Instrument panel tubular beam assembly, instrument panel assembly and vehicle

Abstract

The utility model provides an instrument board tubular beam assembly, an instrument board assembly and a vehicle. The instrument board tubular beam assembly comprises a cross beam, a first connecting pipe and a second connecting pipe. The cross beam comprises an air guide channel, an air inlet and an air outlet, the air guide channel is located in the cross beam, and the air inlet and the air outlet are arranged at an interval and are both communicated with the air guide channel; one end of the first connecting pipe is communicated with the air inlet, and the other end of the first connecting pipe is used for being communicated with an air conditioner box; one end of the second connecting pipe is communicated with the air outlet, and the other end of the second connecting pipe is used for being communicated with a passenger compartment. According to the technical scheme, the occupied space of the instrument panel assembly in the height direction of the whole vehicle can be reduced, and the instrument panel assembly adapts to the development trend of miniaturization of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to instrument panel beam assemblies, instrument panel assemblies, and vehicles. Background Technology

[0002] The instrument panel assembly is a crucial structure in a vehicle, integrating components such as the instrument panel body (shell), indicators, air conditioning unit assembly, air conditioning control system, air conditioning ducts, air vents, control panel, switches, audio control system, steering column, instrument wiring harness, glove box assembly, central control screen, trim panels, and instrument panel beam assembly. With the trend towards vehicle miniaturization, the space required for the instrument panel assembly in the cabin needs to be reduced. Currently, the instrument panel assembly still occupies a significant amount of space in the vehicle's height direction, which limits its miniaturization potential. Utility Model Content

[0003] This application provides an instrument panel beam assembly, an instrument panel assembly, and a vehicle, which can reduce the space occupied by the instrument panel assembly in the overall vehicle height direction and adapt to the trend of vehicle miniaturization.

[0004] In a first aspect, this application provides an instrument panel beam assembly, the instrument panel beam assembly including a crossbeam, a first connecting pipe and a second connecting pipe;

[0005] The crossbeam includes an air guide channel, an air inlet, and an air outlet. The air guide channel is located inside the crossbeam, and the air inlet and the air outlet are spaced apart and both communicate with the air guide channel.

[0006] One end of the first connecting pipe is connected to the air inlet, and the other end of the first connecting pipe is used to connect to the air conditioning unit.

[0007] One end of the second connecting pipe is connected to the air outlet, and the other end of the second connecting pipe is used to connect to the passenger compartment.

[0008] It is understandable that utilizing the space inside the beam to form an air guiding channel allows the beam to function not only as a support but also as an air transmission duct. In other words, the beam integrates the dual functions of support and air transmission. By connecting the air guiding channel to both the first and second connecting pipes, the first connecting pipe, the beam, and the second connecting pipe can be sequentially connected and coordinated to form an air conditioning air transmission structure. Since this air conditioning air transmission structure can be used to transmit airflow and functions identically to an air conditioning duct, this layout scheme is equivalent to placing a portion of the air conditioning ductwork inside the beam.

[0009] Compared to related technologies where all air conditioning ducts are located outside the crossbeam, the air conditioning air transmission structure in this application, which places some air conditioning ducts inside the crossbeam, can reuse some of the space within the crossbeam, thus effectively reducing the space occupied outside the crossbeam. This allows the instrument panel tube beam assembly, when applied to the instrument panel assembly, to not only maintain the air conditioning blowing function but also effectively reduce the number of air conditioning ducts above the instrument panel tube beam assembly and the overall space occupied by the air conditioning ducts, thus reducing the height and production cost of the instrument panel assembly and achieving a thinner and lighter instrument panel assembly, as well as a smaller and lighter vehicle. It also improves the space utilization rate inside the vehicle, providing more room for interior design and significantly improving the driver's visibility, thereby enhancing driving safety.

[0010] In one possible implementation, the crossbeam includes a body, a first adapter, and a second adapter. The first adapter and the second adapter are connected to the body at intervals and both protrude from the outer surface of the body. The first adapter is connected to the first connecting pipe, and the second adapter is connected to the second connecting pipe. The first adapter, the body, and the second adapter are sequentially connected and cooperate to form the air guide channel. The air inlet is located at the end of the first adapter away from the body, and the air outlet is located at the end of the second adapter away from the body.

[0011] Understandably, by adding a first adapter and a second adapter to the main body, and making both the first and second adapters protrude relative to the main body, the overall strength and rigidity of the crossbeam can be enhanced, improving its durability and safety. Furthermore, placing the air inlet and outlet at the ends of the first and second adapters furthest from the main body, respectively, helps avoid weakening the crossbeam's strength due to openings, ensuring the crossbeam maintains good structural stability and reliability.

[0012] In one possible implementation, the crossbeam includes a body connected to the first connecting pipe and the second connecting pipe. The body is provided with the air guide channel, and the air inlet and the air outlet are both located on the outer surface of the body.

[0013] It is understandable that by creating air inlets and outlets through direct openings on the outside of the beam, the airflow path within the beam is shortened, friction and resistance during transmission are reduced, the airflow path is optimized, and energy consumption is reduced.

[0014] In one possible implementation, the crossbeam further includes a cavity and at least two sealing structures, the at least two sealing structures being spaced apart within the cavity and connected to the inner wall of the cavity to separate the air guide channel within the cavity.

[0015] Understandably, given the considerable length of the cavity, allowing airflow to occur at every point within it would result in significant energy loss. However, by incorporating at least two sealing structures within the cavity, these structures can work in conjunction with the cavity's inner wall to create artificially isolated airflow channels. These artificially isolated channels are shorter than the cavity's overall length, shortening the airflow path and allowing for customization of the actual flow path based on the specific application scenario. This optimizes the airflow, resulting in more stable and uniform flow. Furthermore, reducing the airflow path also lowers noise levels caused by airflow, providing a quieter and smoother operating environment for the vehicle.

