Instrument pipe beam assembly and vehicle

Abstract

The utility model discloses an instrument tubular beam assembly which comprises a beam body and a vibration reduction assembly, the vibration reduction assembly comprises a connecting support and a vibration reduction balancing weight, the vibration reduction balancing weight is installed on the beam body through the connecting support, and a set distance is formed between the vibration reduction balancing weight and the beam body in the circumferential direction of the beam body; mutual transmission of vibration generated by a steering system, a steering wheel, a front cabin and the like on the instrument pipe beam can be reduced, additional shaking at the front end during vehicle running is reduced, and the user satisfaction degree is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle instrument tube beams and instrument tube beam mounting covers, specifically to an instrument tube beam assembly and a vehicle. Background Technology

[0002] As people's demands for car ride comfort increase, the quality of passenger car interiors is receiving more and more attention, especially for new energy vehicles, which have developed rapidly in recent years. Cars have entered the era of intelligent cockpits, and intelligent vehicles are developing rapidly.

[0003] Nowadays, in addition to the central control screen, the dashboard also integrates a large number of vision-related components, such as the optical components of a large-size AR HUD head-up display system, dual-screen or even triple-screen design for the driver and passenger entertainment systems. In addition, the dashboard also adds components such as a central star ring diffuser (integrated surround speakers) and facial recognition sensors.

[0004] With the upgrade of the vision system, drivers or passengers use the screen / HUD several times more frequently and are more sensitive to minor vibrations of the dashboard while the car is in motion.

[0005] The tubular beam (steering support assembly) that installs and supports the dashboard is also generally the component that installs and fixes the steering system and steering wheel. It is fixed to the left and right side panels and the front panel, and transmits high-frequency vibrations from the tires (ground), the front engine compartment (engine, range extender or drive motor / oil vehicle, as well as reducer, gearbox, etc.), which has a significant impact on entertainment comfort. The structure of the tubular beam urgently needs to be improved and optimized.

[0006] Therefore, to solve the above problems, there is a need for an instrument panel beam assembly and vehicle that can reduce the transmission of vibrations from the steering system, steering wheel, and front engine compartment to each other on the instrument panel beam, reduce additional vibrations at the front of the vehicle, and improve user satisfaction. Utility Model Content

[0007] In view of this, the purpose of this utility model is to overcome the defects in the prior art and provide an instrument tube beam assembly that can reduce the transmission of vibrations from the steering system, steering wheel and front engine compartment to each other on the instrument tube beam, reduce additional vibrations at the front of the vehicle, and improve user satisfaction.

[0008] The instrument tube beam assembly of this utility model includes a beam body and a vibration damping component. The vibration damping component includes a connecting bracket and a vibration damping counterweight. The vibration damping counterweight is installed on the beam body through the connecting bracket, and the vibration damping counterweight has a set distance between the beam body and the beam body in the circumferential direction.

[0009] Furthermore, the vibration-damping counterweight is elastically mounted on the connecting bracket.

[0010] Furthermore, the connecting bracket includes a U-shaped groove structure, the groove opening of the U-shaped groove structure is horizontally set, and end feet are provided on both sides of the U-shaped groove structure, the end feet being fixedly installed on the beam body;

[0011] The vibration-damping counterweight is elastically installed inside the slot of the U-shaped groove structure.

[0012] Furthermore, the axial direction of the vibration-damping counterweight is parallel to the axial direction of the beam.

[0013] Furthermore, the beam body includes a main beam and a secondary beam that are coaxial and integrally formed, the connecting bracket is arranged across the connection between the main beam and the secondary beam, and the two end feet are fixedly connected to the main beam and the secondary beam respectively.

[0014] Furthermore, the connection between the middle part of the vibration-damping counterweight block along its length and the main beam and secondary beam is located on the same cross section.

[0015] Furthermore, a buffer pad is provided between the vibration-damping counterweight and the bottom of the U-shaped groove structure.

[0016] Furthermore, the beam is provided with mounting seats for mounting the end feet, and the two end feet are respectively mounted on the corresponding mounting seats.

[0017] Furthermore, the end foot is detachably connected to the mounting base.

[0018] This solution also discloses a vehicle including the aforementioned instrument tube beam assembly.

