Instrument crossbeam assembly and vehicle

Abstract

The application discloses an instrument cross beam assembly and a vehicle, and relates to the technical field of vehicle structures. The instrument cross beam assembly comprises: an instrument cross beam body extending in a first direction; two A-pillar connecting assemblies connected to the two ends of the instrument cross beam body; a floor connecting assembly located between the two A-pillar connecting assemblies in the first direction, and connected to the instrument cross beam body; and a front apron connecting support located between the floor connecting assembly and one A-pillar connecting assembly in the first direction, and connected to the instrument cross beam body. The front apron connecting support has three mounting points, one of which is located at the overlapping position of the front apron connecting support and the instrument cross beam body, and the lines connecting any two of the three mounting points form a triangle. Thus, by arranging three mounting points on the front apron connecting support and arranging the lines connecting any two of the three mounting points to form a triangle, the rigidity of the front apron, the high instrument cross beam assembly and the connection between the high instrument cross beam assembly and the front apron can be improved, so that the risk of steering wheel shaking can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle frame technology, and in particular to an instrument beam assembly and a vehicle. Background Technology

[0002] As a key component connecting the instrument panel assembly and the body-in-white, the instrument panel crossbeam assembly not only undertakes multiple functions such as structural support, safety protection, NVH performance optimization and body-in-white stiffness enhancement, but also provides an installation basis for the steering system.

[0003] The vibration characteristics of the steering system are closely related to the structural performance of the instrument beam assembly. However, due to insufficient structural design of the instrument beam assembly itself, existing instrument beam assemblies are unable to effectively meet the requirements of steering system vibration control, and generally suffer from significant vibration, which has become an important factor restricting the improvement of vehicle ride quality. Summary of the Invention

[0004] The main objective of this application is to provide an instrument beam assembly and vehicle, which aims to solve the aforementioned technical problems existing in the prior art.

[0005] To address the aforementioned issues, this application provides an instrument panel crossbeam assembly, comprising an instrument panel crossbeam body, two A-pillar connecting assemblies, a floor connecting assembly, and a front bulkhead connecting bracket. The instrument panel crossbeam body extends along a first direction; the two A-pillar connecting assemblies are connected to both ends of the instrument panel crossbeam body in the first direction; the floor connecting assembly is located between the two A-pillar connecting assemblies in the first direction and is connected to the instrument panel crossbeam body, serving as a connection to the vehicle floor; the front bulkhead connecting bracket is located between the floor connecting assembly and one A-pillar connecting assembly in the first direction and is connected to the instrument panel crossbeam body. The front bulkhead connecting bracket has three mounting points, one of which is located at the overlap between the front bulkhead connecting bracket and the instrument panel crossbeam body, and the lines connecting any two of the three mounting points form a triangle.

[0006] In some embodiments, the front bulkhead connecting bracket includes an upper mounting bracket and two side mounting arms. The upper mounting bracket is connected to the instrument crossbeam body, and the two side mounting arms are connected to both sides of the upper mounting bracket in a first direction. The upper mounting bracket and the two side mounting arms extend toward one side of the instrument crossbeam body in a second direction. The three mounting points are respectively located at the ends of the upper mounting bracket and the two side mounting arms away from the instrument crossbeam body, and are arranged to intersect in the first direction and the second direction.

[0007] In some embodiments, each side mounting arm has two fixed points, each fixed point being used to connect to the upper mounting bracket. The two fixed points and one mounting point of a side mounting arm are spaced apart in pairs in the second direction and the third direction, and the mounting point is lower than the fixed point in the third direction. The first direction, the second direction and the third direction intersect each other in pairs.

[0008] In some embodiments, the floor connection assembly includes two floor connection arms and a floor connection bracket. The two floor connection arms are spaced apart in a first direction. One end of each floor connection arm is connected to the instrument beam body in a third direction, and the other end is connected to a floor connection bracket. The two floor connection brackets are connected to the vehicle floor in the first direction.

[0009] In some embodiments, the instrument crossbeam assembly includes a first mounting crossbeam and a second mounting crossbeam, the first mounting crossbeam, the second mounting crossbeam and the instrument crossbeam body are spaced apart in pairs in a third direction, and the first mounting crossbeam and the second mounting crossbeam are connected between two floor connecting arms.

[0010] In some embodiments, the instrument crossbeam assembly includes a third mounting crossbeam, which is spaced apart from the instrument crossbeam body in a third direction, and the two ends of the third mounting crossbeam in a first direction are respectively connected to a floor connecting arm and an A-pillar connecting assembly away from the front bulkhead connecting bracket.

[0011] In some embodiments, the instrument crossbeam body includes three aluminum alloy parts and two first plastic parts, which are alternately connected in a first direction, and one aluminum alloy part is connected to each of the two A-pillar connecting assemblies on opposite sides.

[0012] In some embodiments, the two floor connecting arms are two second plastic parts, the first mounting beam is a third plastic part, and the second mounting beam is a fourth plastic part.

[0013] In some embodiments, two second plastic parts are respectively connected to a first plastic part in a third-party direction.

[0014] To address the aforementioned problems, this application provides a vehicle that includes the aforementioned instrument beam assembly.