[0016] In one possible implementation, the instrument panel beam assembly further includes a water-absorbing structure fitted over the outside of the crossbeam, the water-absorbing structure also surrounding at least a portion of the air guide channel.

[0017] Understandably, by covering the outer surface of the crossbeam with the air duct with a water-absorbing structure, the water-absorbing structure can wrap around the ventilation section of the crossbeam, thus enabling the water-absorbing structure to absorb water, insulate heat, and keep the crossbeam warm. This helps to prevent condensation (i.e., dew) from forming on the outer surface of the crossbeam when cold air passes through the air duct and dripping into the vehicle, which could cause short circuits or failures in other components. It effectively slows down the rate of condensation formation on the outer side of the crossbeam and further reduces condensation on the outer side of the crossbeam, lowering the cost of anti-condensation measures for the instrument panel tube beam assembly. At the same time, it also plays a role in sound insulation and noise reduction.

[0018] In one possible implementation, the other end of the second connecting pipe is used to vent air to the side window of the vehicle.

[0019] Understandably, during driving, drivers rely on clear side windows to observe road conditions in the rearview mirror in order to make timely driving decisions. If fog or frost on the side windows is not evenly cleared, the driver's vision will become blurred or there will be blind spots, which may prevent the driver from accurately judging road conditions behind, thus increasing the risk of traffic accidents. Therefore, by directing the other end of the second connecting pipe towards the side window, the air conditioning air transmission structure consisting of the first connecting pipe, crossbeam, and second connecting pipe can be used as a defrosting and defogging duct, guiding hot air from the air conditioning unit to the vehicle's side windows, thereby melting the fog, frost, or snowflakes adhering to the glass and improving driving safety.

[0020] In one possible implementation, the other end of the second connecting pipe is used to vent air to the driver's seat and / or the passenger's seat of the vehicle.

[0021] It is understandable that air conditioning is used for both cooling in summer and heating in winter. Therefore, the cool or hot air provided inside the vehicle should cover a certain area to ensure that passengers can feel a noticeable breeze. Thus, by directing the other end of the second connecting pipe towards the driver's seat and / or the passenger seat, the air conditioning air transmission structure consisting of the first connecting pipe, the crossbeam, and the second connecting pipe can be used as a face-blowing duct, guiding the cool or hot air from the air conditioning unit to the passengers inside the vehicle, improving passenger comfort and achieving rapid cooling or heating of the vehicle interior.

[0022] In one possible implementation, the crossbeam includes a main beam and a secondary beam, both of which extend along the width direction of the vehicle and are connected to each other, wherein the outer diameter of the main beam is larger than the outer diameter of the secondary beam;

[0023] The number of air guiding channels is two, namely the first channel and the second channel; the number of air inlets is two, namely the first inlet and the second inlet; the number of air outlets is two, namely the first outlet and the second outlet; the first channel, the first inlet, and the first outlet are all located on the main beam, and the first inlet and the first outlet are both connected to the first channel; the second channel, the second inlet, and the second outlet are all located on the secondary beam, and the second inlet and the second outlet are both connected to the second channel; the second channel is also isolated from the first channel.

[0024] The number of the first connecting pipes is two, namely the first sub-pipe and the second sub-pipe. One end of the first sub-pipe is connected to the first inlet, and the other end of the first sub-pipe is used to connect to the air conditioning unit. One end of the second sub-pipe is connected to the second inlet, and the other end of the second sub-pipe is used to connect to the air conditioning unit.

[0025] The second connecting pipe has two parts, namely a third sub-pipe and a fourth sub-pipe. One end of the third sub-pipe is connected to the first outlet, and the other end of the third sub-pipe is used to connect to the crew compartment. One end of the fourth sub-pipe is connected to the second outlet, and the other end of the fourth sub-pipe is used to connect to the crew compartment.

[0026] Therefore, the first sub-pipe, the first channel, and the third sub-pipe can be connected in sequence to form an air conditioning air transmission structure, and the second sub-pipe, the second channel, and the fourth sub-pipe can be connected in sequence to form another air conditioning air transmission structure. These two air conditioning air transmission structures can respectively correspond to the left and right sides of the passenger compartment, so that air can be supplied from both the left and right sides of the passenger compartment.

[0027] Secondly, this application also provides an instrument panel assembly, which includes an air conditioning duct and an instrument panel beam assembly as described above.

[0028] Thirdly, this application also provides a vehicle that includes the dashboard assembly described above. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0030] Figure 2 This is a simplified structural diagram of the instrument panel assembly in related technologies;

[0031] Figure 3 This is a schematic diagram of the dashboard assembly provided in an embodiment of this application;

[0032] Figure 4 This is a simplified cross-sectional view of the instrument panel tube beam assembly provided in an embodiment of this application;

[0033] Figure 5 This is another schematic cross-sectional view of the instrument panel tube beam assembly provided in the embodiments of this application;

[0034] Figure 6 This is another schematic cross-sectional view of the instrument panel tube beam assembly provided in the embodiments of this application;

[0035] Figure 7 This is a simplified schematic diagram of a partial structure of the instrument panel tube beam assembly provided in the embodiments of this application. Detailed Implementation

[0036] For ease of understanding, the terminology used in the embodiments of this application will be explained first.

[0037] And / or: This is simply a way of describing the relationship between related objects. It indicates that there can be three kinds of relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0038] Multiple: refers to two or more.

[0039] Connection: should be interpreted broadly. For example, the connection between A and B can be a direct connection between A and B, or an indirect connection between A and B through an intermediary.

[0040] Spacing settings refer to a certain physical distance between objects. For example, spacing between A and B means that A and B have a certain distance between them. Multiple A's can be spaced at equal intervals or at unequal intervals.

