall.

[0171] Compared to traditional independent enclosed duct structures (where the duct itself has a complete perimeter wall and is then installed inside the A-pillar trim panel), the side defrosting duct 731 in this embodiment eliminates the wall thickness on the side facing the A-pillar trim panel and eliminates the need for pre-reserved assembly gaps between the duct and the trim panel. Therefore, this structure, while maintaining the same flow channel cross-sectional area, can significantly reduce the structural thickness of the dashboard side, saving approximately half the panel thickness (i.e., saving the thickness of an independent duct wall and its installation clearance space). This spatial advantage is crucial for the A-pillar area of ​​the dashboard, where cross-sectional space is extremely limited, effectively avoiding interference between the duct and internal wiring harnesses and structural components.

[0172] In this embodiment, an integrated design that "utilizes the wall" is achieved by utilizing the groove structure of the side defrosting duct and its cooperation with the A-pillar trim panel to form a cavity. This not only significantly saves layout space and improves the cross-sectional utilization of the dashboard assembly 1000, but also simplifies the duct structure, reduces component weight, and lowers manufacturing costs. Airflow is smoothly guided through this compact channel and blown towards the side windshield through the opening in the A-pillar trim panel, ensuring defrosting efficiency and balancing the needs of space optimization, structural simplification, and functional realization.

[0173] In one embodiment, the dashboard assembly 1000 further includes an A-pillar trim panel and an air duct component disposed on the A-pillar trim panel; the defrost duct body 73 includes a side defrost duct 731; the air outlet of the side defrost duct is connected to the air inlet of the air duct component, and an opening is provided on the A-pillar trim panel and is disposed facing the side windshield of the vehicle.

[0174] It should be noted that the air duct component is integrated into the inner side of the A-pillar trim panel using fasteners or snap-fit ​​components, and is arranged in the side corner area corresponding to the dashboard assembly 1000. The entire component is made of lightweight engineering plastic through a single injection molding process, possessing sufficient structural rigidity. The air inlet end of the air duct component and the air outlet end of the side defrost duct 731 are aligned and fitted together, with a sealing structure at their joint surface to prevent airflow leakage at the transition point and ensure effective airflow to the side windshield. This arrangement pre-integrates the air duct component with the A-pillar trim panel, and then allows for quick connection with the side defrost duct 731, eliminating the need for multiple assembly gaps and positioning structures required by traditional split air ducts.

[0175] Compared to the traditional structure where independent air ducts are installed separately inside the A-pillar trim panel and then assembled separately with the side defrosting air ducts, this embodiment effectively reduces the cross-sectional space occupied by the dashboard side through the integrated design of the air duct components and the A-pillar trim panel, while also reducing the number of air duct-related parts and assembly steps. The air duct components are directly supported and positioned by the A-pillar trim panel, which avoids interference between the air duct and the vehicle's wiring harness and internal dashboard structural components, and also improves the space utilization of the A-pillar area.

[0176] In this embodiment, the modular and compact design of the side defrosting duct is achieved through the integrated connection and cooperation of the side defrosting duct 731, the duct component, and the A-pillar trim panel. This structure, while ensuring smooth airflow to the side windshield and fulfilling the defrosting function, further simplifies the overall structure of the interior air duct, reduces component weight, lowers manufacturing and assembly costs, and balances multiple design requirements such as space optimization, structural integration, and functional realization.

[0177] Please refer to Figure 13In the existing technology, due to the limited installation space inside the dashboard, the air duct assembly 70 is usually directly suspended below the pipe beam 11 of the dashboard frame 10 or at the same horizontal height as the pipe beam 11. The air outlet of the air conditioning unit assembly 90 is connected to the air duct assembly 70 through an air guide structure. This arrangement causes the air duct assembly 70 to occupy the valuable space below the pipe beam 11, which cannot meet the requirement that the lowest position of the assembly in front of the pipe beam 11 and the attached wiring harness be higher than the pipe beam 11 in the completed vehicle state. This results in the main wiring harness 41 of the dashboard having to make a complex detour to avoid the air duct assembly 70, increasing the length of the wiring harness and the difficulty of the arrangement. At the same time, during the assembly of the dashboard assembly 1000, the air duct assembly 70 located below the pipe beam 11 can easily cause spatial interference to the installation of other components, reducing assembly efficiency. Moreover, due to the limited space below the pipe beam 11, it is difficult to arrange the fixing point of the air duct assembly 70. Long-term use is prone to shaking or abnormal noise, affecting the overall quality of the vehicle.

[0178] To solve the above problems, please refer to... Figure 14 In one embodiment, the dashboard assembly 1000 further includes a blower duct assembly 70, an air conditioning unit assembly 90, and an air guide bracket 100. The blower duct assembly 70 is disposed on the dashboard frame 10, the air conditioning unit assembly 90 is located below the blower duct assembly 70 and connected to the dashboard frame 10, and the air guide bracket 100 is disposed between the air conditioning unit assembly 90 and the blower duct assembly 70, and connects the air outlet of the air conditioning unit assembly 90 and the air inlet of the blower duct assembly 70.

[0179] The instrument panel frame 10 includes a pipe beam 11. Along the vertical direction, the lowest point of the blower assembly 70 is higher than the highest point of the main wiring harness 41 provided on the pipe beam 11 and the auxiliary support provided on the pipe beam 11. The air inlet of the electric air outlet housing 31 is connected to the air outlet of the blower assembly 70.

[0180] It should be noted that the specific structure of the blower assembly 70 in this embodiment can be referred to the blower assembly 70 described above.

[0181] The air conditioning unit assembly 90, as a core component for temperature regulation and airflow supply within the vehicle cabin, generates cool, warm, or natural air to provide a comfortable cabin environment for passengers. It adopts a modular design, integrating core components such as a compressor, evaporator, and condenser. Its compact structure fits the installation space within the dashboard, offering excellent sealing and heat dissipation performance for long-term stable operation. The air conditioning unit assembly 90 is securely connected to the dashboard frame 10 using bolts, clips, and other fixing methods. The connection position is designed to ensure stable installation of the air conditioning unit assembly 90, preventing loosening or displacement due to vehicle vibration, while also facilitating future inspection and maintenance.

[0182] The air duct assembly 70 is located on the instrument panel frame 10 and is connected to the instrument panel frame 10 through fasteners, brackets and other fixing structures. The installation position corresponds to the air outlet and defrost port of the instrument panel to ensure that the airflow can be smoothly delivered to the target area to achieve the corresponding ventilation function.

[0183] The air guide bracket 100 is located between the air conditioning unit assembly 90 and the air duct assembly 70, serving as an airflow transition and connection component between the two. It connects the air outlet of the air conditioning unit assembly 90 and the air inlet of the air duct assembly 70, ensuring that the airflow generated by the air conditioning unit assembly 90 can be smoothly and leak-free delivered to the air duct assembly 70, preventing airflow loss and ensuring airflow efficiency. The air guide bracket 100 can be made of flame-retardant modified polypropylene or PC / ABS alloy material through injection molding. The material has good high-temperature resistance and anti-aging properties, can withstand long-term temperature changes of air conditioning airflow, and is not prone to deformation or cracking. It also has sufficient structural strength to withstand airflow pressure and vehicle vibration.