[0015] Compared with the prior art, the instrument crossbeam assembly provided in this application includes an instrument crossbeam body, two A-pillar connecting assemblies, a floor connecting assembly, and a front bulkhead connecting bracket. The instrument crossbeam body extends along a first direction; the two A-pillar connecting assemblies are connected to both ends of the instrument crossbeam body in the first direction; the floor connecting assembly is located between the two A-pillar connecting assemblies in the first direction and is connected to the instrument crossbeam body, and is used to connect to the vehicle floor; the front bulkhead connecting bracket is located between the floor connecting assembly and one A-pillar connecting assembly in the first direction and is connected to the instrument crossbeam body. The front bulkhead connecting bracket has three mounting points, one of which is located at the overlapping position of the front bulkhead connecting bracket and the instrument crossbeam body, and the lines connecting any two of the three mounting points form a triangle.

[0016] Through the above implementation method, by setting three mounting points on the front bulkhead connecting bracket, with each pair of points forming a triangle, a stable triangular support structure is created between the instrument panel crossbeam assembly and the front bulkhead. This significantly improves the stiffness of the connection, reducing deformation and stress concentration. This triangular layout results in a more uniform load distribution, further enhancing the overall structural stiffness of the instrument panel crossbeam, thereby increasing the modal frequency of the steering system. This allows the steering system to avoid common excitation source frequencies, reducing the risk of steering wheel vibration. Furthermore, one of the three mounting points is located at the overlap between the front bulkhead connecting bracket and the instrument panel crossbeam body, which helps to shorten the cantilever length. The triangular support structure also provides additional structural support to the front bulkhead, improving its local stiffness and reducing the risk of low-to-mid-frequency road noise caused by insufficient front bulkhead stiffness. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a first-view structural schematic diagram of an embodiment of the instrument beam assembly provided in this application; Figure 2 This is a second-view structural schematic diagram of an embodiment of the instrument beam assembly provided in this application; Figure 3 yes Figure 2 The diagram shows an enlarged structural schematic of the instrument beam assembly at point n (dashed box). Figure 4 yes Figure 1 The diagram shows an enlarged structural schematic of the instrument beam assembly at point k (dashed box). Figure 5 yes Figure 1 The enlarged structural schematic diagram of the instrument beam assembly shown at the dashed box j; Figure 6 yes Figure 1 The diagram shows an enlarged structural schematic of the instrument beam assembly at point m (the point indicated by the dashed box).

[0019] Icon labels: Instrument beam assembly 10; Instrument beam body 100; Aluminum alloy part 110; First plastic part 120; A-pillar connection assembly 200; Floor connection assembly 300; Floor connection arm 310; Second plastic part 311; Floor connection bracket 320; Front bulkhead connection bracket 400; Mounting point 410; Upper mounting bracket 420; Side mounting arm 430; Fixing point 431; First mounting beam 510; Third plastic part 511; Second mounting beam 520; Fourth plastic part 521; Third mounting beam 530; First direction X; Second direction Y; Third direction Z. Detailed Implementation

[0020] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0022] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly indicating the number, specific order, or primary and secondary relationship of the indicated technical features.

[0023] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0024] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0025] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0026] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0027] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0028] As a key component connecting the instrument panel assembly and the body-in-white, the instrument panel crossbeam assembly not only undertakes multiple functions such as structural support, safety protection, NVH performance optimization, and body-in-white rigidity enhancement, but also provides the mounting base for the steering system. The vibration characteristics of the steering system are closely related to the structural performance of the instrument panel crossbeam assembly. However, due to limitations in its own structural design, existing instrument panel crossbeam assemblies struggle to effectively meet the vibration control requirements of the steering system, generally exhibiting significant vibration issues. This has become a major factor restricting the improvement of vehicle ride quality.

[0029] To address the related technical problems, this application provides a vehicle that includes the instrument beam assembly described below.

[0030] To address the related technical problems, this application also provides an instrument beam assembly, for details please refer to [link / reference needed]. Figures 1 to 3, Figure 1 This is a first-view structural schematic diagram of an embodiment of the instrument beam assembly provided in this application. Figure 2 This is a second-view structural schematic diagram of an embodiment of the instrument beam assembly provided in this application. Figure 3 yes Figure 2 The diagram shows an enlarged structural schematic of the instrument beam assembly at point n (dashed box).

[0031] The instrument panel crossbeam assembly 10 includes an instrument panel crossbeam body 100, two A-pillar connecting assemblies 200, a floor connecting assembly 300, and a front bulkhead connecting bracket 400. The instrument panel crossbeam body 100 extends along a first direction X. The two A-pillar connecting assemblies 200 are connected to both ends of the instrument panel crossbeam body 100 in the first direction X. The floor connecting assembly 300 is located between the two A-pillar connecting assemblies 200 in the first direction X and is connected to the instrument panel crossbeam body 100. The floor connecting assembly 300 is used to connect to the vehicle floor. The front bulkhead connecting bracket 400 is located between the floor connecting assembly 300 and one A-pillar connecting assembly 200 in the first direction X and is connected to the instrument panel crossbeam body 100. The front bulkhead connecting bracket 400 has three mounting points 410, one of which is located at the overlapping position of the front bulkhead connecting bracket 400 and the instrument panel crossbeam body 100. The lines connecting any two mounting points 410 form a triangle.