[0041] The specific embodiments of this application will now be clearly described in conjunction with the accompanying drawings.

[0042] Embodiments of this application provide an instrument panel beam assembly, an instrument panel assembly, and a vehicle. The vehicle may be, but is not limited to, a pure electric vehicle, a range-extended electric vehicle, a hybrid electric vehicle, a fuel cell vehicle, or a new energy vehicle.

[0043] Please see Figure 1 , Figure 1 This is a structural schematic diagram of the vehicle 300 provided in an embodiment of this application.

[0044] For ease of description, the width direction of vehicle 300 is defined as the first direction, the length direction of vehicle 300 as the second direction, and the height direction of vehicle 300 as the third direction. The first direction is identified by the Y direction in the diagram, the second direction by the X direction, and the third direction by the Z direction. The X, Y, and Z directions are all perpendicular to each other.

[0045] Vehicle 300 may include body 310 and instrument panel assembly 200. Instrument panel assembly 200 may be mounted on body 310. Exemplarily, instrument panel assembly 200 may be located in front of the driver and front passenger seats, near the bottom of the windshield of vehicle 300.

[0046] The instrument panel assembly 200 may include the instrument panel body, indicators, air conditioning control system, air conditioning box assembly, air conditioning ducts / channels, air vents, control panel, switches, audio control system, defrost vents, defogger vents, glove box assembly, steering column, instrument wiring harness, central control screen, trim panel, and instrument panel beam assembly. These components can be first installed on the instrument panel beam assembly and then assembled onto the vehicle body. The instrument panel beam assembly, as an intermediate connecting component within the instrument panel assembly, provides mounting points for the aforementioned parts, ensuring they remain in the correct position and preventing shaking or deformation of the vehicle 300 during driving. It also connects the instrument panel body to the body 310, making the instrument panel body an integral part of the body 310, thus enhancing overall rigidity. Furthermore, it absorbs and transmits energy during a collision, reducing the impact on the passenger compartment. In summary, the instrument panel beam assembly serves to transmit power, absorb collision energy and load, provide positioning, and facilitate installation.

[0047] Please see Figure 2 , Figure 2 This is a simplified structural diagram of the instrument panel assembly 1 in the related technology. Figure 2 In the diagram, the dashed arrow indicates the direction of airflow in the face blowing duct 5, and the solid arrow indicates the direction of airflow in the defrosting and defogging duct 4.

[0048] In related technologies, the instrument panel assembly 1 may include an air conditioning duct 2 and an instrument panel crossbeam 3. The air conditioning duct 2 may include a defrost / defog duct 4 and a face-blowing duct 5. In the height direction of the instrument panel assembly 1, i.e., the height direction of the vehicle, the instrument panel crossbeam 3, the face-blowing duct 5, and the defrost / defog duct 4 are stacked sequentially. That is, the face-blowing duct 5 and the defrost / defog duct 4 can be sequentially fixed above the instrument panel crossbeam 3. Both the defrost / defog duct 4 and the face-blowing duct 5 are connected to the air conditioning unit. Airflow from the air conditioning unit flows into the face-blowing duct 5 located in the middle layer and the defrost / defog duct 4 located in the upper layer. The airflow flowing into the face-blowing duct 5 flows through its outlet to the driver's and passenger's seats in the passenger compartment to provide ventilation for the occupants. The airflow flowing into the defrost / defog duct 4 flows through its outlet to the passenger compartment windows to provide ventilation for the vehicle windows.

[0049] Understandably, in the instrument panel assembly 1 of the relevant technology, the instrument panel beam 3 and the air conditioning duct 2 are designed separately and each fulfills its functional requirements. Since the air conditioning duct 2 consists of a face-blowing duct 5 and a defrosting / defogging duct 4, and these two are stacked vertically above the instrument panel beam 3, they occupy a significant amount of space in the height direction of the instrument panel assembly 1. This structural design makes it difficult to reduce the height space of the instrument panel assembly 1, which is unfriendly to the design of low-profile instrument panel assemblies and makes it difficult to adapt to the trend of miniaturization and thinning of instrument panel assemblies.

[0050] To address the aforementioned issues, embodiments of this application provide an instrument panel assembly 200 including an instrument panel tube beam assembly 100, which reduces the space occupied by the instrument panel assembly 200 in the vehicle height direction (Z direction in the figure), adapting to the trend of miniaturization of the vehicle 300, as will be described in detail below.

[0051] Please see Figure 3 , Figure 3 This is a schematic diagram of a dashboard assembly 200 provided in an embodiment of this application. Figure 3 In the diagram, the solid arrow indicates the airflow direction in the air conditioning duct 210, while the dashed arrow indicates the airflow direction in the instrument panel beam assembly 100. Additionally, Figure 3 The purpose is merely to illustrate the connection relationships of the various structures in the instrument panel assembly 200, and is not to specifically limit the connection positions, specific structures, or quantities of each structure. That is, the structures illustrated in the embodiments of this application do not constitute a specific limitation on the instrument panel assembly 200.