[0184] The lowest point of the blower assembly 70 is higher than the highest point of the main wiring harness 41 and the auxiliary support on the pipe beam 11. In other words, the blower assembly 70 is entirely mounted above the pipe beam 11 and the main wiring harness 41 and auxiliary support, creating a vertical clearance space between the blower assembly 70 and the pipe beam 11. This spatial layout design breaks through the limitation of placing the blower assembly 70 below the pipe beam 11 in existing technologies, providing ample space for the arrangement of other components such as the main wiring harness 41 on the instrument panel, while also optimizing the internal assembly layout of the instrument panel. Specifically, the installation height of the air duct assembly 70 can be flexibly designed according to the height of the pipe beam 11 and the internal space of the dashboard, and is divided into two types: standard height arrangement and height-increased arrangement. The standard height arrangement can meet the space requirements of conventional models and ensure the connection between the air duct assembly 70 and the main body of the dashboard 20. The height-increased arrangement can further increase the clearance space between the air duct assembly 70 and the pipe beam 11, adapt to models with more wiring harnesses and complex pipelines, and improve the flexibility of wiring harness arrangement.

[0185] In this embodiment, by adopting a spatial layout structure in which the air duct assembly 70 is mounted above the pipe beam 11, the problems of complex wiring harness routing, limited assembly space, and easy interference caused by arranging the air duct assembly 70 below the pipe beam 11 in the prior art can be solved. Specifically, the air conditioning unit assembly 90 on the instrument panel frame 10 is connected to the air duct assembly 70 through the air guide bracket 100 to ensure normal airflow transmission. At the same time, the lowest point of the air duct assembly 70 is limited to be higher than the highest point of the main wiring harness 41 on the pipe beam 11 and the auxiliary bracket on the pipe beam 11, that is, a vertical clearance space is formed between the air duct assembly 70 and the pipe beam 11. This structure allows the main wiring harness 41 of the instrument panel to pass directly under the tube beam 11 without the need for complex routing to avoid the air duct assembly 70, effectively shortening the harness length and reducing the difficulty of layout. At the same time, moving the air duct assembly 70 to a position closer to the main body 20 of the instrument panel not only facilitates the installation and docking of the air guide bracket 100, but also effectively utilizes the internal height space of the instrument panel, avoiding assembly interference caused by the stacking of components under the tube beam 11, and significantly improving assembly efficiency and maintenance convenience.

[0186] Please see Figure 14 and Figure 15 In one embodiment, the air guide bracket 100 includes a connecting bracket 101 and a sealing sponge 102. The connecting bracket 101 is disposed between the air conditioning unit assembly 90 and the air blowing pipe assembly 70, and connects the air outlet of the air conditioning unit assembly 90 and the air inlet of the air blowing pipe assembly 70. The sealing sponge 102 is wrapped around the connection between the connecting bracket 101 and the air inlet of the air blowing pipe assembly 70.

[0187] It should be noted that the air guide bracket 100 includes a connecting bracket 101 and a sealing sponge 102. The two work together to achieve both the high-level arrangement of the air blowing duct assembly 70 and to ensure the airtightness of the airflow delivery. Among them, the connecting bracket 101, as the main structure of the air guide bracket 100, is made of modified engineering plastic with excellent rigidity and easy injection molding. The whole is in the form of a stepped or support-type protruding structure. It is located between the air conditioning unit assembly 90 and the blower duct assembly 70. It has a through air guide channel inside. The lower end is firmly connected to the air outlet of the air conditioning unit assembly 90, and the upper end is connected to the air inlet of the blower duct assembly 70. The core raises the blower duct assembly 70 as a whole through its own structural height, ensuring that the lowest point of the blower duct assembly 70 is higher than the highest point of the main wire harness 41 on the pipe beam 11 and the auxiliary bracket on the pipe beam 11. This provides sufficient operating space for the installation of various components of the instrument panel assembly 1000, and at the same time realizes the airflow conduction between the air conditioning unit assembly 90 and the blower duct assembly 70.

[0188] The sealing sponge 102 is made of flexible, high-resilience closed-cell foam sealing material. It has an overall ring or sheet structure and is tightly wrapped around the connection between the connecting bracket 101 and the air inlet of the blower assembly 70. It conforms to the contour of the connection surface of the two and can fully fill the tiny gaps at the connection. It also has good weather resistance and sealing performance and is not easy to fall off or fail to seal due to vehicle vibration or temperature difference.

[0189] In this embodiment, the air guide bracket 100, through the combined design of the connecting bracket 101 and the sealing sponge 102, not only utilizes the structural height of the connecting bracket 101 to achieve the high-level arrangement of the air blowing duct assembly 70, avoiding spatial interference from the pipe beam 11, thus significantly reducing the installation difficulty of the instrument panel assembly 1000 and improving assembly efficiency, but also fills the connection gap between the connecting bracket 101 and the air inlet of the air blowing duct assembly 70 through the wrapping and sealing effect of the sealing sponge 102, effectively preventing airflow leakage, reducing air volume loss, and reducing airflow noise.

[0190] Please refer to Figure 15 In one embodiment, the connecting bracket 101 has a hollow cylindrical structure with openings at both ends. The connecting bracket 101 includes a first connecting section 1011 and a second connecting section that are connected to each other. The first connecting section 1011 is connected to the air outlet of the air conditioning unit assembly 90, and the second connecting section is connected to the air inlet of the blower duct assembly 70. The central axis of the first connecting section 1011 and the central axis of the second connecting section are set at an angle.

[0191] It should be noted that the connecting bracket 101 includes a first connecting segment 1011 and a second connecting segment that are connected to each other. Both are integrally injection molded from the same material, resulting in a strong overall structure and preventing air leakage. Integral injection molding can be divided into two types: ordinary injection molding and two-color injection molding. Ordinary injection molding is a mature and low-cost process, suitable for the production of standard connecting brackets 101. Two-color injection molding allows the first connecting segment 1011 and the second connecting segment to use materials of different hardness. The first connecting segment 1011 uses a harder material to improve connection strength, while the second connecting segment uses a lower-hardness material to improve adhesion to the sealing sponge 102, meeting the needs of high-end vehicles.

[0192] The first connecting section 1011 connects to the air outlet of the air conditioning unit assembly 90, serving as the end of the connecting bracket 101 that mates with the air conditioning unit assembly 90. Its dimensions are adapted to the inner diameter of the air outlet of the air conditioning unit assembly 90 to ensure a tight connection. The structure of the first connecting section 1011 can be divided into two types: a straight-wall type and a stepped type. The straight-wall type is simple to process and easy to assemble, suitable for conventional docking scenarios. The stepped type has a positioning step, which can achieve positioning with the air outlet of the air conditioning unit assembly 90, avoid assembly misalignment, and improve the stability of the connection.

[0193] The second connecting section connects to the air inlet of the blower assembly 70. Its dimensions are compatible with the inner diameter of the air inlet of the blower assembly 70, and it also provides a support surface for the installation of the sealing sponge 102, ensuring that the sealing sponge 102 can be stably wrapped around the connection. The structure of the second connecting section can be divided into two types: a smooth connecting section and an anti-slip connecting section. The smooth connecting section facilitates the installation of the sealing sponge 102, while the anti-slip connecting section has annular anti-slip texture, which can increase the friction with the sealing sponge 102, prevent the sealing sponge 102 from shifting, and improve the sealing effect.

