Instrument board stiffening beam assembly and vehicle

Abstract

The instrument board stiffening beam assembly comprises a stiffening beam body and a side wall connecting plate, the stiffening beam body is a U-shaped beam, and the side wall connecting plate is arranged at the end of the stiffening beam body and fixed to the stiffening beam body and the vehicle body. The closing plate is fixedly arranged in the opening area of the stiffening beam body and forms a structure with the section closed in the length direction of the stiffening beam body with the stiffening beam body, and the closing plate is attached to the edge of the opening of the stiffening beam body and provided with a turned-over edge; the first end of the closing plate is arranged to be 5-10 mm close to the side wall connecting plate. The sealing plate is arranged to seal the U-shaped opening area of the stiffening beam body so that the stiffening beam body can be matched with the sealing plate to form a structure with the section closed in the length direction, meanwhile, the first end of the sealing plate is arranged to be 5-10 mm close to the side wall connecting plate and is close to the side wall connecting plate to be matched with the side wall connecting plate to act, and therefore the sealing effect of the stiffening beam body is improved. Collision force of the ends of the stiffening beam body is transmitted in two directions, and the failure risk of the stiffening beam body is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to an instrument panel reinforcement beam assembly and a vehicle. Background Art

[0002] The safety of a vehicle during a collision is one of the important criteria for customers to purchase a car. Currently, the most dangerous form of collision resulting in death in vehicle traffic accidents is a frontal collision, and most of them are Figure 1 collisions with a small overlap rate as shown. The China Insurance Automotive Safety Index (C-IASI) stipulates the analysis method for the 64.4 km / h 25% offset frontal collision condition to define the performance of a vehicle in a small overlap frontal collision. As Figure 2 shown, for the commonly used steel pipe beam 60, the end cross-section thereof is a closed "return" shape structure. During a small overlap collision, the end of the steel pipe beam 60 cooperates with a reinforcement plate arranged in the vertical direction, as Figure 3 shown, and the impact force can be smoothly transmitted along the X direction and the Y direction to protect the driving space. However, for high-end models with high lightweight requirements, the current instrument panel reinforcement beams usually adopt lighter magnesium alloys. Affected by its material properties, the reinforcement beam is made by die-casting process, so it can only be produced into a beam with a U-shaped cross-section. When it is subjected to a small overlap collision, its own structure is difficult to form a smooth force transmission channel, resulting in the difficulty of transmitting and offsetting the collision force in the X direction and the Y direction, and it is easy to deform. The disconnection or partial disconnection of the connection between the reinforcement beam and the A-pillar will directly affect the evaluation of the integrity of the occupant compartment. Seriously, it will cause the instrument panel to partially intrude backward, increasing the risk of injury to the lower limbs of the dummy.

[0003] Therefore, how to improve the safety performance of models with high lightweight requirements during small overlap collisions is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Utility Model

[0004] The utility model provides an instrument panel reinforcement beam assembly and a vehicle to improve the safety performance of models with high lightweight requirements during small overlap collisions.

[0005] To achieve the above object, the utility model provides the following technical solutions:

[0006] In the first aspect, the utility model provides an instrument panel reinforcement beam assembly, including:

[0007] A reinforcement beam body and a side wall connecting plate. The reinforcement beam body is a U-shaped beam, and the side wall connecting plate is arranged at the end of the reinforcement beam body and is fixedly connected to the reinforcement beam body and the vehicle body;

[0008] The closing plate is fixedly arranged in the opening area of the U-shaped structure of the reinforcing beam body and forms a structure with a closed cross-section along the length direction of the reinforcing beam body together with the reinforcing beam body. The closing plate fits the opening edge of the reinforcing beam body and is provided with a flanging. The first end of the closing plate is arranged 5 mm - 10 mm close to the side wall connecting plate.

[0009] Optionally, in the above instrument panel reinforcing beam assembly, the closing plate is of a bent structure and includes a first plate surface and a second plate surface that are perpendicular to each other. The first plate surface is used to fit and close the opening area of the U-shaped structure of the reinforcing beam body, and the second plate surface is located at the first end of the closing plate and is arranged parallel to the side wall connecting plate.