[0052] In the embodiments of this application, the instrument panel assembly 200 may include an air conditioning duct 210 and an instrument panel beam assembly 100. The instrument panel beam assembly 100 and the air conditioning duct 210 may be sequentially arranged in the height direction (Z direction in the figure) of the instrument panel assembly 200. The instrument panel beam assembly 100 may support the air conditioning duct 210 and connect to the vehicle body 310 to assemble the instrument panel assembly 200 to the vehicle body 310. Of the air conditioning duct 210 and the instrument panel beam assembly 100, one may be used as an air conditioning defrost and defogger duct, and the other may be used as an air conditioning face-blowing duct. Both the air conditioning face-blowing duct and the air conditioning defrost and defogger duct are important components of the vehicle 300's air conditioning system, providing a ventilation path for heat exchange between the air conditioning system and the vehicle interior, and providing the required airflow to the interior. That is, the instrument panel beam assembly 100 not only provides support and fixation, but also allows for ventilation within its interior, enabling airflow from the air conditioning unit to pass through, thus fulfilling the function of a duct. That is, the instrument panel beam assembly 100 can have both support and ventilation functions. In some other embodiments, the air conditioning duct 210 may not be provided, and the instrument panel beam assembly 100 may fully assume the function of the air conditioning duct 210. Alternatively, the air conditioning duct 210 may also be used as a foot duct, without strict limitations.

[0053] Understandably, the instrument panel beam assembly 100 serves as the internal framework of the instrument panel assembly 200, supporting various components and ensuring their proper functioning under high-speed driving and vibration conditions. By connecting the instrument panel beam assembly 100 to the vehicle body 310, it can withstand, absorb, and transfer energy and loads during a vehicle collision, protecting the safety of occupants. Furthermore, by enabling ventilation within the instrument panel beam assembly 100, it functions as an air duct, thus sharing the airflow from the air conditioning unit. This allows for a reduction in the number of external air conditioning ducts 210, contributing to the lightweight and slim design of the instrument panel assembly 200.

[0054] In one possible application scenario, such as Figure 3 As shown, the air conditioning duct 210 can be used as an air conditioning duct for blowing air onto the face, and the instrument panel duct assembly 100 can be used as a defrosting and defogging duct. That is, the air conditioning duct 210 can be used as an air conditioning duct for blowing air onto the face, and the instrument panel duct assembly 100 can integrate the functions of a defrosting and defogging duct.

[0055] In this application scenario, the air conditioning duct 210 may include four air conditioning ducts for blowing air towards the face. These four ducts are designated as left air duct 2110, center left air duct 2120, center right air duct 2130, and right air duct 2140. The left air duct 2110 has a left air outlet at its outlet. The center left air duct 2120 has a central air outlet at its outlet. The center right air duct 2130 has a central air outlet at its outlet. The right air duct 2140 has a right air outlet at its outlet. The left air outlet, right air outlet, and two central air outlets can blow air towards the occupants inside the vehicle 300. Both ends of the instrument panel beam assembly 100 can be air outlets, and are respectively equipped with a left defrost / defogger air outlet and a right defrost / defogger air outlet. The left defrost and defog vent can blow air onto the left side window of the vehicle body 310, and the right defrost and defog vent can blow air onto the right side window of the vehicle body 310.

[0056] Specifically, the left air vent can be a driver-side air vent facing the driver's seat, and the right air vent can be a passenger-side air vent facing the front passenger seat. The two central air vents can be central air vents facing the driver and front passenger seats respectively. The left defrost / defog vent can be a driver-side defrost / defog vent facing the driver's seat, and the right defrost / defog vent can be a passenger-side defrost / defog vent facing the front passenger seat.

[0057] In this application scenario, since the air conditioning defrost and defog duct is integrated into the instrument panel beam assembly 100, the air conditioning duct 210 located outside the instrument panel beam assembly 100 can reduce the number of two defrost and defog ducts 4 on the left and right sides compared to the air conditioning duct 2 in related technologies. While ensuring the air blowing function of the instrument panel assembly 200, it can reduce the number of ducts and the number of components required for duct installation, thereby reducing costs, saving space for the air conditioning duct 210, and improving the internal space utilization of the instrument panel assembly 200. Furthermore, it also helps to lower the height of the instrument panel assembly 200, meeting the requirements for a low-profile design while significantly improving the driver's visibility and enhancing driving safety.

[0058] Please see Figure 4 , Figure 4 This is a simplified cross-sectional view of the instrument panel tube beam assembly 100 provided in an embodiment of this application. Figure 4 In the diagram, the dashed arrows indicate the direction of airflow in and out, i.e., the direction of airflow.

[0059] In embodiments of this application, the instrument panel beam assembly 100 may include a crossbeam 10, a first connecting pipe 20, and a second connecting pipe 30. The crossbeam 10 can serve as the skeleton of the instrument panel beam assembly 100. The crossbeam 10 can be connected to the vehicle body 310, providing strength and rigidity to the vehicle body 310. The crossbeam 10 can also provide support and mounting capabilities for other components in the instrument panel assembly 200 by welding multiple brackets onto it. The crossbeam 10, the first connecting pipe 20, and the second connecting pipe 30 can all be tubular structures capable of supporting airflow. The first connecting pipe 20 and the second connecting pipe 30 can both be installed on the crossbeam 10 and both communicate with the crossbeam 10. The first connecting pipe 20, the crossbeam 10, and the second connecting pipe 30 can be sequentially connected and together form an air duct for air delivery. That is, the first connecting pipe 20 can serve as the air intake pipe of the instrument panel tube beam assembly 100, the crossbeam 10 can serve as the delivery pipe of the instrument panel tube beam assembly 100, and the second connecting pipe 30 can serve as the air outlet pipe of the instrument panel tube beam assembly 100. The airflow blown out of the air conditioning unit can pass through the first connecting pipe 20, the crossbeam 10 and the second connecting pipe 30 in sequence and then be discharged into the passenger compartment, realizing the air supply function of the instrument panel tube beam assembly 100, so that the airflow blown out of the air conditioning unit can be introduced into the passenger compartment of the vehicle 300.