[0032] The instrument panel crossbeam body 100 is a core structural component that supports the entire instrument panel assembly and connects to the vehicle body frame. It extends along a first direction X to provide basic support, where X can be understood as the left-right direction of the vehicle. Two A-pillar connecting assemblies 200 are located at the left and right ends of the instrument panel crossbeam body 100, respectively, and are used to fix the instrument panel crossbeam assembly 10 to the A-pillar positions at the front of the vehicle, transmitting and dispersing collision loads and vibrations from the front.

[0033] The floor connection assembly 300 is located between the two A-pillar connection assemblies 200 and connected to the instrument crossbeam body 100, specifically at approximately the middle of the instrument crossbeam body 100. This makes the overall structure of the instrument crossbeam assembly 10 more symmetrical, forming a stable triangular or trapezoidal support system with the instrument crossbeam body 100. This provides intermediate support, suppresses sagging deformation of the instrument crossbeam body 100, and improves the torsional stiffness, handling response, and modal characteristics of the instrument crossbeam assembly 10, thereby avoiding common excitation frequencies. One end of the floor connection assembly 300 in the third direction Z can be connected to the middle of the instrument crossbeam body 100. The third direction Z can be understood as the vertical direction of the vehicle. The other end of the floor connection assembly 300 can be connected to the central tunnel or floor longitudinal beam of the vehicle floor, which can significantly optimize the distribution of collision energy and reduce local intrusion. The front bulkhead connection bracket 400 is located in the first direction X between the floor connection assembly 300 and one of the A-pillar connection assemblies 200 and is connected to the instrument crossbeam body 100. The front bulkhead connecting bracket 400 has three mounting points 410 for connecting to the front bulkhead of the vehicle, changing the traditional single-point connection cantilever structure. The three mounting points 410 form a triangular layout in space, which significantly reduces stress concentration and deformation at the connection.

[0034] Furthermore, one of the mounting points 410 is located at the overlapping portion of the front bulkhead connecting bracket 400 and the instrument crossbeam body 100. That is, the projection of the front bulkhead connecting bracket 400 in the second direction Y overlaps with the instrument crossbeam, and the projection of one of the mounting points 410 in the second direction Y is also located within the overlapping projection. The second direction Y can be understood as the longitudinal direction of the vehicle. This helps to shorten the cantilever length of the front bulkhead connecting bracket 400, thereby further reducing deformation, reducing stress, and improving stiffness and natural frequency.

[0035] It should be understood that in the prior art, vehicles also include a steering system, which includes a steering column and a steering wheel. The steering wheel is mounted on the instrument panel crossbeam body 100 via the steering column, corresponding to the position of the front bulkhead connecting bracket 400. The instrument panel crossbeam assembly 10 typically also includes a steering column connecting bracket for mounting the steering column. In the vehicle of this application, the steering column is connected to the instrument panel crossbeam body 100 and connected at the position corresponding to the front bulkhead connecting bracket 400. Thus, by setting the front bulkhead connecting bracket 400 and the three mounting points 410 of the front bulkhead, steering wheel vibration is reduced.

[0036] Through the above implementation method, by setting three mounting points 410 on the front bulkhead connecting bracket 400, with each pair of points forming a triangle, a stable triangular support structure is formed between the instrument beam assembly 10 and the front bulkhead. This significantly improves the stiffness of the connection, reducing deformation and stress concentration at the connection. This triangular layout makes the load distribution more uniform, further improving the overall structural stiffness of the instrument beam, thereby increasing the modal frequency of the steering system. This allows the steering system to avoid common excitation source frequencies, reducing the risk of steering wheel vibration. In addition, one of the three mounting points 410 is located at the overlap between the front bulkhead connecting bracket 400 and the instrument beam body 100, which helps to shorten the cantilever length. The triangular support structure also provides additional structural support to the front bulkhead, improving its local stiffness and reducing the risk of low-to-mid-frequency road noise caused by insufficient front bulkhead stiffness.

[0037] In some embodiments, the steering column connecting bracket and the front bulkhead connecting bracket 400 are integrally formed. That is, the front bulkhead connecting bracket 400 of this application serves two purposes: connecting the front bulkhead and mounting the steering column. The front bulkhead connecting bracket 400 can be sleeved on the instrument crossbeam body 100, thereby increasing the connection area with the instrument crossbeam body 100. The front bulkhead connecting bracket 400 has three mounting points 410 on the front side of the instrument crossbeam body 100 in the second direction Y, and a bracket structure for connecting to the steering column on the rear side. This significantly improves the overall rigidity of the instrument crossbeam assembly 10, the front bulkhead connecting bracket 400, and the steering column connecting bracket, enhances the system modal strength, and further reduces the risk of steering wheel vibration.