[0010] Optionally, in the above instrument panel reinforcing beam assembly, the first plate surface is a variable cross-section structure that contracts from its first side to its second side. The first side is the side closer to the side wall connecting plate compared to the second side, and the contracting edge of the first plate surface is arc-shaped.

[0011] Optionally, in the above instrument panel reinforcing beam assembly, the extending distance of the first plate surface in the length direction of the reinforcing beam body is 180 mm - 200 mm.

[0012] Optionally, in the above instrument panel reinforcing beam assembly, weight-reducing holes are arranged on the second plate surface, and the weight-reducing holes are flanged along the direction away from the side wall connecting plate.

[0013] Optionally, in the above instrument panel reinforcing beam assembly, the closing plate is fixedly connected to the reinforcing beam body through at least four connecting bolts, and the four connecting bolts are respectively arranged in the four corner areas of the first plate surface.

[0014] Optionally, in the above instrument panel reinforcing beam assembly, reinforcing ribs are arranged at the bottom of the opening of the reinforcing beam body, and the adjacent reinforcing ribs and the wall surface of the reinforcing beam body form a triangular structure.

[0015] Optionally, in the above instrument panel reinforcing beam assembly, positioning pins also protrude from the reinforcing beam body, positioning holes are opened on the side wall connecting plate to be clamped and matched with the positioning pins, and the reinforcing beam body is locked with the side wall connecting plate through two fastening bolts symmetrically arranged vertically with respect to the positioning pins.

[0016] Optionally, in the above instrument panel reinforcing beam assembly, the reinforcing beam body is made of magnesium alloy material and is die-cast.

[0017] In a second aspect, the present invention provides a vehicle, and the above instrument panel reinforcing beam assembly provided in any one of the above embodiments is arranged inside the instrument panel of the vehicle.

[0018] As can be seen from the above technical solutions, for the instrument panel reinforcement beam assembly provided by the present utility model, on the basis of fixedly connecting the reinforcement beam body with a U-shaped beam structure to the side wall connecting plate, a closing plate is fixedly connected to the reinforcement beam body to fill and enclose the U-shaped cross-section structure of the reinforcement beam body into a closed rectangular or polygonal structure in a local area. The above structure can not only improve the direct collision strength of the reinforcement beam body, but also optimize the force transmission effect of the reinforcement beam body along its length direction, thereby reducing the risk of its deformation. At the same time, the closing plate is provided with a flanging structure to improve its structural strength while reducing the material usage and meeting the lightweight requirement. In addition, it should be noted that one end of the closing plate is arranged 5 mm - 10 mm close to the side wall connecting plate, so that the closing plate and the side wall connecting plate provide a certain installation margin to reduce the installation difficulty, and at the same time, when the reinforcement beam body deforms slightly along its length direction, the side wall connecting plate can be in contact with the closing plate, and then the transverse force is transmitted through the closed cross-section of the integral structure of the reinforcement beam body and the closing plate, improving the force transmission effect and reducing the deformation risk of the reinforcement beam body in a small overlap collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some examples or embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the provided drawings, and the present utility model can also be applied to other similar scenarios according to the provided drawings. Unless obvious from the language context or otherwise stated, the same reference numerals in the drawings represent the same structure or operation.

[0020] Figure 1 is a schematic diagram of the working condition of a vehicle in a small overlap collision;

[0021] Figure 2 is a schematic diagram of the end structure of a steel pipe beam in the prior art;

[0022] Figure 3 For Figure 2 the schematic diagram of the force on the steel pipe beam in the prior art when it is subjected to a small overlap collision;

[0023] Figure 4 is a schematic diagram of one side structure of the instrument panel reinforcement beam assembly provided by the embodiment of the present utility model;

[0024] Figure 5 is a schematic diagram of the assembly structure of the reinforcement beam body and the closing plate;

[0025] Figure 6 is a structural view of the closing plate;

[0026] Figure 7 Schematic diagram of the internal reinforcing rib structure of the reinforcing beam body;