[0194] In this embodiment, the central axis of the first connecting section 1011 and the central axis of the second connecting section are set at an angle. This angle design is based on the internal spatial layout of the dashboard and the installation positions of the air conditioning unit assembly 90 and the air blower assembly 70. It enables the airflow of the air conditioning unit assembly 90 to be smoothly redirected, adapting to the air intake direction of the air blower assembly 70, avoiding excessive resistance to the airflow due to redirection, and optimizing the installation space of the connecting bracket 101 to avoid interference with surrounding components.

[0195] Please refer to Figure 15 In one embodiment, the outer peripheral wall of the first connecting section 1011 is provided with a plurality of buckles 1012, and the air outlet edge of the air conditioning unit assembly 90 is provided with a snap-fit ​​hole 81 that cooperates with the buckles 1012. The first connecting section 1011 is snapped into the snap-fit ​​hole 81 by the buckles 1012.

[0196] It should be noted that the clip 1012 serves as a quick-connect structure between the connecting bracket 101 and the air conditioning unit assembly 90. It enables the detachable snap-fit ​​connection between the first connecting section 1011 and the second connecting section, facilitating easy assembly without additional tools while ensuring connection stability. The clip 1012 can be integrally injection molded with the first connecting section 1011, made of an engineering plastic with a certain degree of elasticity. It can undergo slight elastic deformation under stress, facilitating its insertion into the snap-fit ​​hole 81 of the air conditioning unit assembly 90. Simultaneously, it possesses sufficient rigidity, preventing deformation or breakage after snap-fit, and can withstand vibrations and impacts during vehicle operation. The engineering plastic can be either nylon or polypropylene. Nylon offers good elasticity and high strength, suitable for scenarios requiring high performance from the clip 1012; polypropylene is low-cost and easy to process, suitable for conventional vehicle models.

[0197] The structure of the clip 1012 can be divided into two types: single-claw clip and double-claw clip. The single-claw clip structure 77 is simple and easy to process, suitable for scenarios with low connection strength requirements; the double-claw clip is symmetrically arranged, making the connection more stable and effectively preventing the clip 1012 from falling off, suitable for installation positions with greater vibration. Multiple clips 1012 are evenly distributed along the outer peripheral wall of the first connecting section 1011, ensuring that the force is even when the connecting bracket 101 and the air conditioning unit assembly 90 are mated, avoiding connection loosening caused by localized force concentration, and improving the stability and sealing of the connection.

[0198] The air outlet edge of the air conditioning unit assembly 90 is provided with snap-fit ​​holes 81 that mate with the clips 1012. The snap-fit ​​holes 81 are through holes that penetrate the edge of the air outlet. Their number and position correspond one-to-one with the clips 1012, and their size matches the shape of the clips 1012 to ensure that the clips 1012 can be smoothly inserted and securely engaged. The structure of the snap-fit ​​holes 81 can be divided into two types: circular snap-fit ​​holes 81 and rectangular snap-fit ​​holes 81. Circular snap-fit ​​holes 81 are simple to process and have strong adaptability; rectangular snap-fit ​​holes 81 have good positioning effect and can prevent the clips from rotating inside the snap-fit ​​holes 81.

[0199] The first connecting section 1011 is snapped into the snap-fit ​​hole 81 by the snap fastener 1012. During assembly, simply align the first connecting section 1011 with the air outlet of the air conditioning unit assembly 90 and gently press the connecting bracket 101. The snap fastener 1012 will elastically deform under the force and snap into the corresponding snap-fit ​​hole 81, thus quickly fixing the connecting bracket 101 to the air conditioning unit assembly 90. During disassembly, simply press the snap fastener 1012 gently to disengage it from the snap-fit ​​hole 81, and the connecting bracket 101 can be removed from the air conditioning unit assembly 90 for easy maintenance later.

[0200] Please refer to Figure 15 In one embodiment, the connecting bracket 101 further includes a first connecting mounting portion 1013 disposed on the first connecting section 1011, the first connecting mounting portion 1013 having a first connecting mounting hole; the air outlet edge of the air conditioning unit assembly 90 is provided with a second connecting mounting portion, the second connecting mounting portion having a second connecting mounting hole; the instrument panel sub-assembly mounting structure further includes a fastener, the locking end of the fastener passing through the first connecting mounting hole and locked in the second connecting mounting hole.

[0201] It should be noted that the first connecting mounting part 1013 can be integrally injection molded with the first connecting section 1011, which has high processing precision and reliable overall structural strength. The first connecting mounting part 1013 protrudes outward along the outer peripheral wall of the first connecting section 1011 and corresponds to the position of the second connecting mounting part at the edge of the air outlet of the air conditioning unit assembly. The two fit together to form a stable assembly reference, which can ensure the alignment of fasteners during installation and avoid assembly offset.

[0202] The first and second connecting mounting holes are coaxial through holes with diameters adapted to the fastener shank, ensuring smooth fastener insertion without causing the connecting bracket 101 to wobble due to excessive clearance. A ring-shaped reinforcing rib can be provided around the outer periphery of the first connecting mounting hole to enhance the local load-bearing capacity of the first connecting mounting portion 1013, preventing cracking due to excessive force during fastener tightening. The second connecting mounting portion can be thickened to increase the mating depth with the fastener, further improving locking reliability.

[0203] Fasteners can be selected from self-tapping screws, bolts, or locking pins, made of metal, and possess excellent locking strength and vibration fatigue resistance, capable of withstanding the bumps and impacts of long-term vehicle operation and preventing locking failure. Self-tapping screws do not require pre-machining of standard threads at the second connection mounting point, simplifying the assembly process and making them suitable for mass production scenarios; bolts offer stronger locking force and better stability when used with anti-loosening washers, making them suitable for high-end models requiring high installation firmness.

[0204] When the first connecting section 1011 is provided with a buckle 1012, the first connecting section 1011 first achieves quick pre-positioning with the buckle 1012 and the snap-fit ​​hole 81, and then the locking end of the fastener is passed through the first connecting mounting hole and locked in the second connecting mounting hole, forming a double fixing structure of buckle 1012 snap-fit ​​and fastener locking. This retains the advantages of buckle 1012 being easy to assemble and tool-free, and strengthens the connection strength through fasteners, effectively preventing the connecting bracket 101 from loosening, shifting or making abnormal noises during vehicle operation, and greatly improving the stability and sealing of the connection between the dashboard sub-assembly and the air conditioning box assembly 90.

[0205] During disassembly, first remove the fasteners from the first and second connecting mounting holes to release the rigid locking. Then, press the buckle 1012 to allow it to elastically deform and disengage from the snap-fit ​​hole 81, thus completely removing the connecting bracket 101. The double fixing structure improves connection reliability without increasing disassembly complexity, still meeting the needs for convenient maintenance and replacement in the future. Multiple sets of the first and second connecting mounting parts can be symmetrically arranged along the outer periphery of the first connecting section 1011, and staggered with the buckle 1012, so that the locking force is evenly applied to the edge of the air outlet of the air conditioning unit assembly 90, avoiding localized stress concentration and further optimizing the stress state of the installation structure.

[0206] In one embodiment, the outer peripheral wall of the second connecting segment is provided with annular ribs, the sealing sponge 102 is wrapped around the outer periphery of the second connecting segment, and the annular ribs are located inside the sealing sponge 102 to restrict the axial detachment of the sealing sponge 102.