[0019] The beneficial effects of this utility model are:

[0020] (1) The instrument tube beam assembly disclosed in this utility model is provided with a vibration damping component on the beam body. The vibration damping component includes a connecting bracket and a vibration damping counterweight. The high-frequency vibration transmitted to the beam body will be transmitted to the vibration damping counterweight by the connecting bracket for absorption treatment, thereby greatly eliminating the high-frequency vibration of the beam body, ensuring the stability of the assembly components installed on the beam body, eliminating or reducing noise, and reducing the vibration of the accessories connected to the tube beam assembly.

[0021] (2) The vibration damping components have a simple structure, are easy to assemble, have the advantage of low cost, are easy to arrange in a smaller space, can improve the compactness of vehicle parts arrangement, and have stronger versatility. Attached Figure Description

[0022] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0023] Figure 1 This is a schematic diagram of the structure of this utility model;

[0024] Figure 2This is a schematic diagram of the main structure of this utility model;

[0025] Figure 3 This is a top view of the structure of this utility model;

[0026] Figure 4 This is a schematic diagram of the main structure of the vibration reduction component of this utility model;

[0027] Figure 5 This is a top view of the vibration reduction component of this utility model.

[0028] In the diagram, there is a main beam 1, a secondary beam 2, a connecting bracket 3, a vibration damping counterweight 4, a buffer component 5, a buffer pad 6, a main beam support 7, a secondary beam support 8, and an installation lug 9. Detailed Implementation

[0029] The instrument panel beam assembly provided in this embodiment can be used in the vehicle field, for example, for mounting and supporting a vehicle's dashboard. In this embodiment, the vehicle can be of various types, such as various automobiles, electric vehicles, and agricultural vehicles.

[0030] In this embodiment, as Figures 1-3 As shown, the instrument tube beam assembly includes a beam body and a vibration damping component. The vibration damping component includes a connecting bracket 3 and a vibration damping counterweight 4. The vibration damping counterweight 4 is mounted on the beam body through the connecting bracket 3, and the vibration damping counterweight 4 has a set distance between itself and the beam body in the circumferential direction, thereby reserving space for the vibration damping counterweight 4 to move and absorb vibration.

[0031] By connecting bracket 3, a new vibration reduction path can be formed on the beam, and a vibration reduction counterweight 4 is set on this path, so that the vibration of the beam is concentrated and transmitted to the vibration reduction assembly for absorption. This effectively absorbs the high-frequency vibration of the beam, eliminates or reduces vibration and noise, and ensures the stability of the assembled components installed on the beam. Moreover, the structure of the vibration reduction assembly is particularly simple, has the advantage of low cost, is easy to arrange in a smaller space, can improve the compactness of vehicle component layout, and has greater versatility.

[0032] It is understood that vibration damping components can be arranged at designated locations according to the specific structure of the beam, and the number of vibration damping components is unlimited; that is, one set or multiple sets of vibration damping components can be set. This embodiment does not impose a specific limit on the number of vibration damping components. This embodiment will take the setting of one set of vibration damping components as an example to describe the instrument tube beam assembly provided in this embodiment in detail.

[0033] In this embodiment, the vibration-damping counterweight 4 is elastically mounted on the connecting bracket 3. The purpose of this elastic connection is to provide a better vibration-damping structure, improve vibration-damping efficiency, and reduce the vibration transmitted back to the beam by the vibration-damping counterweight 4, thereby improving the vibration-damping capability of the vibration-damping assembly. The elastic connection methods include rubber block connections or spring connections, etc., which will not be described in detail here.

[0034] In this embodiment, as Figure 4 and Figure 5 As shown, the connecting bracket 3 includes a U-shaped groove structure with a horizontally positioned groove opening. Both sides of the U-shaped groove structure have end feet for fixing the connecting bracket to the beam. The two end feet of the U-shaped groove structure are respectively fixed to the beam. The U-shaped groove structure with end feet improves the stability of the connecting bracket 3 when assembled on the beam, while also making the overall structure more compact and able to absorb vibrations at both ends of the beam's length.

[0035] In this embodiment, as Figure 4 and Figure 5 As shown, the vibration-damping counterweight 4 is elastically installed in the slot of the U-shaped groove structure through the buffer 5. There are two buffers 5. The two side walls of the vibration-damping counterweight 4 are respectively connected to the opposite inner walls of the U-shaped groove structure through the corresponding buffers 5, which are used to absorb the vibration transmitted along the axial direction of the beam.