[0027] Figure 8 Schematic diagram of the assembly structure of the reinforcing beam body and the side wall connecting plate;

[0028] Figure 9 For Figure 4 Schematic diagram of the acting force when the instrument panel reinforcing beam assembly in

[0029] Figure 10 CAE analysis of the China Insurance Automotive Safety Index score when the reinforcing beam body without a closed plate is subjected to a small overlap collision;

[0030] Figure 11 CAE analysis of the China Insurance Automotive Safety Index score when the instrument panel reinforcing beam assembly provided by the embodiment of the present invention is subjected to a small overlap collision.

[0031] Wherein, 10 - reinforcing beam body; 110 - reinforcing rib; 120 - positioning pin; 20 - side wall connecting plate; 210 - positioning hole; 30 - closed plate; 310 - first plate surface; 320 - second plate surface; 3210 - weight reduction hole; 40 - connecting bolt; 50 - fastening bolt; 60 - steel pipe beam. Detailed implementation manners

[0032] For high - end models with high requirements for lightweight, using lighter materials for the production of the instrument panel reinforcing beam has become a common technical solution. However, due to process limitations, it is difficult to make a pipe beam structure with high strength and good force transmission effect like a steel pipe beam. Instead, it is mostly made into a beam with a U - shaped cross - section through die - casting process. Based on this, when the instrument panel reinforcing beam encounters a small overlap collision, its own structure is difficult to form a smooth force transmission channel, resulting in easy deformation at the end during the collision, and even fracture, causing the instrument panel part to intrude backward and posing a risk to personnel safety.

[0033] In order to enable those skilled in the art to better understand the solution of the present invention, the embodiments of the present invention will be described below with reference to the accompanying drawings. In addition, the embodiments shown below do not limit the content of the invention described in the claims in any way. Additionally, all the contents of the configurations shown in the following embodiments are not limited to being necessary for the solution of the invention described in the claims.

[0034] See Figure 4 And Figure 5, the instrument panel reinforcement beam assembly provided by the embodiment of the present utility model mainly includes a reinforcement beam body 10, a side wall connecting plate 20, and a closing plate 30. Among them, the reinforcement beam body 10 is the main load-bearing structure of the reinforcement beam assembly, which runs through the instrument panel along the width direction of the vehicle body. It should be noted that different from the steel pipe beam structure, the reinforcement beam body 10 provided by the embodiment of the present utility model is a U-shaped beam structure, which can be formed by various process methods, such as die casting, bending by a bending machine, etc. Compared with the steel pipe beam process, it is simpler and can be made of other materials, such as magnesium alloy, aluminum alloy, etc.

[0035] The side wall connecting plate 20 is used to connect the vehicle side wall and the reinforcement beam body 10 to connect the side wall and the reinforcement beam body 10 into an integral structure, so that the reinforcement beam body 10 has a stable connection foundation and can resist the acting force and impact effect during vehicle operation. The side wall connecting plate 20 usually adopts a steel plate structure with a thickness of 4 mm - 6 mm, and an arc transition is provided at the edge, and a flanging structure is formed by flanging to make it have a good strength improvement effect, thereby improving the connection effect between the reinforcement beam body 10 and the vehicle side wall and being able to withstand a large collision acting force.

[0036] The closing plate 30 is a plate structure, which is fixedly connected to the reinforcement beam body 10, and the closing plate 30 is arranged in the opening area of the U-shaped structure of the reinforcement beam body 10, that is, the opening of the U-shaped structure of the reinforcement beam body 10 is blocked, so that after the closing plate 30 is installed on the reinforcement beam body 10, the connected integral structure is a rectangular or irregular polygon structure with a closed cross-section in the length direction of the reinforcement beam body 10. On a single cross-section in the length direction of the reinforcement beam body 10, the closing plate 30 fills and closes the U-shaped structure, which can not only improve the load-bearing effect of the U-shaped cross-section when it is collided from the side, but also when the end of the reinforcement beam body 10 is subjected to an acting force, the integral connection structure with a closed cross-section enables the component force along the length direction of the reinforcement beam body 10 to be smoothly transmitted, and will not directly cause the deformation and failure of the reinforcement beam body 10.