[0207] It should be noted that the outer peripheral wall of the second connecting section is provided with an annular rib. The annular rib is integrally injection molded with the second connecting section and is made of the same material. It is arranged in a ring around the outer peripheral wall of the second connecting section and serves as a limit to prevent the axial detachment of the sealing sponge 102. The cross-section of the annular rib is semi-circular or rectangular, and the protrusion height is designed to effectively limit the sealing sponge 102 without affecting its installation and sealing effect.

[0208] The number of annular ribs can be set to one or more depending on the length of the sealing sponge 102, ensuring that the sealing sponge 102 does not shift in the axial direction. A single annular rib has a simple structure and is easy to process, suitable for short-length sealing sponges 102; multiple annular ribs can divide the sealing sponge 102 into multiple fixed areas, providing a more stable limiting effect, suitable for long-length sealing sponges 102, and further improving the fit between the sealing sponge 102 and the second connecting section.

[0209] In this embodiment, the sealing sponge 102 is wrapped around the outer periphery of the second connecting section, and the annular rib is located on the inner side of the sealing sponge 102. The annular rib can prevent the sealing sponge 102 from moving axially along the second connecting section, thus preventing the sealing sponge 102 from falling off due to vibration during vehicle operation, ensuring long-term stable sealing effect, and without affecting the elastic deformation and sealing performance of the sealing sponge 102.

[0210] Please refer to Figure 15 In one embodiment, the sealing sponge 102 is bonded and fixed to the outer periphery of the connecting bracket 101, and the sealing sponge 102 is configured to fit tightly against the inner wall of the air inlet of the air inlet of the air inlet of the air inlet assembly 70 when the connecting bracket 101 is inserted into the air inlet of the air inlet assembly 70.

[0211] It should be noted that the sealing sponge 102 can be bonded and fixed to the outer periphery of the connecting bracket 101 with high-adhesion double-sided adhesive. When the connecting bracket 101 is inserted into the air inlet of the air blower assembly 70, the sealing sponge 102 is squeezed by the inner wall of the air inlet and generates adaptive elastic compression, tightly adhering to the inner wall of the air inlet of the air blower assembly 70, forming a continuous and complete annular sealing structure, blocking the airflow leakage path. At the same time, it plays a buffering and vibration reduction role by relying on its own flexible characteristics, absorbing the vibration and impact generated during vehicle driving, avoiding rigid collision between the connecting bracket 101 and the air blower assembly 70, effectively reducing abnormal noise generated at the assembly position, and improving the NVH performance of the whole vehicle.

[0212] In addition, the thickness and width of the sealing sponge 102 can be flexibly adapted according to the outer circumference of the connecting bracket 101 and the inner diameter of the air inlet of the blower assembly 70 to ensure a reasonable amount of compression. This ensures both a good sealing fit and avoids excessive assembly resistance due to excessive compression, thus balancing sealing reliability and ease of assembly.

[0213] In this embodiment, the sealing sponge 102 has a simple bonding structure, requires no additional fasteners for fixation, has high assembly efficiency, and can effectively improve the sealing performance and assembly stability of the mating position between the connecting bracket 101 and the blower assembly 70.

[0214] Please refer to Figure 4 and Figure 15In one embodiment, the air duct assembly 70 includes a central air duct, a defrost duct, and two side air ducts. The air guide bracket 100 is provided with a first air outlet channel 103, a second air outlet channel 104, and two third air outlet channels 105. The first air outlet channel 103 connects the air inlet of the central air duct and the air outlet of the air conditioning unit assembly 90. The second air outlet channel 104 connects the air inlet of the defrost duct and the air outlet of the air conditioning unit assembly 90. The two third air outlet channels 105 respectively connect the air inlets of the two branch air ducts and the air outlets of the air conditioning unit assembly 90.

[0215] It should be noted that the air duct assembly 70 and the air guide bracket 100 adopt a multi-channel independent flow design, which can directionally distribute the airflow output by the air conditioning unit assembly 90 according to the vehicle's air outlet function requirements, so as to achieve independent air outlets for the central air outlet, windshield defrost, and left and right side air outlets without interference, thus meeting the air supply and defrosting needs of different areas of the driver and passengers.

[0216] The air guide bracket 100 can be an integral injection molded structure, with the first air outlet channel 103, the second air outlet channel 104 and the two third air outlet channels 105 being independently separated inside the air guide bracket 100.

[0217] The first air outlet duct 103 serves as the central air outlet passage, and its cross-section is adapted to the air inlet of the central air duct, ensuring stable airflow to the central air outlet area of ​​the dashboard, achieving directional airflow to the front face of the driver and passengers; the second air outlet duct 104 corresponds to the defrost duct, and its direction is arranged along the windshield of the vehicle, which can efficiently deliver airflow to the windshield defrost port, quickly remove frost and fog from the glass surface, and ensure clear driving visibility; the two third air outlet ducts 105 are symmetrically distributed around the center of the air guide bracket 100, and are respectively connected to the left and right side air ducts, achieving independent airflow to the left and right sides of the driver and passengers, improving the coverage and comfort of the vehicle's air conditioning.

[0218] In this embodiment, the air duct assembly 70 and the air guide bracket 100 are detachably connected. During assembly, each air duct is simply inserted into the air outlet channel of the air guide bracket 100. This makes disassembly and assembly convenient, which is beneficial for assembly on the vehicle assembly line and also facilitates pipeline inspection, component replacement and maintenance during later use.

[0219] Please see Figure 14 In one embodiment, a portion of the main wiring harness 41 extends along the dashboard frame 10 and is arranged behind the air conditioning unit assembly 90, bypassing the side of the air conditioning unit assembly 90.

[0220] It should be noted that the main wiring harness 41 is installed based on the instrument panel frame 10. Part of its structure extends from the pipe beam 11, bends gently along the side of the air conditioning unit assembly 90, and is neatly arranged on the side of the air conditioning unit assembly 90 facing the instrument panel body 20. It can be fixed to the side wall of the air conditioning unit assembly 90 by simple fasteners such as clips and cable ties to prevent the wiring harness from becoming loose and shaking, and at the same time, it does not interfere with components such as the blower duct assembly 70 and the air guide bracket 100.

[0221] The core of this arrangement is to move the main wiring harness 41 from the traditional side of the instrument panel body 20 and the area around the air duct assembly 70 to the side of the air conditioning unit assembly 90 facing the instrument panel body 20, avoiding the core arrangement area at the front of the instrument panel. This frees up sufficient space for the installation of the large screen and electric air outlet, without affecting the plug-in connection between the main wiring harness 41 and the stepper motor 33 interface, and without interfering with the normal operation of the air conditioning unit assembly 90 and the air duct assembly 70.

[0222] In this embodiment, by extending part of the main wiring harness 41 from the dashboard frame 10 and arranging it around the air conditioning unit assembly 90 on the side facing the dashboard body 20, the key arrangement area at the front of the dashboard is effectively avoided, the installation space for the large screen and electric air vents is successfully expanded, and the functional expandability and interior design flexibility of the dashboard assembly 1000 are improved.

[0223] Please refer to Figure 17 In one embodiment, the dashboard frame 10 includes a tube beam 11, which includes a main body section 111 on the driver's side and a curved section 112 on the passenger side. The curved section 112 bends upward relative to the main body section 111 and is raised in the vehicle height direction to form a clearance space below the curved section 112.