[0038] In some embodiments, the front bulkhead connecting bracket 400 includes an upper mounting bracket 420 and two side mounting arms 430. The upper mounting bracket 420 is connected to the instrument crossbeam body 100, and the two side mounting arms 430 are connected to both sides of the upper mounting bracket 420 in a first direction X. The upper mounting bracket 420 and the two side mounting arms 430 extend toward one side of the instrument crossbeam body 100 in a second direction Y. Three mounting points 410 are respectively located at the ends of the upper mounting bracket 420 and the two side mounting arms 430 away from the instrument crossbeam body 100. The first direction X and the second direction Y are intersecting.

[0039] The upper mounting bracket 420 has a mounting point 410, which is fixedly connected to the instrument beam body 100 and extends towards the front of the instrument beam body 100 in the second direction Y, so as to connect with the front panel (not shown) of the instrument beam body 100 through the mounting point 410. Two side mounting arms 430 are respectively connected to one side of the upper mounting bracket 420 in the first direction X and extend towards the front of the instrument beam body 100. They can extend in the second direction Y or in a direction between the second direction Y and the third direction Z. Each side mounting arm 430 has a mounting point 410 at its end away from the instrument beam body 100. These two mounting points 410 are lower than the mounting point 410 of the upper mounting bracket 420 in the third direction Z, thus forming a triangular arrangement of the three mounting points 410. The upper mounting bracket 420, as the main load-bearing and connecting hub, forms a portal-shaped or trapezoidal three-dimensional frame structure with the two side mounting arms 430.

[0040] Therefore, when the vehicle is subjected to vibrations from road surface excitation or engine compartment excitation sources, the load is transmitted to the front bulkhead connecting bracket 400 through the instrument crossbeam body 100. Because the upper mounting bracket 420 and the side mounting arms 430 extend at a specific angle and are installed at three points, the load is distributed to three different connection points, avoiding the cantilever effect of a single-point connection. The extended design of the side mounting arms 430 increases the projected distance of the connection points in the second direction Y, thereby increasing the lever arm and improving the ability to resist torsional and bending deformation. This further improves the overall structural stiffness of the instrument crossbeam, thereby increasing the modal frequency of the steering system, allowing the steering system to avoid common excitation source frequencies, and further reducing the risk of steering wheel vibration.

[0041] In some embodiments, such as Figure 3 As shown, the upper mounting bracket 420 may include a housing, which is connected to the instrument beam body 100. The housing is filled with reinforcing ribs. A first plane is provided at the end of the housing that contacts the front bulkhead. The mounting point 410 of the upper mounting bracket 420 is located on the first plane, which increases the contact area between the upper mounting bracket 420 and the front bulkhead, improving the stability of the connection. Furthermore, a second plane is formed on the upper side of the housing in the third direction Z. The second plane can be a solid plane or a plane formed by multiple reinforcing ribs. The second plane can be used to mount a head-up display, thereby improving the stability of the head-up display installation.

[0042] In some embodiments, such as Figure 3As shown, each side mounting arm 430 has two fixed points 431, each fixed point 431 is used to connect to the upper mounting bracket 420. The two fixed points 431 and one mounting point 410 of a side mounting arm 430 are arranged in pairs in the second direction Y and the third direction Z, and the mounting point 410 is lower than the fixed point 431 in the third direction Z. The first direction X, the second direction Y and the third direction Z intersect each other.

[0043] Each side mounting arm 430 has not only one mounting point 410, but also two additional fixing points 431. Specifically, for any side mounting arm 430, its own mounting point 410 and two fixing points 431 are spatially spaced apart, and both fixing points 431 are used for fixed connection with the upper mounting bracket 420. Taking the mounting point 410 as a reference, one fixing point 431 can be located at the end of the side mounting arm 430 away from the mounting point 410, and the other fixing point 431 is spaced between the mounting point 410 and the end fixing point 431. The mounting point 410 is spaced apart from the two fixing points 431 in the third direction Z, that is, the fixing point 431 at the end is the highest in the third direction Z, the middle fixing point 431 is the next highest, and the mounting point 410 is the lowest, so that the two fixing points 431 and one mounting point 410 are spaced apart in pairs in the second direction Y and the third direction Z.

[0044] Thus, each side mounting arm 430, the front bulkhead, and the upper mounting bracket 420 are uniformly arranged in a triangular structure, and the mounting points 410 are also arranged in a triangular pattern, thereby significantly improving the rigidity and modal strength of the front bulkhead connecting bracket 400. In addition, the setting of two fixed points 431 spaced apart from each other from the mounting points 410 shortens the cantilever of the side mounting arms 430, thereby further improving rigidity and modal strength and reducing the risk of steering wheel vibration.

[0045] See Figure 4 , Figure 4 yes Figure 1 The diagram shows an enlarged structural schematic of the instrument beam assembly at point k (dashed box).

[0046] In some embodiments, the floor connection assembly 300 includes two floor connection arms 310 and a floor connection bracket 320. The two floor connection arms 310 are spaced apart in a first direction X. One end of each floor connection arm 310 is connected to the instrument beam body 100 in a third direction Z, and the other end is connected to a floor connection bracket 320. The two floor connection brackets 320 are connected to the vehicle floor in the first direction X.