[0060] It should be noted that, Figure 4 The purpose is merely to illustratively describe the connection relationship between the crossbeam 10, the first connecting pipe 20, and the second connecting pipe 30, and is not to specifically limit the connection positions, specific structures, or quantities of each device. Furthermore, the structure illustrated in this embodiment does not constitute a specific limitation on the instrument panel tube beam assembly 100. In other embodiments of this application, the instrument panel tube beam assembly 100 may include components that are more... Figure 4 This may involve more or fewer components, or combining certain components, or splitting certain components, or different component arrangements. Figure 4 The components shown can be implemented in hardware, software, or a combination of both.

[0061] Please see Figure 4 The crossbeam 10 can be arranged laterally in front of the front passenger seat within the driver's compartment of the vehicle 300. The crossbeam 10 can extend along the Y direction, and both ends along the Y direction can be connected to the vehicle body 310. That is, the crossbeam 10 can extend from the driver's side to the passenger side of the vehicle 300. The crossbeam 10 can be used to support functional systems of the vehicle 300, such as the steering system, air conditioning system, electrical system, and safety system. For example, the material of the crossbeam 10 can be a metallic material, such as aluminum or steel. The crossbeam 10 can be square or round.

[0062] The crossbeam 10 may include a cavity W. The cavity W may be located inside the crossbeam 10, that is, the crossbeam 10 may form a cavity W. It is understood that by making the crossbeam 10 form a cavity W, the crossbeam 10 can be made into a hollow structure while ensuring the torsional stiffness, strength and modal requirements of the crossbeam 10, which is beneficial to achieving the lightweight of the crossbeam 10. The crossbeam 10 may be entirely hollow, or it may be partially hollow with the remaining part being a solid structure.

[0063] The crossbeam 10 may include an air guide channel 11, an air inlet 12, and an air outlet 13. The air guide channel 11 is located inside the crossbeam 10 and may be formed by a portion of the cavity W. That is, the air guide channel 11 may form a portion of the cavity W. The air inlet 12 and the air outlet 13 may be spaced apart on the crossbeam 10 and both communicate with the air guide channel 11. Airflow may enter the air guide channel 11 through the air inlet 12, and the airflow entering the air guide channel 11 may flow along the extension path of the air guide channel 11, and flow out of the air guide channel 11 from the air outlet 13 when it reaches the air outlet 13.

[0064] The number of air guide channels 11 can be one or more. When there are multiple air guide channels 11, they can be spaced apart on the crossbeam 10 and can be isolated from each other. The structures of the multiple air guide channels 11 can be similar, identical, or different. The number of air inlets 12 can also be one or more. When there are multiple air inlets 12, they can be spaced apart on the crossbeam 10. The structures of the multiple air inlets 12 can be similar, identical, or different. The number of air outlets 13 can also be one or more. When there are multiple air outlets 13, they can be spaced apart on the crossbeam 10. The structures of the multiple air outlets 13 can be similar, identical, or different. The embodiments of this application do not impose strict limitations on the characteristic parameters of the air guide channels 11, such as the number, shape, and position of the air guide channels 11, the characteristic parameters of the air inlets 12, such as the number, shape, and position of the air inlets 12, and the characteristic parameters of the air outlets 13, such as the number, shape, and position of the air outlets 13. It is only required that the air guide channels 11 are connected to the air inlets 12 and the air outlets 13.

[0065] Please refer to the following: Figure 4 and Figure 5 , Figure 5 This is another simplified cross-sectional view of the instrument panel tube beam assembly 100 provided in this application embodiment. Figure 5 In the diagram, the dashed arrows indicate the direction of airflow in and out, i.e., the direction of airflow.

[0066] In the embodiments of this application, the air inlet 12 and the air outlet 13 can be hole-like / groove structures opened on the protruding part of the crossbeam 10, or the air inlet 12 and the air outlet 13 can be hole-like / groove structures opened on the non-protruding part of the crossbeam 10.

[0067] One possible implementation, such as Figure 4 As shown, the crossbeam 10 may include a body 14, a first adapter 15, and a second adapter 16. The cavity W is located within the body 14, the first adapter 15, and the second adapter 16. The body 14 may extend along the Y direction. A first flow channel 141 may be provided within the body 14. The first adapter 15 and the second adapter 16 may be connected to the body 14 at intervals, and both protrude from the outer surface of the body 14 in a direction away from the body 14. A second flow channel 151 may be provided within the first adapter 15, and a third flow channel 161 may be provided within the second adapter 16. The second flow channel 151, the first flow channel 141, and the third flow channel 161 are sequentially connected and cooperate to form an air guide channel 11. That is, the first adapter 15, the body 14, and the second adapter 16 can be sequentially connected and surround to form an air guide channel 11. The air inlet 12 may be located at the end of the first adapter 15 away from the body 14 and communicate with the second flow channel 151. The air outlet 13 can be located at the end of the second adapter 16 away from the main body 14 and connected to the third flow channel 161.

[0068] The main body 14, the first adapter 15, and the second adapter 16 can be connected to form an integral structure. That is, the crossbeam 10 is an integral structure. For example, the main body 14, the first adapter 15, and the second adapter 16 can be connected to form an integral structure by means such as integral molding. Alternatively, the main body 14, the first adapter 15, and the second adapter 16 can be separately arranged and fixed together by assembly. That is, the crossbeam 10 can be an assembled structure. For example, the main body 14, the first adapter 15, and the second adapter 16 can be fixed together by assembly methods such as welding, bonding, screwing, or snap-fitting.

[0069] It is understandable that by adding a first adapter 15 and a second adapter 16 to the main body 14, and making both the first adapter 15 and the second adapter 16 protrude relative to the main body 14, the overall strength and rigidity of the crossbeam 10 can be enhanced, and the durability and safety of the crossbeam 10 can be improved. Furthermore, by having the air inlet 12 and the air outlet 13 respectively located at the end of the first adapter 15 furthest from the main body 14 and the end of the second adapter 16 furthest from the main body 14, it is beneficial to avoid the problem of weakening the strength of the crossbeam 10 due to openings in it, thus ensuring that the crossbeam 10 as a whole still has good structural stability and reliability.