[0037] It should be noted that considering the working conditions of small overlap collisions, the areas on the reinforcement beam body 10 with a relatively high risk of collision failure are usually located at its end positions, that is, the areas connected to the side wall connecting plate 20. This area is at the connection point position, and it undertakes the function of diverting the collision force during a collision, with complex forces and is prone to failure. To reduce the corresponding risk, based on being fixedly connected to the reinforcement beam body 10, the first end of the closing plate 30 is arranged 5 mm - 10 mm close to the side wall connecting plate 20 to cooperate with the side wall connecting plate 20. It should be noted that the first end of the closing plate 30 is the end close to the side wall connecting plate 20. The fact that the first end of the closing plate 30 is 5 mm - 10 mm close to the side wall connecting plate 20 provides a certain installation margin between the closing plate 30 and the side wall connecting plate 20 on the one hand. On the other hand, when the position of the side wall connecting plate 20 is in the longitudinal extension area along it, and when the collision force is decomposed and transmitted through the integrated structure of the transverse reinforcement beam body 10 and the closing plate 30, such as when the transverse component of the collision force is relatively large and the reinforcement beam body 10 is difficult to bear, after the reinforcement beam body 10 is slightly deformed, the side wall connecting plate 20 will come into contact with the closing plate 30, and then the transverse force is transmitted through the closed cross-section of the integrated structure of the reinforcement beam body 10 and the closing plate 30, rather than only being transmitted through the U-shaped cross-section. It should be noted here that seamlessly attaching and connecting the closing plate 30 to the side wall connecting plate 20 will not only significantly increase the assembly difficulty of the instrument panel reinforcement beam assembly, but also, due to the need for welding or bolt connection through holes at the connection position, there is a risk of stress concentration and its structural stability is reduced. Therefore, it is a preferred solution to set the closing plate 30 and the side wall connecting plate 20 within a reasonable gap range, that is, it can reduce the assembly difficulty and at the same time control the collision deformation of the reinforcement beam body 10 within a controllable range.

[0038] In addition, considering that the structural strength of the closing plate 30 is one of the factors affecting its closing and strengthening effect on the reinforcement beam body 10, and considering the lightweight requirements of the corresponding vehicle, the closing plate 30 provided in the embodiment of the present invention is provided with a flanging structure at its edge position to improve its stiffness while minimizing the weight increase and ensure its strengthening effect on the reinforcement beam body 10. It should be noted that preferably, the flanging directions on the two opposite sides of the closing plate 30 are opposite, so that the cross-section of the closing plate 30 is in an S shape in the length extension direction, thereby further increasing its width extension range and improving its stiffness effect on the basis of the same material usage, and improving its strengthening effect on the reinforcement beam body 10.

[0039] The instrument panel reinforcement beam assembly provided by the embodiment of the present utility model, on the basis of the fixed connection between the reinforcement beam body 10 with a U-shaped beam structure and the side wall connecting plate 20, a closing plate 30 is fixedly connected to the reinforcement beam body 10 to fill and enclose the U-shaped cross-section structure of the reinforcement beam body 10 into a closed rectangular or polygonal structure in a local area. The above structure can not only improve the direct collision strength of the reinforcement beam body 10, but also optimize the force transmission effect of the reinforcement beam body 10 along its length direction, thereby reducing the risk of its deformation. At the same time, the closing plate 30 is provided with a flanging structure to reduce the material use, meet the lightweight requirement while improving its structural strength. In addition, it should be noted that one end of the closing plate 30 is arranged 5 mm - 10 mm close to the side wall connecting plate 20, so that the closing plate 30 and the side wall connecting plate 20 provide a certain installation margin to reduce the installation difficulty, and at the same time, when the reinforcement beam body 10 has a slight deformation along its length direction, the side wall connecting plate 20 can be in contact with the closing plate 30 immediately, and then the transverse force is transmitted through the closed cross-section of the integral structure of the reinforcement beam body 10 and the closing plate 30, improving the force transmission effect and reducing the deformation risk of the reinforcement beam body 10 in a small overlap collision.