[0224] It should be noted that the tube beam 11 is typically made of hydroformed steel pipe or extruded aluminum alloy profile, possessing extremely high torsional stiffness and bending strength. The main body section extends horizontally along the vehicle's transverse direction, used to mount the steering column, instrument cluster, and related components on the driver's side. The curved section is located on the passenger side, formed into an upward-arching arc structure through die forming or tube bending processes. This design raises the curved section relative to the main body section in the Z-direction (vehicle height direction), thereby creating more ample clearance between the curved section and the vehicle floor or front bulkhead.

[0225] The overall layout of the tubular beam 11 adapts to the complex space allocation requirements within the cockpit. The main body section maintains a low installation position to meet the ergonomic requirements of the driver's side; while the upward-lifting curved section creates a clearance space below it that can effectively accommodate a large passenger-side storage box (glove box), air conditioning duct, or wiring harness routing structure. If a traditional straight beam design were used, the tubular beam 11 body would directly block the longitudinal arrangement space on the passenger side, limiting the depth of the storage box or the direction of the air duct. In addition, the curved transition design of the curved section acts as a mechanical reinforcement, more effectively dispersing the impact force from side collisions compared to a straight beam structure, thus improving the structural safety of the instrument panel frame 10 on the passenger side.

[0226] In this embodiment, by designing the tube beam 11 on the passenger side as an upwardly curved shape, additional arrangement space is created by utilizing the longitudinal height difference without increasing the overall thickness of the dashboard or encroaching on the passenger's legroom. This structure satisfies the functional requirements of the passenger side for large-capacity storage or complex component arrangement, while ensuring the structural strength and modal performance of the tube beam 11, achieving a balance between maximizing space utilization and optimizing structural performance.

[0227] In one embodiment, the instrument panel assembly 1000 further includes a bottom guard plate, which is disposed at the bottom of the instrument panel body 20 or the instrument panel frame 10.

[0228] The bottom guard plate is equipped with a claw structure, which connects the bottom guard plate to the instrument panel body 20 or the instrument panel frame 10; and / or

[0229] The bottom guard plate is provided with mounting holes, and the bottom guard plate is locked to the instrument panel body 20 or the instrument panel frame 10 by fasteners passing through the mounting holes.

[0230] It should be noted that the bottom guard plate is made of wear-resistant, anti-aging, and lightweight modified polypropylene engineering plastic, which is injection molded in one piece. The overall structure fits the outline of the bottom of the instrument panel body 20 or the instrument panel frame 10. It is flat or has an arc-shaped structure that fits the bottom surface. It can fully or partially cover the bottom area of ​​the installation part, and play a protective and tidying role.

[0231] The claw structure can be integrally molded with the underbody protection plate, and the material is consistent with the underbody protection plate. It is made of engineering plastic with a certain degree of elasticity. The overall shape is barbed or elastic buckle, and it is evenly arranged along the edge of the underbody protection plate or the corresponding installation position. It can be engaged with the pre-set slots 772 on the instrument panel body 20 or instrument panel frame 10. After being engaged, it relies on its own elasticity to achieve a stable limit, and it is not easy to fall off due to vehicle vibration. Moreover, it is easy to disassemble and assemble without additional tools.

[0232] The mounting holes are through-holes, located at the corresponding mounting positions on the bottom guard plate. The hole walls are neatly prepared to accommodate various fasteners. Fasteners can include plastic clips, metal bolts, etc., which pass through the mounting holes and lock into the threaded structure or fixing seat on the instrument panel body 20 or instrument panel frame 10, further enhancing the connection stability of the bottom guard plate. The bottom guard plate can be connected using a claw structure alone, or locked using fasteners alone, or a combination of both methods can be used to adapt to the stability requirements of different installation scenarios.

[0233] In this embodiment, the bottom guard plate is connected to the instrument panel body 20 or the instrument panel frame 10 through a claw structure and / or fasteners, which makes the assembly flexible and convenient, allowing for quick disassembly and assembly while ensuring a stable connection. The bottom guard plate can effectively protect the bottom and surrounding components of the instrument panel body 20 and the instrument panel frame 10, preventing dust and debris from entering the interior and avoiding damage to the bottom components due to external impact or wear.

[0234] In one embodiment, the electric air outlet housing 31 is provided with an air guiding structure, which includes a guide surface located on the air outlet path and is configured to guide the airflow upward; the electric air outlet housing 31 is also provided with a central trim strip, which is raised by a preset height relative to the air outlet plane.

[0235] It should be noted that the air guide structure and the electric air outlet housing 31 are integrally injection molded, and the material is consistent with that of the electric air outlet housing 31. The whole structure can be integrated into the air outlet path inside the electric air outlet housing 31 without occupying extra space or obstructing airflow. The guide surface is the core working surface of the air guide structure, which is a smooth arc or inclined surface structure that conforms to the direction of the air outlet path. Its inclined direction is adapted to guide the airflow upward, thereby achieving directional airflow guidance.

[0236] The central trim strip is made of a material that matches the vehicle's interior style. Options include textured modified plastic, metallic coating, or carbon fiber texture. It has a long, strip-like structure and is fitted into the central area of ​​the electric air vent housing 31. It is fixed to the electric air vent housing 31 via clips or an embedded structure, and after assembly, it blends smoothly with the surface of the electric air vent housing 31. The central trim strip is raised relative to the air vent plane, maintaining stability without additional support. This raised position creates a slight three-dimensional difference, neither obstructing the air vent passage nor hindering the creation of a unique visual layer.

[0237] In this embodiment, by setting an air guide structure with a guide surface inside the electric air vent housing 31, the airflow can be guided upward, optimizing the airflow direction, avoiding direct airflow onto the driver and passengers, improving the comfort of the airflow, and ensuring the smoothness of airflow delivery; the central trim strip is raised relative to the air vent plane, which not only enriches the three-dimensional sense of the interior in the air vent area and enhances the visual quality of the dashboard assembly 1000, but also provides some shielding for the connecting structure in the middle of the electric air vent housing 31, optimizing the appearance regularity.

[0238] Please see Figure 16 First, it should be noted that the dashboard assembly 1000 also includes a front bulkhead sheet metal 110. The front bulkhead sheet metal 110 is an important load-bearing component at the front of the vehicle, located below the dashboard frame 10. It is a key transition structure connecting the dashboard assembly 1000 to the vehicle body. As the core load-bearing component of the dashboard assembly 1000, the dashboard frame 10 is typically only initially connected to the front bulkhead sheet metal 110 via conventional connectors. This connection method has limited support rigidity in the vehicle height direction (Z-direction) and is difficult to effectively distribute various loads. Based on this, in one embodiment, the dashboard assembly 1000 also includes a Z-direction support portion 120. The Z-direction support portion 120 is connected between the dashboard frame 10 and the front bulkhead sheet metal 110, serving as an auxiliary rigid support structure for the core dashboard frame, and together with the dashboard frame 10, forms a three-dimensional load-bearing structure.