[0047] The floor connection assembly 300 is used to rigidly connect the instrument beam assembly 10 to the vehicle floor structure to enhance the stiffness of the instrument beam in both the vertical and torsional directions. Specifically, the floor connection assembly 300 includes two floor connection arms 310 and two floor connection brackets 320. The two floor connection arms 310 are spaced apart along a first direction X. One end of each floor connection arm 310 is connected to the instrument beam body 100 in a third direction Z, and the other end of each floor connection arm 310 in the third direction Z is fixedly connected to a floor connection bracket 320. The two floor connection brackets 320 extend in the third direction Z and connect to the vehicle floor. This allows the instrument beam body 100 to form a support beam structure through the floor connection arms 310 and the floor connection brackets 320. Vertical vibrations and impact loads from the road surface are transmitted through the floor to the floor connection brackets 320, and then through the floor connection arms 310 to the instrument beam body 100. Since the floor connecting arm 310 connects to the instrument beam body 100 in the third direction Z, this connection method can effectively limit the vertical displacement of the instrument beam body 100, thereby improving the vertical stiffness of the instrument beam. In addition, the two floor connecting brackets 320 connect to the vehicle floor in the first direction X, thereby improving the stability of the connection with the vehicle floor and improving the steering mode in the third direction Z.

[0048] Therefore, the instrument panel crossbeam assembly 10 forms a multi-point rigid connection with the vehicle floor, thereby significantly improving the vertical stiffness of the instrument panel crossbeam assembly 10, which helps to suppress the transmission of vertical vibrations of the vehicle body to the instrument panel crossbeam body 100. The spaced arrangement of the two floor connecting arms 310 in the width direction allows the load to be evenly distributed to different areas of the instrument panel crossbeam body 100, further improving the overall torsional stiffness of the instrument panel crossbeam, effectively improving the modal frequency of the steering system, and reducing the risk of steering wheel vibration.

[0049] In some embodiments, each floor connecting arm 310 may include a width-varying segment and a width-constant segment. The width-varying segment connects the instrument beam body 100 and the width-constant segment in the third direction Z. The distance between the ends of the two width-varying segments furthest from the width-constant segment is greater than the distance between the two width-constant segments. The portion of the width-varying segment closest to the width-constant segment gradually extends toward the width-constant segment and connects thereto. This improves the stiffness and modal strength of the instrument beam assembly 10, reducing the risk of steering wheel vibration.

[0050] In some embodiments, the dimension of the width-changing segment near the instrument beam body 100 in the second direction Y is greater than the dimension of the width-constant segment in the second direction Y, and the dimension of the width-changing segment in the second direction Y gradually decreases from the end of the width-changing segment near the instrument beam body 100 to the end near the width-constant segment. This can further improve the stiffness and modal strength of the instrument beam assembly 10 and reduce the risk of steering wheel vibration.

[0051] In some embodiments, the two floor connection brackets 320 are two second-position sheet metal parts, which can be connected to the vehicle floor in the first direction X by bolts, thereby achieving a rigid connection between the floor connection assembly 300 and the vehicle floor, which can have high longitudinal stiffness and improve the longitudinal steering mode of the instrument beam assembly 10.

[0052] In some embodiments, such as Figure 4 As shown, the instrument crossbeam assembly 10 includes a first mounting crossbeam 510 and a second mounting crossbeam 520. The first mounting crossbeam 510, the second mounting crossbeam 520 and the instrument crossbeam body 100 are arranged at intervals in pairs in the third direction Z. The first mounting crossbeam 510 and the second mounting crossbeam 520 are connected between two floor connecting arms 310.

[0053] The first mounting beam 510 and the second mounting beam 520 are auxiliary structural components. They are spaced apart from the instrument beam body 100 in the third direction Z and do not directly contact each other, but are indirectly connected through the floor connecting arm 310. The floor connecting arm 310 is a structural component that extends downward from the instrument beam body 100 to connect to the vehicle floor. The first mounting beam 510 and the second mounting beam 520 are both connected between the two floor connecting arms 310, and the first mounting beam 510, the second mounting beam 520, and the instrument beam body 100 are arranged in pairs in the third direction Z, forming a multi-layered closed loop structure with higher moment of inertia and torsional stiffness.

[0054] This allows for more effective distribution of loads from the floor, reducing bending deformation of the instrument panel crossbeam 100 and further improving the stability of the steering system support points, which helps reduce the amplitude of steering wheel vibration. Simultaneously, this multi-beam spacing layout provides greater design freedom, allowing for optimization of the crossbeam shape and position to match the arrangement of surrounding components, achieving increased rigidity without adding weight, thus contributing to overall vehicle weight reduction.

[0055] In this embodiment, the first mounting beam 510 can be located between the second mounting beam 520 and the instrument beam body 100 in the third direction Z. The first mounting beam 510 can be used to install the air conditioning unit (not shown), and the second mounting beam 520 can be used to install the sub-instrument panel (not shown).

[0056] See Figure 5 , Figure 5 yes Figure 1 The diagram shows an enlarged structural schematic of the instrument beam assembly at point j (dashed box).