[0040] To further optimize the above technical solution, refer to Figure 5 and Figure 6 In some embodiments of the present utility model, the closing plate 30 adopts a bending structure to improve the torsional stiffness effect during collision. Specifically, the closing plate 30 is composed of a first plate surface 310 and a second plate surface 320 that are perpendicular to each other. This structure enables the closing plate 30 to provide necessary structural support while also being able to adapt to withstand and divert forces in different directions through the plate surface structures in different orientations. Correspondingly, the main function of the first plate surface 310 is to fit and close the opening area of the U-shaped structure of the reinforcement beam body 10. It ensures the sealing and rigidity of the overall structure through close cooperation with the reinforcement beam body 10.

[0041] The second plate surface 320 is arranged at the first end of the closing plate 30, that is, at the end position of the closing plate 30, and is connected to the first plate surface 310 through a fillet to reduce the risk of stress concentration and enable mature and rapid production and manufacturing through the bending process. Further, the second plate surface 320 is arranged parallel to the side wall connecting plate 20. This layout can not only improve the structural aesthetics and the refinement degree of the vehicle, but also, in the above embodiment, when the reinforcement beam body 10 has a slight deformation and the side wall connecting plate 20 needs to contact the closing plate 30 for further force transmission, the contact area between the side wall connecting plate 20 and the closing plate 30 can be increased through the second plate surface 320 that is parallel and close to the side wall connecting plate 20, thereby optimizing the force transmission effect of the collision force.

[0042] In the above embodiments, through the design of the bending structure of the closing plate 30, not only the bearing capacity of the instrument panel reinforcement beam assembly is improved, but also the stability of the structure is increased through the vertical layout, which helps to more effectively disperse and absorb impact energy during a vehicle collision, thereby improving the safety of passengers. The material of the closing plate 30 can be high-strength steel or a lightweight alloy, such as aluminum alloy, to achieve a balance between structural strength and lightweight. At the same time, the closing plate 30 can be manufactured by mature stamping and bending technologies to ensure high-precision and high-quality products. These processes can accurately form the required bending structure while maintaining the integrity and performance of the material.

[0043] On the basis of the above embodiments, considering the lightweight requirements of the vehicle and the relatively high failure risk problem at the end position of the reinforcement beam body 10 during a collision, in some embodiments of the present invention, the first plate surface 310 adopts a variable cross-section structure. Specifically, the first plate surface 310 gradually contracts from its first side to its second side. It should be noted that the first side of the first plate surface 310 is the side closer to the side wall connecting plate 20 compared to the second side. The contraction edge of the first plate surface 310 is designed to be arc-shaped. This design structure can significantly reduce stress concentration points, improve the durability and fatigue resistance of the structure. At the same time, the arc-shaped edge can better disperse forces when subjected to impact, reduce local stress, and thus extend the service life. At the same time, the covering structure of the first plate surface 310 extends along the length direction of the reinforcement beam body 10 to allow the plate surface to cover a larger area and provide more comprehensive protection and support.

[0044] It should be further noted that the design of the variable cross-section first plate surface 310, combined with the arc-shaped contraction edge, not only improves the structural compactness and force transmission efficiency of the instrument panel reinforcement beam assembly, but also helps to improve the fuel economy and dynamic response of the vehicle by reducing weight. In addition, this design also enhances the impact resistance of the structure and provides additional protection for the vehicle during a side collision.

[0045] In addition, in some embodiments of the present invention, through design experience and finite element analysis, and balancing the material use and strengthening effect of the closing plate 30, the extension distance of the first plate surface 310 in the length direction of the reinforcement beam body 10 is accurately controlled between 180 mm and 200 mm to cover a sufficient area starting from the end of the reinforcement beam body 10 for offsetting and diverting collision forces. According to the analysis and tests, the dimension range of the extension length of the first plate surface 310 ensures that the first plate surface 310 can provide sufficient coverage and protection, while avoiding structural redundancy and weight increase caused by excessive extension.