[0239] It should be noted that the Z-axis support 120 is made of high-strength metal (such as stamped steel) or high-rigidity engineering plastic, and its overall structure is plate-shaped or bracket-shaped, which can adapt to the narrow space at the bottom of the dashboard. One end of the Z-axis support 120 is fixedly connected to the bottom pre-set mounting plate of the dashboard frame 10 by bolts or welding, or is integrally formed with the dashboard frame 10 to ensure connection strength and structural coaxiality; the other end abuts against or is connected to the pre-set support position of the vehicle front sheet metal 110 by fasteners. This structure forms a continuous rigid support path in the vehicle height direction (Z-axis), which can effectively share the vertical load, inertial load and vibration load transmitted by the dashboard frame 10. By adding the Z-axis support 120, the displacement and sinking of the dashboard frame 10 relative to the front sheet metal 110 in the Z-axis direction are fundamentally limited, significantly improving the overall structural rigidity and modal frequency of the dashboard frame 10 assembly. This avoids problems such as sinking, shaking, and resonance noise of the dashboard under long-term vehicle vibration, emergency braking, or bumpy conditions, and provides a stable installation foundation for the dashboard body 20, interior trim, and functional components.

[0240] The dashboard body 20 serves as the foundation for the appearance and function of the dashboard assembly 1000. Its driver-side corresponding area includes the driver-side airbag deployment area, a crucial component of the driver's side cabin interior and directly related to the passive safety of occupants. Traditionally, trim pieces in this area are connected using ordinary clips, which pose a risk of detachment during airbag deployment. Therefore, in one embodiment, the dashboard assembly 1000 also includes a lower left dashboard trim panel. This lower left trim panel is located on the dashboard body 20 within the driver-side airbag deployment area. As a critical safety component of the driver's side cabin interior, the lower left trim panel has anti-detachment hooks on its back.

[0241] It should be noted that the anti-detachment hook is specifically a C-shaped or L-shaped hook structure, integrally injection molded using the same engineering plastic material (such as PP or ABS) as the lower left trim panel of the instrument panel, requiring no additional assembly process and ensuring structural consistency and strength. The C-shaped hook extends from the back of the trim panel towards the instrument panel frame 10, and its hook has a pre-set buckle feature, which can form a pre-assembly positioning with the reinforcing ribs or edge structural parts of the instrument panel frame 10. When the vehicle collides and the driver's side airbag deploys, generating a huge impact thrust, the lower left trim panel of the instrument panel is compressed and displaced outward. At this time, the hook of the C-shaped hook immediately hooks and locks the corresponding structure of the instrument panel frame 10, forming a mechanical anti-detachment locking structure. This structure effectively solves the problems of traditional buckles being prone to breakage and failure under airbag impact, and trim panels flying off and injuring people, significantly improving the passive safety performance of the instrument panel assembly 1000 and ensuring the safety of passengers.

[0242] The passenger-side area of ​​the dashboard main body 20 has decorative and protective structures. This area is close to the passenger-side airbag deployment path and needs to maintain the aesthetics of the interior, so it is usually equipped with trim strips. However, traditional long and thin trim strips are mostly fixed with ordinary clips, which are prone to loosening and flying off during airbag deployment or vehicle collision. Based on this, in one embodiment, the dashboard assembly 1000 also includes a passenger-side trim strip, which is a long and thin soft-pack structure, and the back of the passenger-side trim strip is equipped with anti-fly-off hooks.

[0243] It should be noted that the passenger-side trim strip includes a base layer and a covering layer. At least two anti-flyaway hooks are provided, embedded or heat-fused to the back of the base layer and inserted into the mounting groove inside the dashboard body 20. The hook of the anti-flyaway hook has elastic barbs that engage with the slot 772 within the mounting groove. Due to the lightweight and weak rigidity of the long, thin soft-pack structure, and its location near the passenger-side airbag deployment path, the anti-flyaway hooks are configured to provide a pull-out force far greater than ordinary clips in the event of airbag deployment impact or vehicle collision, preventing the passenger-side trim strip from loosening, flipping, or flying off, thus ensuring the connection reliability of the interior components under extreme conditions.

[0244] The front of the dashboard body 20 is the core area for the driver to obtain vehicle information. It typically houses a combination instrument cluster to display key data such as vehicle speed and engine speed. Traditional combination instruments often use an overlapping installation method, resulting in noticeable gaps between the cluster and the dashboard body 20, affecting the interior's refined feel. Therefore, in one embodiment, the dashboard body 20 is provided with a floating island structure for mounting the combination instrument cluster, with the cluster and the floating island structure using an embedded fit.

[0245] It should be noted that the outer edge of the instrument cluster features an inwardly tapering stepped insert, and the floating island structure has a corresponding stepped recess. During assembly, the instrument cluster is axially inserted into the recess, so that the seam between the two is formed on the inner wall of the recess, rather than being directly exposed on the front surface of the dashboard. From the driver's and passenger's normal line of sight, this seam is concealed or minimized by the edge of the floating island structure. This embedded structure avoids the wide and uneven gaps produced by traditional overlapping installations, significantly improving the visual integrity and interior refinement of the front of the dashboard.

[0246] The decorative area of ​​the dashboard assembly 1000 is a key part of enhancing the interior's quality and aesthetics. It is typically decorated with high-end materials such as genuine wood trim. However, traditional large-area, one-piece genuine wood trim not only consumes a large amount of raw materials and has high manufacturing costs, but also presents challenges in adapting to complex curved surfaces. Therefore, in one embodiment, the decorative area of ​​the dashboard assembly 1000 features genuine wood trim, comprising a first split trim panel and a second split trim panel. The first and second split trim panels are positioned on either side of the vehicle screen, with the central area obscured by the vehicle screen and devoid of genuine wood material. The first and second split trim panels work together to form a complete decorative surface.

[0247] It should be noted that the real wood trim adopts a segmented, concealed design, which means that the original large-area, one-piece real wood trim is split into two independent components. The middle area is replaced by a vehicle screen, and no real wood material is used. This design is based on the surface shape of the dashboard, the direction of the wood grain, and the placement of the vehicle screen. While retaining the decorative effect of real wood, it significantly reduces the amount of real wood raw materials used, reducing the raw material loss and processing waste caused by the low yield rate of large-size, single-piece real wood panels, and effectively reducing manufacturing costs. In addition, the segmented structure is easier to adapt to the complex curved shape of the dashboard, improving the fit between the real wood trim and the substrate and the assembly yield rate.

[0248] As a high-end decorative component, real wood veneer is prone to edge warping due to its material properties, which can occur during use due to factors such as internal stress release and temperature and humidity changes. This can lead to uneven gaps between the veneer and surrounding components, affecting aesthetics and assembly stability. Therefore, in one embodiment, a lateral locking structure is provided in the warping-prone area of ​​the real wood veneer. The lateral locking structure includes a lateral threaded hole at the base of the real wood veneer and a matching lateral screw.

[0249] It should be noted that real wood veneer is prone to edge warping due to internal stress release caused by its material properties. In this embodiment, lateral mounting holes are provided on the root side of easily warped areas (such as corners or long side ends), and metal nuts are inserted or self-tapping threads are formed. Lateral screws are locked from the side of the veneer to the lateral support of the dashboard frame 10. This structure utilizes lateral locking force to rigidly constrain the edges of the real wood veneer, and is configured to solve the problem of edge warping caused by temperature and humidity changes in large-sized real wood veneer, ensuring a smooth fit and uniform gap between the real wood veneer and surrounding components.