[0070] Another possible implementation, such as Figure 5As shown, the crossbeam 10 may include a body 14. The cavity W may be located inside the body 14. The body 14 may extend along the Y direction and is provided with an air guide channel 11. Both the air inlet 12 and the air outlet 13 may be formed on the outer surface of the body 14.

[0071] It is understandable that by directly opening the air inlet 12 and the air outlet 13 on the outside of the crossbeam 10, it is beneficial to shorten the flow path of the airflow within the crossbeam 10, reduce the friction and resistance of the airflow during transmission, optimize the airflow path, and reduce energy consumption.

[0072] Please see Figure 4 In the embodiments of this application, the crossbeam 10 may further include at least two sealing structures 17. The at least two sealing structures 17 may be located within the cavity W and spaced apart within the cavity W. Both of the at least two sealing structures 17 may be connected to the inner wall of the cavity W to separate an air guide channel 11 within the cavity W. That is, the air guide channel 11 can be isolated from the rest of the cavity W by the at least two sealing structures 17, allowing the air guide channel 11 to be independently arranged from the rest of the cavity W, thereby ensuring that the airflow entering the crossbeam 10 via the air inlet 12 flows only within the air guide channel 11 and not in the rest of the cavity W. The sealing structure 17 can be any structural component with a partitioning function. For example, the sealing structure 17 can be a foamed material.

[0073] Understandably, given the relatively long extension of cavity W, allowing airflow to occur at all points within it would result in significant energy loss. However, by incorporating at least two sealing structures 17 within cavity W, these structures can engage with the inner wall of cavity W to isolate an airflow channel 11. This artificially isolated airflow channel 11 has a shorter extension than cavity W, which not only shortens the airflow path but also allows for customization of the actual airflow path based on the specific application scenario, optimizing the airflow path and making it more stable and uniform. Furthermore, reducing the airflow path also lowers noise caused by airflow, providing a quieter and smoother operating environment for vehicle 300.

[0074] The crossbeam 10 may include a main beam 18 and a secondary beam 19. The main beam 18 and secondary beam 19 may both extend along the Y direction and be connected to each other. The outer diameter of the main beam 18 may be larger than the outer diameter of the secondary beam 19. The main beam 18 may be located on the left side of the vehicle body 310 and positioned opposite the driver's seat in the X direction. The secondary beam 19 may be located on the right side of the vehicle body 310 and positioned opposite the passenger seat in the X direction. The extension length of the main beam 18 may be less than, equal to, or greater than the extension length of the secondary beam 19. The wall thickness of the main beam 18 may be greater than, equal to, or less than the wall thickness of the secondary beam 19. For example, both the main beam 18 and the secondary beam 19 may be circular tubes. Alternatively, both the main beam 18 and the secondary beam 19 may be square tubes.

[0075] The main beam 18 and the secondary beam 19 can be connected to form an integral structure. That is, the crossbeam 10 is an integral structure. For example, the main beam 18 and the secondary beam 19 can be connected to form an integral structure by means of integral molding. Alternatively, the main beam 18 and the secondary beam 19 can be separately arranged and fixed together by assembly. That is, the crossbeam 10 can be an assembled structure. For example, the main beam 18 and the secondary beam 19 can be fixed together by assembly methods such as welding, bonding, screwing, or snap-fitting. The cavity W mentioned above can be located on the main beam 18 and the secondary beam 19. The air guide channel 11, the air inlet 12, and the air outlet 13 mentioned above can be located on the main beam 18, or on the secondary beam 19, or on both the main beam 18 and the secondary beam 19. The body 14 mentioned above can be jointly formed by the main beam 18 and the secondary beam 19. The first connector and the second connector mentioned above can both be located on the main beam 18, or both on the secondary beam 19, or on both the main beam 18 and the secondary beam 19.

[0076] Understandably, the main beam 18 has a larger diameter and greater structural strength, making it suitable as a primary load-bearing component for mounting devices such as steering columns, indicator instruments, and HUDs (Head-up Displays). The secondary beam 19 has a smaller diameter and lower structural strength, serving as an auxiliary load-bearing component for mounting devices such as glove boxes and PABs (Parking Assist Buttons). Since the strength requirements for the secondary beam 19 are lower than those for the main beam 18, designing its diameter to be smaller than that of the main beam 18 allows for a more rational zoning layout while still meeting the structural strength and stability requirements of the crossbeam 10. This not only saves installation space and time but also reduces the material cost of the crossbeam 10.

[0077] Please refer to the following: Figure 4 and Figure 5One end of the first connecting pipe 20 can be connected to the air inlet 12 of the crossbeam 10, and the other end of the first connecting pipe 20 can be connected to the air conditioning unit. The first connecting pipe 20 can be connected between the air conditioning unit and the crossbeam 10, and connect the air conditioning unit and the crossbeam 10. The first connecting pipe 20 can be bent and extended between the air conditioning unit and the crossbeam 10. Specifically, a first connecting channel 21 can be provided inside the first connecting pipe 20. The inlet of the first connecting channel 21 can be connected to the air conditioning unit, and the outlet of the first connecting channel 21 can be connected to the air inlet 12 of the crossbeam 10, so that the first connecting channel 21 connects the air conditioning unit and the air guide channel 11, thereby allowing the airflow blown out of the air conditioning unit to enter the air guide channel 11 through the first connecting channel 21.