[0057] In some embodiments, the instrument beam assembly 10 includes a third mounting beam 530, which is spaced apart from the instrument beam body 100 in the third direction Z. The two ends of the third mounting beam 530 in the first direction X are respectively connected to a floor connecting arm 310 and an A-pillar connecting assembly 200 away from the front bulkhead connecting bracket 400.

[0058] The third mounting beam 530 is also an auxiliary structural component. It is spaced apart from the instrument panel beam body 100 in the third direction Z and is not directly connected. Instead, it is connected to the instrument panel beam body 100 via a floor connecting arm 310 and an A-pillar connecting assembly 200. Specifically, the third mounting beam 530 is located on the side of the floor connecting assembly 300 away from the front bulkhead connecting bracket 400 in the first direction X, and is connected to a floor connecting arm 310 and an A-pillar connecting assembly 200 on the same side. This creates an additional mechanical transmission path between the instrument panel beam body 100, the floor connecting arm 310, the third mounting beam 530, and the A-pillar connecting assembly 200. When the vehicle moves and generates vibrations or impacts, the road surface excitation is transmitted to the vehicle floor, which in turn acts on the floor connecting arm 310. Simultaneously, vibrations at the front of the vehicle may also be transmitted to the A-pillar connecting assembly 200 via the A-pillar. The third mounting beam 530 connects and distributes the force from the floor connecting arm 310 and the force from the A-pillar connecting assembly 200, so that the instrument beam body 100 no longer bears the load in isolation, but forms a cooperative force-bearing structure with the third mounting beam 530. In this embodiment, the third mounting beam 530 can be used to install the air conditioning intake housing.

[0059] Therefore, the third mounting beam 530, together with the floor connecting arm 310, the A-pillar connecting assembly 200, and the instrument beam body 100, forms a closed loop structure, which optimizes the load transmission path and reduces the deformation of the instrument beam assembly 10 when subjected to vertical or lateral loads. This further improves the stability of the steering system support points and helps reduce the risk of steering wheel vibration.

[0060] In some embodiments, the connection point between the third mounting beam 530 and the floor connecting arm 310 may correspond in the first direction X to the connection point between the first mounting beam 510 and the corresponding floor connecting arm 310, thereby shortening the force transmission path between the third mounting beam 530 and the first mounting beam 510, thereby further optimizing the load transmission path and reducing the risk of steering wheel vibration.

[0061] See Figure 6 , Figure 6 yes Figure 1 The diagram shows an enlarged structural schematic of the instrument beam assembly at point m (the point indicated by the dashed box).

[0062] In some embodiments, the instrument crossbeam body 100 includes three aluminum alloy parts 110 and two first plastic parts 120, which are alternately connected in the first direction X, and one aluminum alloy part 110 is connected to each of the two A-pillar connecting assemblies 200 on opposite sides.

[0063] The instrument beam body 100 is composed of three aluminum alloy parts 110 and two first plastic parts 120. This material combination breaks the limitations of traditional all-steel or all-aluminum structures for the instrument beam body 100. The two aluminum alloy parts 110 and the two first plastic parts 120 are alternately connected in the first direction X, so that the structure of the instrument beam body 100 presents an alternating layout of aluminum alloy parts 110 and first plastic parts 120 in the first direction X. From left to right, the sequence is aluminum alloy part 110, first plastic part 120, aluminum alloy part 110, first plastic part 120, and aluminum alloy part 110. That is, the instrument beam body 100 can be divided into five segments arranged in the first direction X, of which three segments are made of aluminum alloy and two segments are made of plastic. The two material structures are alternately connected in the first direction X. The alternating connection means that components of different materials are arranged alternately in sequence along the first direction X and fixed together by mechanical connection, bonding, or co-injection molding. In this embodiment, three aluminum alloy parts 110 and two first plastic parts 120 are fixed together by co-injection molding. This improves the structural stability and rigidity of the instrument beam body 100, enhances the connection strength between components made of different materials, and reduces the risk of steering wheel vibration. Each A-pillar connection assembly 200 is connected to an aluminum alloy part 110 on its opposite side in the first direction X, rather than to the plastic parts. This connection ensures that the load transmitted from the A-pillar can be directly absorbed and transmitted by the high-rigidity aluminum alloy part 110.

[0064] Therefore, the aluminum alloy component 110 and the first plastic component 120 are alternately connected in the first direction X, achieving a balance between rigidity and lightweight in the instrument beam assembly 10, thus significantly reducing the overall weight. Because the aluminum alloy component 110 has high strength and rigidity, it can quickly distribute the load. The adjacent first plastic component 120 has a high degree of design freedom, serving to fill space, provide a mounting base for accessories, and absorb high-frequency vibrations. This achieves a balance between lightweight and rigidity, and further reduces the risk of steering wheel vibration.

[0065] Plastic parts refer to structural components made of high molecular weight polymers and their additives, manufactured through molding processes such as injection molding and extrusion. Types of plastic materials include, but are not limited to, polyamide (PA), polycarbonate (PC), polypropylene (PP), or their reinforced composites.

[0066] In some embodiments, such as Figure 4As shown, the two floor connecting arms 310 are two second plastic parts 311, the first mounting beam 510 is a third plastic part 511, and the second mounting beam 520 is a fourth plastic part 521.