[0250] The dashboard assembly 1000 typically features a long, thin covering to cover certain areas of the dashboard and enhance interior quality and comfort. However, due to their large aspect ratio, these long, thin coverings lack sufficient rigidity and are prone to resonance noise and surface bulging during vehicle vibrations. Therefore, in one embodiment, the dashboard assembly 1000 further includes a long, thin covering, with Velcro fasteners on its inner side.

[0251] It should be noted that long, thin cladding components often suffer from insufficient rigidity due to their large aspect ratio. This embodiment first changes the base material, selecting a composite material (such as glass fiber reinforced PP) with a higher elastic modulus than ordinary PP or ABS to improve its bending stiffness. Secondly, a Velcro structure is added to the non-visible area inside the cladding component. The hook side of the Velcro is fixed to the back of the cladding component, while the rough side is fixed to the dashboard body 20. During assembly, the two are pressed together, providing evenly distributed adhesion and support. This design is configured to improve the overall installation rigidity of long, thin cladding components, preventing resonance noise or surface bulging during vehicle vibrations, and ensuring the flatness of the cladding component surface.

[0252] The air vent assembly 30 is a crucial functional component of the dashboard assembly 1000, used to regulate airflow within the vehicle. Its central air vent area typically features a trim strip to enhance visual appeal; however, with traditional trim strips, the seams between components are easily exposed in the driver's field of vision, affecting the overall cleanliness. Therefore, in one embodiment, the central air vent area of ​​the air vent assembly 30 features a high-gloss trim strip. It should be noted that the high-gloss trim strip is located on the edge of the blades or outer frame of the central air vent, and the seams between the various components of the air vent are configured to face upwards. Specifically, by adjusting the angle of the mating surfaces of the air vent housing and the trim strip, the seam line is located above or concealed on the inner side of the trim strip. In this embodiment, this design avoids the seam line being directly exposed in the driver's field of vision. Combined with the miniaturized high-gloss trim strip, it adds visual appeal while ensuring the overall cleanliness and uniformity of the air vent's appearance.

[0253] The dashboard frame 10 is a crucial mounting platform for the passenger-side head airbag (PAB). The PAB mounting point is typically located in a pre-defined area of ​​the dashboard frame 10. However, in traditional designs, this area lacks a dedicated tool clearance structure, requiring tools to be forcibly twisted within a confined space during PAB assembly, resulting in poor assembly convenience and low efficiency. Therefore, in one embodiment, a tool clearance hole is provided on the dashboard frame 10 at the location corresponding to the passenger-side head airbag (PAB) mounting point.

[0254] It should be noted that the tool clearance hole is located in a pre-defined area of ​​the instrument frame, and its diameter (e.g., φ50mm) is configured to allow the nozzle of a pneumatic or electric installation tool to pass freely. Simultaneously, the PAB mounting point is designed with the tool operating direction tilted horizontally downwards at a pre-defined angle (e.g., 10°-20°). This design allows assembly tools to smoothly pass through the frame openings and tighten the PAB fixing bolts at a comfortable angle, avoiding the problem of tools needing to be forcibly twisted in confined spaces in traditional structures. This significantly improves the ease and efficiency of PAB assembly, while also facilitating subsequent disassembly and maintenance.

[0255] The PAB airbag support is a key component of the PAB system. It is connected to the dashboard body 20 via a hinge structure. When the airbag deploys, the hinge needs to drive the airbag support cover to open along a predetermined trajectory. However, traditional hinge structures are prone to root breakage and failure under the enormous impact force at the moment of airbag deployment, affecting the reliability of the PAB system. Based on this, in one embodiment, the hinge structure connects the airbag support cover and the dashboard body 20. The hinge structure adopts a design with two rounded corners at the rotational connection, and a straight section is retained between the two rounded corners.

[0256] This design ensures sufficient flexibility in the hinge's rotational travel while utilizing a straight section structure to increase the flexural modulus at the hinge root, thereby enhancing its bending strength. This prevents unexpected root breakage or failure of the hinge due to the instantaneous, enormous impact force during airbag deployment, ensuring the airbag cover opens smoothly along the predetermined trajectory and guaranteeing the reliability of the PAB system.

[0257] The glove box is a common storage component in the instrument panel assembly 1000. The glove box button cover is used to conceal buttons and improve the glove box's appearance. It is connected to the glove box body by a retaining rib. However, traditional button covers have insufficient overlap and inadequate locking depth of the retaining rib, making them prone to loosening and falling off during frequent pressing. Therefore, in one embodiment, the instrument panel assembly 1000 also includes a glove box button cover, with an anti-fall-off retaining rib on the back.

[0258] It should be noted that the anti-detachment retaining rib is specifically achieved by increasing the overlap of the rib on the back of the button cover. That is, the depth of the retaining rib's snap-fit ​​is increased, increasing its contact area and engagement depth with the mating hole in the glove box body. This design is configured to increase the pull-out force of the button cover during frequent pressing operations, ensuring it maintains a stable connection and preventing it from loosening, detaching, or being lost, thus improving the reliability of glove box operation.

[0259] A thin, elongated instrument panel trim strip is typically provided on the dashboard body 20 to separate the dashboard area and enhance the interior's sense of layering. This trim strip is much longer than it is wide, and its rigidity is relatively weak, making it prone to warping and poor fit with the dashboard body 20. Therefore, in one embodiment, the dashboard body 20 is provided with a thin, elongated instrument panel trim strip, and the back of the trim strip has multiple miniaturized claws.

[0260] It should be noted that the slender instrument panel trim differs from the aforementioned decorative panel 60 at the air vent. It is an independently designed elongated decorative piece, with a length significantly greater than its width. The height of the miniaturized claws can be set at approximately 5mm to accommodate narrow installation spaces. Multiple claws are spaced apart along the length of the slender instrument panel trim, with a distance of approximately 50mm between adjacent claws, and the outermost claw being less than 15mm from its end. This structure is configured to overcome the problems of weak rigidity and warping of slender components. The densely packed claws, with their close proximity at the ends, provide uniform clamping force, ensuring a tight fit between the trim and the instrument panel body 20 along its entire length, with smooth edges that are less prone to warping.

[0261] In one embodiment, the electric air vent housing is provided with an air guiding structure, which includes a guide surface located on the air outlet path. The guide surface is configured to guide the airflow toward the driver's seat or the passenger seat. The electric air vent housing is also provided with a central trim strip, which is raised by a preset height relative to the air vent plane.

[0262] It should be noted that the central trim strip differs from the slender instrument trim strip on the main dashboard 20 and the decorative panel 60 at the air vents. It is an independently designed decorative structure for the electric air vent area. By raising it to a predetermined height relative to the air vent plane, it creates a three-dimensional visual effect, enhancing the interior's sense of layering and refinement. The guide surface of the air guiding structure is integrally formed along the internal airflow path of the electric air vent, and its guiding angle is adapted to the airflow angles of the driver and passenger seats. This structure is configured to balance the interior's aesthetic appeal with airflow guidance performance. The shaped guide surface ensures that airflow is directed to the passenger area, avoiding issues of airflow dispersion and unclear direction. Simultaneously, the raised central trim strip optimizes the appearance of the air vents, enhancing the overall refinement and cohesion of the vehicle's interior.

[0263] The present invention also provides a vehicle, including an instrument panel assembly 1000. The specific structure of the instrument panel assembly 1000 is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. It should be noted that the vehicle includes, but is not limited to, various motor vehicles equipped with the instrument panel assembly 1000, such as passenger cars (sedans, SUVs, MPVs, crossovers, etc.) and commercial vehicles, without limiting specific models, brands, or power types (fuel, hybrid, pure electric, etc.).