[0078] The first connecting pipe 20 and the crossbeam 10 can be fixed together by means such as welding, bonding, snap-fitting, or screwing. The first connecting pipe 20 can be connected to the body 14 of the crossbeam 10 or to the first adapter 15 of the crossbeam 10. There can be one or more first connecting pipes 20. When there are multiple first connecting pipes 20, they can be spaced apart on the crossbeam 10, and each first connecting pipe 20 is connected to the crossbeam 10. The structures of the multiple first connecting pipes 20 can be similar, identical, or different.

[0079] One end of the second connecting pipe 30 can be connected to the air outlet 13 of the crossbeam 10, and the other end of the second connecting pipe 30 can be used to connect the passenger compartment of the vehicle 300. The second connecting pipe 30 can be connected between the crossbeam 10 and the passenger compartment, and connect the crossbeam 10 and the passenger compartment. The second connecting pipe 30 can bend and extend between the crossbeam 10 and the passenger compartment. Specifically, a second connecting flow channel 31 can be provided inside the second connecting pipe 30. The inlet of the second connecting flow channel 31 can be connected to the air outlet 13 of the crossbeam 10, and the outlet of the second connecting flow channel 31 can be connected to the passenger compartment, so that the second connecting flow channel 31 connects the air guide channel 11 and the passenger compartment, and thus the airflow flowing out of the air guide channel 11 can enter the passenger compartment through the second connecting flow channel 31.

[0080] The second connecting pipe 30 and the crossbeam 10 can be fixed together by means such as welding, bonding, snap-fitting, or screwing. The second connecting pipe 30 can be connected to the body 14 of the crossbeam 10 or to the second adapter 16 of the crossbeam 10. There can be one or more second connecting pipes 30. When there are multiple second connecting pipes 30, they can be spaced apart on the crossbeam 10, and each second connecting pipe 30 is connected to the crossbeam 10. The structures of the multiple second connecting pipes 30 can be similar, identical, or different.

[0081] It is understandable that by utilizing the space inside the crossbeam 10 to form the air guide channel 11, the crossbeam 10 can serve not only as a support but also as an air transmission duct. That is, the crossbeam 10 can integrate the dual functions of support and air transmission. Furthermore, by connecting the air guide channel 11 to both the first connecting pipe 20 and the second connecting pipe 30, the first connecting pipe 20, the crossbeam 10, and the second connecting pipe 30 can be sequentially connected and cooperate to form an air conditioning air transmission structure. Since this air conditioning air transmission structure can be used to transmit airflow and has the same function as the air conditioning duct 210, this layout scheme is equivalent to placing part of the air conditioning duct inside the crossbeam 10.

[0082] Compared to related technologies where all air conditioning ducts are located outside the crossbeam, the air conditioning air transmission structure in this application, which places some air conditioning ducts inside the crossbeam 10, can reuse some of the space within the crossbeam 10, thus effectively reducing the space occupied outside the crossbeam 10. This allows the dashboard tube beam assembly 100, when applied to the dashboard assembly 200, to not only maintain the air conditioning blowing function but also effectively reduce the number of air conditioning ducts 210 located above the dashboard tube beam assembly 100 and the overall space occupied by the air conditioning ducts 210, thereby reducing the height and production cost of the dashboard assembly 200 and achieving a thinner and lighter dashboard assembly, and a smaller and lighter vehicle 300. It also improves the space utilization rate within the vehicle 300, providing more room for interior design and significantly improving the driver's visibility, thus enhancing driving safety.

[0083] In embodiments of this application, the other end of the second connecting pipe 30 can be used to discharge air to at least one of the windshield and side windows of the vehicle 300. That is, the other end of the first connecting pipe 20 can discharge air towards the windshield of the vehicle 300, or towards the side window of the vehicle 300, or towards the area between the windshield and the side window of the vehicle 300. Exemplarily, the other end of the second connecting pipe 30 can be located near the window glass.

[0084] Understandably, during driving, drivers rely on a clear windshield to observe road conditions ahead and clear side windows to observe rearward road conditions in the rearview mirror in order to make timely driving decisions. If fog or frost on the windshield and / or side windows is not evenly cleared, the driver's vision will become blurred or there will be blind spots, which may prevent the driver from accurately judging road conditions ahead and behind, thereby increasing the risk of traffic accidents. Therefore, by directing the other end of the second connecting pipe 30 towards at least one of the windshield and side windows of the vehicle 300, the air conditioning air transmission structure composed of the first connecting pipe 20, the crossbeam 10, and the second connecting pipe 30 can be used as a defrosting and defogging duct, guiding hot air from the air conditioning unit to the windshield and / or side windows of the vehicle 300, thereby melting the fog, frost, or snowflakes adhering to the glass and improving driving safety.

[0085] Alternatively, the other end of the second connecting pipe 30 can be used to vent air to the driver's seat and / or the passenger seat of the vehicle 300. That is, the other end of the first connecting pipe 20 can vent air to the driver's seat of the vehicle 300, or to the passenger seat of the vehicle 300, or to both the driver's seat and the passenger seat of the vehicle 300.

[0086] It is understandable that air conditioning is used for both cooling in summer and heating in winter. Therefore, the cool or hot air provided inside the vehicle should cover a certain area to ensure that passengers can feel a noticeable breeze. Thus, by directing the other end of the second connecting pipe 30 towards the driver's seat and / or passenger seat of the vehicle 300, the air conditioning air transmission structure consisting of the first connecting pipe 20, the crossbeam 10, and the second connecting pipe 30 can be used as a face-blowing duct, guiding the cool or hot air from the air conditioning unit to the passengers inside the vehicle, improving passenger comfort and achieving rapid cooling or heating of the vehicle interior.

[0087] In one possible application scenario, please refer to Figure 6 , Figure 6 This is another simplified cross-sectional view of the instrument panel tube beam assembly 100 provided in this application embodiment. Figure 6 In the diagram, the dashed arrows indicate the direction of airflow in and out, i.e., the direction of airflow.