[0036] In this embodiment, the buffer 5 can be a rubber block with buffering capacity, elasticity, excellent vibration absorption capacity, and long service life. The vibration damping counterweight 4 can be a rectangular metal vibration-absorbing block. Of course, the structure and material of the vibration damping counterweight 4 can be adapted according to requirements to meet the vibration absorption function, which will not be elaborated here.

[0037] In this embodiment, as Figure 2 As shown, the axial direction of the vibration-damping counterweight 4 is parallel to the axial direction of the beam, which can better absorb the vibration transmitted along the axial direction of the beam.

[0038] In this embodiment, as Figure 1 and Figure 2 As shown, the beam is a tubular beam that mounts and supports the instrument panel. The beam includes a main beam 1 and a sub-beam 2 connected to form a whole. The main beam 1 corresponds to the driver's seat, and the sub-beam 2 corresponds to the passenger's seat. The main beam 1 and the sub-beam 2 are coaxially arranged circular tubular structures. The diameter of the sub-beam 2 is smaller than that of the main beam 1, which serves to reduce the weight of the beam. The main beam 1 and the sub-beam 2 can be fixedly connected by welding.

[0039] When only one set of vibration damping components is installed, the connecting bracket 3 of the vibration damping component is installed across the connection between the main beam 1 and the secondary beam 2, with its two ends fixedly connected to the main beam 1 and the secondary beam 2 respectively. The connecting bracket 3 is installed across the joint between the main beam 1 and the secondary beam 2, and can transmit the vibrations of the main beam 1 and the secondary beam 2 to the vibration damping counterweight 4 simultaneously.

[0040] To achieve better vibration reduction, the midpoint of the vibration-damping counterweight 4 along its length is located on the same cross-section as the joint between the main beam 1 and the secondary beam 2. That is, the vibration-damping counterweight 4 is symmetrically arranged with the plane containing the joint between the main beam 1 and the secondary beam 2 as the symmetrical plane. This significantly reduces vibration transmission between the main beam 1 and the secondary beam 2 at the joint, extending the service life of the beams. The cross-section is the section perpendicular to the length of the beam. It is understandable that this design not only reduces the number of vibration-damping components used, thereby reducing the overall cost of the instrument panel beam assembly, but also improves the space utilization at the front of the vehicle.

[0041] In this embodiment, a buffer pad 6 is provided between the vibration-damping counterweight 4 and the bottom of the U-shaped channel structure. The buffer pad 6 can be provided on the side wall of the vibration-damping counterweight 4 and / or on the bottom of the U-shaped channel structure. The buffer pad 6 is used to buffer and absorb the longitudinal vibration of the beam. The longitudinal direction is the length direction of the vehicle after the beam of this solution is assembled on the vehicle. In the longitudinal direction, the front of the vehicle is the front and the rear of the vehicle is the rear, which will not be described in detail here.

[0042] One feasible implementation method is, for example Figure 5 As shown, the buffer pad 6 can be placed on the bottom of the U-shaped groove structure. The opening of the U-shaped groove structure is parallel to the longitudinal direction, which improves the longitudinal vibration reduction capability of the structure. In an exemplary embodiment, the opening of the U-shaped groove structure is oriented towards the rear of the vehicle. The buffer pad 6 placed at the bottom of the U-shaped groove structure is close to the front engine compartment and can absorb vibrations from the engine compartment direction, reducing the transmission of longitudinal vibration of the tube beam assembly to the auxiliary mounting parts.

[0043] In this embodiment, the buffer pad 6 is a rubber pad block. The rubber pad block can be attached to the bottom of the U-shaped groove structure and there is a longitudinal gap between it and the vibration reduction counterweight block 4. The buffer pad 6 can also be a spring or other elastic body, which can play the role of buffering and absorbing vibration. This will not be described in detail here.

[0044] In this embodiment, the beam is provided with mounting seats for mounting the end feet. The two end feet of the U-shaped groove structure are respectively fixedly installed on the corresponding mounting seats, making the installation structure of the vibration damping component more stable and reliable, ensuring the assembly strength of the connecting bracket 3 on the main beam 1, and enabling more stable transmission of vibration to the connecting bracket 3 and the vibration damping counterweight 4. At the same time, using mounting seats to install the end feet can also overcome the stress point cracking problem caused by the direct assembly of the connecting bracket 3 on the main beam 1 and the secondary beam 2, avoiding large-area damage to the strength of the tube beam assembly, and can better solve the vibration transmission problem of the tube beam assembly.