[0067] The second plastic part 311, the third plastic part 511, and the fourth plastic part 521 represent corresponding components made of plastic materials. The floor connecting arm 310, as the second plastic part 311, utilizes the excellent damping properties of plastic to absorb and attenuate some high-frequency vibrations. Simultaneously, its rigid connection to the vehicle floor via the floor connecting bracket 320 transfers part of the load to the vehicle floor structure, participating in the formation of the overall vehicle stiffness ring. The first mounting beam 510 and the second mounting beam 520, as the third plastic part 511 and the fourth plastic part 521, respectively realize specific mounting structures and closed-loop formation structures. Internal reinforcing ribs can be designed to meet stiffness requirements while maintaining lightweight construction. Furthermore, both floor connecting arms 310, the first mounting beam 511, and the second mounting beam 520 are all plastic parts and are interconnected, allowing for integral molding and improving the production efficiency of the instrument beam assembly 10.

[0068] Therefore, the two floor connecting arms 310, the first mounting beam 510, and the second mounting beam 520 are all made of plastic, which helps to absorb and attenuate vibration energy and reduce the risk of steering wheel vibration. This also allows for more flexible material distribution in the instrument beam assembly 10, enabling customization of material properties according to local stress requirements, thus optimizing the overall mass distribution and improving the dynamic response characteristics of the instrument beam assembly 10 under complex operating conditions.

[0069] In some embodiments, such as Figure 4 and Figure 6 As shown, two second plastic parts 311 are respectively connected to a first plastic part 120 on the third direction Z.

[0070] Two floor connecting arms 310 are spaced apart in the first direction X and connected to the instrument beam body 100 in the third direction Z. The floor connecting arms 310 are second plastic parts 311, and the part connecting the instrument beam body 100 to the two floor connecting arms 310 is a first plastic part 120, so that the two first plastic parts 120 and the two second plastic parts 311 form a stable assembly relationship in three-dimensional space. When subjected to vibration from the floor, the vibration is transmitted sequentially to the floor connecting bracket 320, the second plastic part 311, the first plastic part 120, and the front bulkhead connecting bracket 400. The floor connecting bracket 320 is rigidly connected to the vehicle floor, thereby ensuring the connection strength between the floor connecting assembly 300 and the vehicle floor, and can stably absorb and transmit vibration. The two floor connecting arms 310 and the part connecting to the instrument beam body 100 are plastic parts, which can effectively absorb vibration.

[0071] Therefore, by connecting two second plastic parts 311 to a first plastic part 120 in the third direction Z, the risk of directional vibration can be effectively reduced, especially the vibration at low and medium frequencies.

[0072] In this embodiment, the first plastic part 120 and the second plastic part 311 can be integrally injection molded, that is, the second plastic part 311 is a structure that extends directly from the first plastic part 120, and there is no seam between the two, thereby improving the integrity and rigidity of the structure, and helping to simplify the mold structure and injection molding process, reduce manufacturing costs, and facilitate subsequent installation and maintenance, thus improving assembly efficiency.

[0073] In some embodiments, the upper mounting bracket 420 is a fifth plastic part, which is sleeved on the aluminum alloy part 110 between the first plastic part 120 and the A-pillar connection assembly 200. The aluminum alloy part 110 provides the necessary rigid foundation. The fifth plastic part sleeved on the aluminum alloy part 110 can increase the connection area between the front bulkhead connection bracket 400 and the instrument crossbeam body 100, improve the stability of the connection, and effectively absorb the vibration transmitted from the instrument crossbeam body 100 to the steering system, thereby further reducing the risk of steering wheel vibration.

[0074] In some embodiments, such as Figure 3 As shown, the two side mounting arms 430 are two first sheet metal parts. The two first sheet metal parts are connected to the instrument crossbeam body 100 through the fifth plastic part, so that the two side mounting arms 430 are rigidly connected to the front bulkhead, thereby improving the connection strength and rigidity of the connection between the front bulkhead connecting bracket 400 and the front bulkhead, and thus further reducing the risk of steering wheel vibration.

[0075] In some embodiments, the A-pillar connection assembly 200 includes an A-pillar connection plate and an instrument panel connection bracket. The A-pillar connection plate is a plate-like structure connected to the end of the instrument panel beam body 100. The A-pillar connection plate can be fixedly connected to the A-pillar through multiple connection points. The instrument panel connection bracket is used to mount the instrument panel. One end of the instrument panel connection bracket is connected to the A-pillar connection plate, and the other end extends in the second direction Y toward the side of the instrument panel beam body 100 near the upper mounting bracket 420 to effectively support the instrument panel. Both the A-pillar connection plate and the instrument panel connection bracket can be made of plastic, thereby effectively absorbing vibrations from the A-pillar and reducing the risk of steering wheel vibration.