[0046] For the second panel surface 320, in order to reduce the impact of the weight of the closed plate 30 on the vehicle's lightweight index, circular weight reduction holes 3210 are provided on the second panel surface 320 to reduce the use of materials. At the same time, the weight reduction holes 3210 are flanged along the direction away from the side wall connecting plate 20 to enhance the strength of the hole edges. This design not only reduces the weight but also maintains the structural integrity and durability. The flanging treatment of the weight reduction holes 3210 not only improves the crack resistance of the edges but also can increase the thickness cross-section range of the second panel surface 320 to enhance its strengthening effect on the reinforcing beam body 10.

[0047] In the above embodiment, by precisely controlling the length extension of the first panel surface 310 and combining the weight reduction holes 3210 and flanging treatment on the second panel surface 320, the instrument panel reinforcing beam assembly achieves lightweight while ensuring the necessary structural strength and stiffness, which helps to improve the vehicle's fuel economy, reduce emissions, and enhance the dynamic response performance.

[0048] Furthermore, in the instrument panel reinforcing beam assembly provided in the embodiment of the present invention, the closed plate 30 is fixedly connected to the reinforcing beam body 10 through at least four connecting bolts 40. The connecting bolts 40 are respectively arranged in the four corner areas of the first panel surface 310 to more evenly bear the connecting function and ensure that the first panel surface 310 of the closed plate 30 is evenly and stably connected to the reinforcing beam body 10 throughout the entire length. In addition, the material of the connecting bolts 40 can be high-strength alloy steel, and the surface is specially treated to enhance corrosion resistance and wear resistance to meet the requirements of high load-bearing capacity and fatigue resistance. At the same time, the connecting bolts 40 are at least M6-sized bolts, and the heads of the bolts are designed in a shape convenient for tightening and disassembling, such as hexagon heads or internal hexagon heads. The setting of the connecting bolts 40 allows for quick disassembly and maintenance, facilitating regular maintenance and inspection, and timely tightening or replacement when the connecting bolts 40 fall off or are damaged.

[0049] To further enhance the strength of the reinforcing beam body 10, refer to Figure 7, in some embodiments of the present utility model, reinforcing ribs 110 are specially designed at the bottom of the U-shaped structure of the reinforcing beam body 10. These reinforcing ribs 110 extend based on the open bottom of the reinforcing beam body 10 and towards the open end, and are welded and fixed to both side walls of the reinforcing beam body 10 on both sides, and are evenly distributed at the open bottom. The presence of the reinforcing ribs 110 significantly improves the local stiffness and bending resistance of the reinforcing beam body 10. Especially when bearing lateral collision loads, it can reduce the deformation risk of the reinforcing beam body 10. At the same time, the reinforcing ribs 110 are combined with the wall surface of the reinforcing beam body 10, and the adjacent reinforcing ribs 110 and the wall surface of the reinforcing beam body 10 form a stable triangular structure. This structure is widely regarded as an ideal shape for providing high stability and load-bearing capacity in engineering. The introduction of the triangular structure makes the stress distribution of the reinforcing beam body 10 more uniform when subjected to loads, reduces local stress concentration, and thus improves the durability of the overall structure. At the same time, for multiple triangular regions, a continuous reinforcing rib 110 extending along the length direction of the reinforcing beam body 10 can be provided to divide the multiple triangular regions into smaller edge-sealing shapes, that is, a single triangular region is divided into a smaller triangular region and a trapezoidal structure, so as to further enhance the strengthening effect of the reinforcing ribs 110 on the reinforcing beam body 10 through smaller closed structures.