[0045] In this embodiment, the end pin is detachably connected to the mounting base, which facilitates maintenance and enhances versatility. More specifically, such as Figure 4 and Figure 5 As shown, the end foot includes a mounting lug 9 formed by bending outwards, and the mounting lug 9 is connected to the mounting base by bolts.

[0046] Specifically, such as Figure 1 and Figure 2 As shown, the mounting base includes a main beam support 7 set on the main beam 1 and a secondary beam support 8 set on the secondary beam 2. The top surface of the main beam support 7 and the top surface of the secondary beam support 8 are located on the same reference plane. The mounting lugs 9 are fixedly installed on the top surface of the main beam support 7 and the top surface of the secondary beam support 8 respectively by bolts.

[0047] In this embodiment, the reference plane is located on the upper part of the beam and is parallel to the length direction of the beam, which can ensure the stable installation of the connecting bracket 3 on the beam and reserve sufficient space between the beam and the vibration reduction counterweight 4 to ensure the movement space of the vibration reduction counterweight 4.

[0048] This solution also discloses a vehicle, including an instrument panel beam assembly. The instrument panel beam assembly is used to mount and support the instrument panel. Located at the front of the vehicle, the instrument panel beam assembly with vibration damping components can absorb various vibrations transmitted to the instrument panel from the front engine compartment and steering components, stabilizing the steering wheel and instrument panel, and reducing or eliminating vibration transmission to the entire vehicle's instrument panel. Simultaneously, the instrument panel beam assembly with vibration damping components is applied to configurations with higher engine speeds, effectively reducing or eliminating steering wheel vibration at high speeds. After eliminating high-frequency vibrations, the service life of the mounting brackets and corresponding mounting components mounted on the instrument panel beam can be significantly increased, reducing the mechanical failure rate of related mounting components on the front instrument panel such as the central control screen and air conditioning ventilation ducts. Furthermore, for vehicles with AR HUD functionality, it can increase the stability of the screen display to a certain extent, reduce the amount of virtual projection swaying on the glass surface, and improve the driving experience and user satisfaction.

[0049] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An instrument tube beam assembly, characterized in that: The system includes a beam and a vibration damping assembly. The vibration damping assembly includes a connecting bracket (3) and a vibration damping counterweight (4). The vibration damping counterweight (4) is installed on the beam via the connecting bracket (3), and the vibration damping counterweight (4) has a set distance between itself and the beam in the circumferential direction.

2. The instrument tube beam assembly according to claim 1, characterized in that: The vibration-damping counterweight (4) is elastically mounted on the connecting bracket (3).

3. The instrument tube beam assembly according to claim 2, characterized in that: The connecting bracket (3) includes a U-shaped groove structure, the groove opening of the U-shaped groove structure is horizontally set, and end feet are provided on both sides of the U-shaped groove structure. The end feet are fixedly installed on the beam body. The vibration-damping counterweight (4) is elastically installed in the slot of the U-shaped groove structure.

4. The instrument tube beam assembly according to claim 3, characterized in that: The axial direction of the vibration-damping counterweight (4) is parallel to the axial direction of the beam.

5. The instrument tube beam assembly according to claim 4, characterized in that: The beam body includes a main beam (1) and a secondary beam (2) that are coaxial and integrally formed. The connecting bracket (3) is arranged across the connection between the main beam (1) and the secondary beam (2). The two end feet are fixedly connected to the main beam (1) and the secondary beam (2) respectively.

6. The instrument tube beam assembly according to claim 5, characterized in that: The connection between the middle part of the vibration-damping counterweight (4) along its length and the main beam (1) and the secondary beam (2) is located on the same cross section.

7. The instrument tube beam assembly according to claim 3, characterized in that: A buffer pad (6) is provided between the vibration-damping counterweight (4) and the bottom of the U-shaped groove structure.

8. The instrument tube beam assembly according to claim 3, characterized in that: The beam is provided with mounting seats for mounting the end feet, and the two end feet are respectively mounted on the corresponding mounting seats.

9. The instrument tube beam assembly according to claim 8, characterized in that: The end foot is detachably connected to the mounting base.

10. A vehicle, characterized in that, Includes the instrument tube beam assembly as described in any one of claims 1-9.

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