[0076] In some embodiments, considering the overall structure of the instrument beam assembly 10, the instrument beam assembly 10 may include a central frame, first reinforcing ribs, and second reinforcing ribs. The central frame extends in a first direction X, and multiple first reinforcing ribs are spaced apart in the first direction X and connected by multiple transverse reinforcing ribs, with each first reinforcing rib surrounding the central frame. Each first plastic component 120 of the instrument beam body 100 also includes a second reinforcing rib, with multiple second reinforcing ribs disposed outside the first reinforcing ribs of the first plastic component 120 and spaced apart in the first direction X. The multiple second reinforcing ribs surround the first reinforcing ribs and are connected to the first reinforcing ribs one-to-one. Thus, the instrument beam body 100 can have both high structural strength and rigidity, while also meeting the requirements for lightweight design.

[0077] In some embodiments, the instrument panel beam assembly 10 includes two vehicle screen mounting brackets, each of which is connected to a first plastic component 120 for mounting a vehicle screen.

[0078] In some embodiments, all components of the instrument beam assembly 10 are provided with reinforcing ribs to improve the structural strength and rigidity of the instrument beam assembly 10.

[0079] In summary, by setting three mounting points 410 on the front bulkhead connecting bracket 400, with each pair of points forming a triangle, a stable triangular support structure is created between the instrument panel crossbeam assembly 10 and the front bulkhead. This significantly improves the stiffness of the connection, reducing deformation and stress concentration. This triangular layout results in a more uniform load distribution, further enhancing the overall structural stiffness of the instrument panel crossbeam and consequently increasing the modal frequency of the steering system. This allows the steering system to avoid common excitation source frequencies, reducing the risk of steering wheel vibration. Furthermore, one of the three mounting points 410 is located at the overlap between the front bulkhead connecting bracket 400 and the instrument panel crossbeam body 100, which helps shorten the cantilever length. The triangular support structure also provides additional structural support to the front bulkhead, improving its local stiffness and reducing the risk of low-to-mid-frequency road noise caused by insufficient front bulkhead stiffness.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. An instrument crossbeam assembly, characterized in that, The instrument beam assembly includes: The main body of the instrument beam extends along the first direction; Two A-pillar connection assemblies are connected to both ends of the instrument beam body in the first direction; A floor connection assembly is located between the two A-pillar connection assemblies in the first direction. The floor connection assembly is connected to the instrument crossbeam body and is used to connect to the vehicle floor. A front bulkhead connecting bracket is located between the floor connecting assembly and an A-pillar connecting assembly in the first direction. The front bulkhead connecting bracket is connected to the instrument crossbeam body. The front bulkhead connecting bracket has three mounting points, one of which is located at the overlapping position of the front bulkhead connecting bracket and the instrument crossbeam body. The lines connecting any two of the three mounting points form a triangle.

2. The instrument beam assembly according to claim 1, characterized in that, The front panel connecting bracket includes an upper mounting bracket and two side mounting arms. The upper mounting bracket is connected to the instrument crossbeam body. The two side mounting arms are connected to both sides of the upper mounting bracket in the first direction. The upper mounting bracket and the two side mounting arms extend toward one side of the instrument crossbeam body in the second direction. The three mounting points are respectively located at the ends of the upper mounting bracket and the two side mounting arms away from the instrument crossbeam body. The first direction and the second direction intersect.

3. The instrument beam assembly according to claim 2, characterized in that, Each of the side mounting arms has two fixed points, each of the fixed points being used to connect to the upper mounting bracket. The two fixed points and one mounting point of one side mounting arm are spaced apart in the second direction and the third direction upward, and the mounting point is lower than the fixed point in the third direction upward. The first direction, the second direction, and the third direction intersect each other.

4. The instrument beam assembly according to claim 1, characterized in that, The floor connection assembly includes two floor connection arms and a floor connection bracket. The two floor connection arms are spaced apart in the first direction. One end of each floor connection arm is connected to the instrument beam body in the third direction, and the other end is connected to a floor connection bracket. The two floor connection brackets are connected to the vehicle floor in the first direction.

5. The instrument beam assembly according to claim 4, characterized in that, The instrument crossbeam assembly includes a first mounting crossbeam and a second mounting crossbeam. The first mounting crossbeam, the second mounting crossbeam, and the instrument crossbeam body are arranged at intervals in a third direction. The first mounting crossbeam and the second mounting crossbeam are connected between two floor connecting arms.

6. The instrument beam assembly according to claim 5, characterized in that, The instrument crossbeam assembly includes a third mounting crossbeam, which is spaced apart from the instrument crossbeam body in the third direction. The two ends of the third mounting crossbeam in the first direction are respectively connected to a floor connecting arm and an A-pillar connecting assembly away from the front bulkhead connecting bracket.

7. The instrument beam assembly according to claim 5, characterized in that, The instrument crossbeam body includes three aluminum alloy parts and two first plastic parts. The aluminum alloy parts and the first plastic parts are alternately connected in the first direction. The two A-pillar connecting assemblies are respectively connected to one of the aluminum alloy parts on opposite sides.

8. The instrument beam assembly according to claim 7, characterized in that, The two floor connecting arms are two second plastic parts, the first mounting beam is a third plastic part, and the second mounting beam is a fourth plastic part.

9. The instrument beam assembly according to claim 8, characterized in that, Two second plastic parts are respectively connected to one first plastic part in the third direction.

10. A vehicle, characterized in that, The vehicle includes the instrument beam assembly as described in any one of claims 1 to 9.

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