[0050] The matching structure of the reinforcing ribs 110 and the reinforcing beam body 10 in the above embodiments enables the instrument panel reinforcing beam assembly to significantly improve the load-bearing capacity and anti-deformation ability of the structure while maintaining lightweight. This enables the reinforcing beam assembly to more effectively resist various dynamic loads that the vehicle may encounter during driving, such as inertial forces generated during rapid acceleration, rapid deceleration, or turning. The material selection of the reinforcing ribs 110 is preferably the same as that of the reinforcing beam body 10 to ensure the consistency and compatibility of the overall structure. At the same time, the reinforcing ribs 110 can be manufactured by integrally forming with the reinforcing beam body 10, or can be attached to the reinforcing beam body 10 by welding or other connection methods. The selection of the manufacturing process can be optimized according to cost, production efficiency, and quality requirements. It should be noted that during the design process, stress analysis of the reinforcing ribs 110 and the triangular structure can also be carried out through calculation methods such as finite element analysis to verify their mechanical properties under different working conditions and ensure that the design meets the requirements of practical applications.

[0051] Furthermore, in some embodiments of the present utility model, refer to Figure 8, a positioning pin 120 also protrudes from the reinforcing beam body 10. The shape and size of the positioning pin 120 are precisely designed according to the specifications of the positioning hole 210 on the side wall connecting plate 20 to ensure precise fit between the two. The positioning pin 120 is usually cylindrical or conical, and its surface may be hardened to improve wear resistance. As mentioned above, the side wall connecting plate 20 is provided with a positioning hole 210 that matches the shape of the positioning pin 120. The inner wall of the positioning hole 210 may include a certain slope or chamfer to facilitate the insertion and fixation of the positioning pin 120.

[0052] On this basis, the reinforcing beam body 10 is locked with the side wall connecting plate 20 through two fastening bolts 50 symmetrically arranged in the vertical direction with respect to the positioning pin 120. The symmetrical layout helps to achieve uniform force distribution and avoid structural deformation or damage caused by uneven fastening torque. Through the precise fit of the positioning pin 120 and the positioning hole 210, as well as the stable connection of the fastening bolts 50, the instrument panel reinforcing beam assembly in this embodiment achieves high-precision positioning and high-strength fixation. This design not only improves the installation efficiency of the assembly but also ensures the stability and reliability of the structure during vehicle use. During the installation process, first insert the positioning pin 120 into the corresponding positioning hole 210, and then fix the reinforcing beam body 10 and the side wall connecting plate 20 together through the fastening bolts 50. Use a torque wrench to tighten according to the specified torque value to ensure the consistency and reliability of the connection.

[0053] Furthermore, in this embodiment, the reinforcing beam body 10 is made of a lightweight and high-strength magnesium alloy material. This material is widely used in the automotive industry due to its excellent specific strength and specific stiffness. The lightweight characteristic of the magnesium alloy helps to reduce the weight of the whole vehicle, thereby improving fuel efficiency and reducing emissions. At the same time, based on the usage requirements of the material, the reinforcing beam body 10 is manufactured using advanced die-casting production technology. The die-casting process can quickly inject molten magnesium alloy into a precision mold under high pressure and high temperature to form the required complex shapes and details. The combination of the magnesium alloy material and the die-casting production process brings multiple technical advantages to the instrument panel reinforcing beam assembly. First, the lightweight of the magnesium alloy helps to improve the power performance and handling of the vehicle. Second, the die-casting process can achieve high-strength and high-stiffness structural design while maintaining the thinness of the component. In addition, the high damping characteristic of the magnesium alloy helps to reduce vehicle vibration and noise, improving ride comfort.

[0054] In addition, it should be noted that the reinforcing beam body 10 made of magnesium alloy material may need surface treatment, such as anodizing or coating, to improve its corrosion resistance and wear resistance and extend the service life of the component.

[0055] It should be further noted that, as shown in Fig. 9, the instrument panel reinforcement beam assembly provided by the embodiment of the present invention can smoothly transfer the acting force along the X direction and the Y direction when subjected to a small overlap collision, thereby reducing the failure risk of the instrument panel reinforcement beam assembly. And as Figure 10 shown, during the CAE analysis of the reinforcement beam body 10 without the closing plate 30 in the prior art, the scores in some working conditions are in module A, rather than all in the higher-rated module G; but as Figure 11 shown, during the same CAE analysis of the instrument panel reinforcement beam assembly provided by the embodiment of the present invention, the scores of the instrument panel reinforcement beam assembly are all in module G, meeting the five-star collision evaluation of CNCAP.