[0264] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. An instrument panel assembly, characterized in that, include: An instrument panel frame, on which tubular beams are provided; The instrument panel body is located on the instrument panel frame, and the front panel of the instrument panel body is located on the front side of the instrument panel frame; the front panel of the instrument panel body has a mounting hole that runs through the front and rear directions, and the front panel of the instrument panel body has a first connecting part. An air outlet assembly, comprising a motorized air outlet housing, a second connecting portion, and at least one stepper motor; a portion of the motorized air outlet housing is embedded in a mounting hole; the second connecting portion is disposed in the motorized air outlet housing; the first connecting portion and the second connecting portion are detachably connected; at least one stepper motor is disposed in the motorized air outlet housing, and the stepper motor is provided with a motor interface; and Instrument panel wiring harness, the instrument panel wiring harness is located on the pipe beam, the instrument panel wiring harness includes at least one main wiring harness, the plug connector of the main wiring harness is plugged into and cooperates with the motor interface; The front side of the instrument panel frame is the side of the instrument panel assembly facing the cockpit.

2. The instrument panel assembly as described in claim 1, characterized in that, The first connecting part is a first connecting hole provided on the main body of the instrument panel; The second connection part is a second connection hole provided in the electric air outlet housing; The instrument panel assembly also includes a first locking member, the locking end of which passes through the second connecting hole and is locked in the first connecting hole.

3. The instrument panel assembly as described in claim 2, characterized in that, The instrument panel assembly also includes a decorative panel, which is located on the side of the electric air outlet housing opposite to the main body of the instrument panel. The decorative panel covers at least part of the structure of the electric air outlet housing to conceal the first locking member. The decorative panel on the side facing away from the main body of the instrument panel and the electric air outlet housing on the side facing away from the main body of the instrument panel together form the styling surface.

4. The instrument panel assembly as described in claim 3, characterized in that, The electric air outlet housing has a plug slot on the side opposite to the main body of the instrument panel; The decorative panel has a plug-in part on the side facing the electric air outlet housing, and the plug-in part is embedded in the plug-in groove.

5. The instrument panel assembly as described in claim 1, characterized in that, The instrument panel assembly also includes a blower assembly mounted on the instrument panel frame. The blower assembly includes a central blower duct body, branch blower duct bodies, and a defrost duct body, all of which are independently mounted. The branch blower duct bodies and the defrost duct bodies are detachably connected to the central blower duct body. The air inlet of the electric air outlet housing corresponds to the air outlet of the central blowing air duct body or the air outlet of the branch blowing air duct body.

6. The instrument panel assembly as described in claim 5, characterized in that, The instrument panel assembly also includes an instrument panel, which is located on the instrument panel frame and covers the air blower assembly.

7. The instrument panel assembly as described in claim 6, characterized in that, The defrosting duct body includes a front defrosting duct; the dashboard assembly also includes a lower trim panel and an upper trim panel, the lower trim panel is located above the front defrosting duct and covers the air outlet of the defrosting duct body; the upper trim panel is located on the side of the lower trim panel away from the defrosting duct body, and a defrosting outlet facing the vehicle's windshield is formed between the upper trim panel and the lower trim panel; The lower trim panel extends in the left and right direction, and the surface inclination angle of the central area of ​​the lower trim panel is greater than the surface inclination angle of the left and right side areas of the lower trim panel. The two side edges of the lower trim panel are connected and transitioned with the inner edges of the interior trim panels of the two doors of the vehicle.

8. The instrument panel assembly as described in claim 6, characterized in that, The instrument panel has a snap-fit ​​hole on the side near the blower duct assembly; the defrost duct body includes a front defrost duct. The instrument panel assembly also includes a fastener, which includes a fastener base and a flexible fastener arm. The fastener base is located on the upper top wall of the front defrost duct, and the flexible fastener arm extends from the fastener base toward the instrument panel and engages with the fastener hole.

9. The instrument panel assembly as described in claim 5, characterized in that, The central air duct body includes two central air ducts, a connecting part, and a water absorption component. The connecting part is located between the two central air ducts. The upper top wall of the connecting part has a recess, and a drain hole is provided at the lowest point of the recess. The water absorption component is attached to the bottom of the drain hole.

10. The instrument panel assembly as described in claim 5, characterized in that, Of the central blowing air duct body, the branch blowing air duct body, and the defrosting air duct body, at least one of them has a plurality of raised rib structures on its upper top wall, and the plurality of rib structures are distributed in a grid pattern.

11. The instrument panel assembly as described in claim 5, characterized in that, The defrosting duct body includes a side defrosting duct; the side defrosting duct has a groove structure that opens toward the A-pillar trim panel of the vehicle, and the A-pillar trim panel covers the open side of the groove structure to enclose and form a ventilation channel. An opening is provided on the A-pillar trim panel, which forms the air outlet of the ventilation duct and is positioned towards the side windshield of the vehicle; the air inlet of the ventilation duct is connected to the air outlet of the air blower assembly to guide the airflow to the side windshield of the vehicle.

12. The instrument panel assembly as claimed in claim 1, characterized in that, The instrument panel assembly also includes a blower duct assembly, an air conditioning unit assembly, and an air guide bracket. The blower duct assembly is located on the instrument panel frame, the air conditioning unit assembly is located below the blower duct assembly and connected to the instrument panel frame, and the air guide bracket is located between the air conditioning unit assembly and the blower duct assembly, and connects the air outlet of the air conditioning unit assembly and the air inlet of the blower duct assembly. In the vertical direction, the lowest point of the blower assembly is higher than the highest point of the main wiring harness provided on the pipe beam and the auxiliary support provided on the pipe beam, and the air inlet of the electric air outlet housing is connected to the air outlet of the blower assembly.

13. The instrument panel assembly as described in claim 12, characterized in that, The air guide bracket includes a connecting bracket and a sealing sponge. The connecting bracket is located between the air conditioning unit assembly and the air blowing pipe assembly, and connects the air outlet of the air conditioning unit assembly and the air inlet of the air blowing pipe assembly. The sealing sponge is wrapped around the connection between the connecting bracket and the air inlet of the air blowing pipe assembly.

14. The instrument panel assembly as described in claim 12, characterized in that, A portion of the main wiring harness extends along the dashboard frame and is positioned behind the air conditioning unit assembly, bypassing its side.

15. The instrument panel assembly as described in any one of claims 1 to 14, characterized in that, The tubular beam includes a main section on the driver's side and a curved section on the passenger side. The curved section bends upward relative to the main section and is raised along the height direction of the vehicle to create a clearance space below the curved section.

16. The instrument panel assembly as claimed in any one of claims 1 to 14, characterized in that, The instrument panel assembly also includes a bottom guard plate, which is located at the bottom of the instrument panel body or the instrument panel frame; The bottom protective plate is provided with a claw structure, and the bottom protective plate is connected to the instrument panel body or the instrument panel frame through the claw structure; and / or The bottom protective plate is provided with mounting holes, and the bottom protective plate is locked to the instrument panel body or the instrument panel frame by fasteners passing through the mounting holes.

17. A vehicle, characterized in that, Includes the instrument panel assembly as described in any one of claims 1 to 16.

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