[0056] Furthermore, some other embodiments of the present invention also provide a vehicle, in which the instrument panel reinforcement beam assembly provided by any one of the above embodiments is arranged inside the instrument panel. Since the above instrument panel reinforcement beam assembly has the above technical effects, this vehicle also has the above technical effects, which will not be elaborated herein.

[0057] It should be noted that for the sake of convenience of description, only the parts related to the relevant utility model are shown in the drawings. Without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0058] As shown in the present invention and the claims, unless the context clearly indicates an exception, words such as "a", "an", "one" and / or "the" are not specifically singular and may also include plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of the clearly identified steps and elements, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. The element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, commodity or device including the element.

[0059] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0060] The above description is only a preferred embodiment of the present utility model and an explanation of the applied technical principles, and is not intended to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and variations. The scope of the utility model involved in the present utility model is not limited to the technical solutions formed by the specific combination of the above technical features, and should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above utility model concept. For example, the technical solutions formed by mutually replacing the above features with the technical features (but not limited to) having similar functions disclosed in the present utility model.

Claims

1. An instrument panel reinforcement beam assembly, characterized in that, Including: A reinforcing beam body and a side wall connecting plate. The reinforcing beam body is a U-shaped beam, and the side wall connecting plate is arranged at the end of the reinforcing beam body and fixedly connected to the reinforcing beam body and the vehicle body. A closing plate. The closing plate is fixedly arranged in the opening area of the U-shaped structure of the reinforcing beam body and forms a structure with a closed cross-section along the length direction of the reinforcing beam body together with the reinforcing beam body. And the closing plate fits the opening edge of the reinforcing beam body and is provided with a flanging. The first end of the closing plate is arranged 5 mm - 10 mm close to the side wall connecting plate.

2. The instrument panel reinforcement beam assembly according to claim 1, characterized in that, The closing plate is of a bent structure and includes a first plate surface and a second plate surface that are perpendicular to each other. The first plate surface is used to fit and close the opening area of the U-shaped structure of the reinforcing beam body, and the second plate surface is located at the first end of the closing plate and is arranged parallel to the side wall connecting plate.

3. The instrument panel reinforcement beam assembly according to claim 2, characterized in that, The first plate surface is a variable cross-section structure that shrinks from its first side to its second side. The first side is the side closer to the side wall connecting plate compared to the second side, and the shrinking edge of the first plate surface is arc-shaped.

4. The instrument panel reinforcement beam assembly according to claim 2, wherein The extending distance of the first plate surface in the length direction of the reinforcing beam body is 180 mm - 200 mm.

5. The instrument panel reinforcement beam assembly according to claim 2, characterized in that, Weight-reducing holes are arranged on the second plate surface, and the weight-reducing holes are flanged in the direction away from the side wall connecting plate.

6. The instrument panel reinforcement beam assembly according to claim 2, characterized in that, The closing plate is fixedly connected to the reinforcing beam body through at least four connecting bolts, and the four connecting bolts are respectively arranged in the four corner areas of the first plate surface.

7. The instrument panel reinforcement beam assembly according to claim 1, wherein Reinforcing ribs are arranged at the bottom of the opening of the reinforcing beam body, and the adjacent reinforcing ribs and the wall surface of the reinforcing beam body form a triangular structure.

8. The instrument panel reinforcement beam assembly according to claim 1, wherein, A positioning pin also protrudes from the reinforcing beam body. A positioning hole is formed in the side wall connecting plate to be engaged with the positioning pin in a snap-fit manner, and the reinforcing beam body is locked to the side wall connecting plate through two fastening bolts symmetrically arranged vertically with respect to the positioning pin.

9. The instrument panel reinforcement beam assembly according to claim 1, characterized in that, The reinforcing beam body is made of magnesium alloy material and is produced by die-casting.

10. A vehicle, characterized in that, The instrument panel reinforcing beam assembly according to any one of claims 1 - 9 is arranged inside the instrument panel.

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