[0088] In this application scenario, there can be two air guide channels 11. The two air guide channels 11 are designated as a first channel 111 and a second channel 112. The first channel 111 can be located on the main beam 18, and the second channel 112 can be located on the secondary beam 19. The first channel 111 and the second channel 112 can be spaced apart and isolated from each other. Specifically, at least two sealing structures 17 can isolate the first channel 111 and the second channel 112 within the cavity W, and the first channel 111 and the second channel 112 can be made independent of each other through the isolation provided by the at least two sealing structures 17.

[0089] There can be two air inlets 12. The two air inlets 12 are designated as a first inlet 121 and a second inlet 122. The first inlet 121 can be located on the main beam 18 and connected to the first channel 111. The second inlet 122 can be located on the secondary beam 19 and connected to the second channel 112. For details regarding the location and connection relationship of the first inlet 121 and the second inlet 122, please refer to [reference needed]. Figure 4 and Figure 5 The location and connection of the air inlet 12 described above will not be repeated here.

[0090] There can be two air outlets 13. The two air outlets 13 are designated as a first outlet 131 and a second outlet 132. The first outlet 131 can be located on the main beam 18, connected to the first channel 111, and spaced apart from the first inlet 121. The second outlet 132 can be located on the secondary beam 19, connected to the second channel 112, and spaced apart from the second inlet 122. The location and connection relationship of the first outlet 131 and the second outlet 132 can be found in [reference needed]. Figure 4 and Figure 5 The location and connection of the air outlet 13 described above will not be repeated here.

[0091] There can be two first connecting pipes 20. The two first connecting pipes 20 are a first sub-pipe 22 and a second sub-pipe 23. One end of the first sub-pipe 22 is connected to the first inlet 121, and the other end of the first sub-pipe 22 is used to connect to the air conditioning unit. One end of the second sub-pipe 23 is connected to the second inlet 122, and the other end of the second sub-pipe 23 is used to connect to the air conditioning unit.

[0092] There can be two second connecting pipes 30. The two second connecting pipes 30 can be a third sub-pipe 32 and a fourth sub-pipe 33, respectively. One end of the third sub-pipe 32 is connected to the first outlet 131, and the other end of the third sub-pipe 32 is used to connect to the passenger compartment. One end of the fourth sub-pipe 33 is connected to the second outlet 132, and the other end of the fourth sub-pipe 33 is used to connect to the passenger compartment. For example, the other end of the third sub-pipe 32 can blow towards the left-side window glass of the passenger compartment (including the left-side windshield and the left-side side window of the passenger compartment) or the driver's seat. The other end of the fourth sub-pipe 33 can blow towards the right-side window glass of the passenger compartment (including the right-side windshield and the right-side side window of the passenger compartment) or the front passenger seat.

[0093] Therefore, the first sub-pipe 22, the first channel 111, and the third sub-pipe 32 can be connected in sequence to form an air conditioning air transmission structure, and the second sub-pipe 23, the second channel 112, and the fourth sub-pipe 33 can be connected in sequence to form another air conditioning air transmission structure. These two air conditioning air transmission structures can respectively correspond to the left and right sides of the passenger compartment, so that air can be supplied from both the left and right sides of the passenger compartment.

[0094] Please refer to the following: Figure 4 and Figure 7 , Figure 7 This is a schematic diagram of a portion of the structure of the instrument panel tube beam assembly 100 provided in the embodiments of this application.

[0095] In embodiments of this application, the instrument panel beam assembly 100 may further include a water-absorbing structure 40. The water-absorbing structure 40 may be fitted onto the outside of the crossbeam 10 and surround at least a portion of the air guide channel 11. The water-absorbing structure 40 may be any material with certain water-absorbing properties. Exemplarily, the water-absorbing structure 40 may be foam. In other embodiments, the water-absorbing structure 40 may also be a material with low thermal conductivity; for example, the water-absorbing structure 40 may be thermal insulation cotton.

[0096] The water-absorbing structure 40 can be fitted onto the main beam 18, or onto the secondary beam 19, or onto both the main beam 18 and the secondary beam 19. The water-absorbing structure 40 can cover one or more of the body 14, the first adapter 15, and the second adapter 16. For example, as shown... Figure 6 As shown, the water-absorbing structure 40 can be sleeved on the outside of the main body 14, and the water-absorbing structure 40 also passes through the first adapter 15 and the second adapter 16. That is, the water-absorbing structure 40 can cover the outside of the main body 14 and surround part of the air guide channel 11 located in the main body 14. The water-absorbing structure 40 can be offset from both the first adapter 15 and the second adapter 16 (that is, the water-absorbing structure 40 may not cover the first adapter 15 and the second adapter 16).

[0097] It is understandable that by covering the outer surface of the crossbeam 10 with the air guide channel 11 with a water-absorbing structure 40, the water-absorbing structure 40 can wrap around the ventilation section of the crossbeam 10, so that the water-absorbing structure 40 can play the roles of water absorption, heat insulation and heat preservation for the crossbeam 10. This helps to prevent condensation (i.e., dew) from forming on the outer surface of the crossbeam 10 when cold air passes through the air guide channel 11 and dripping into the vehicle, which could cause short circuits or failures in other components. It effectively slows down the rate of condensation formation on the outside of the crossbeam 10 and further reduces the amount of condensation on the outside of the crossbeam 10, thereby reducing the cost of anti-condensation for the instrument panel tube beam assembly 100. At the same time, it can also play the role of sound insulation and noise reduction.

[0098] In embodiments of this application, the instrument panel beam assembly 100 may further include a front bulkhead bracket. The front bulkhead bracket may be fixedly connected to the crossbeam 10 and extends in the X direction. The end of the front bulkhead bracket away from the crossbeam 10 may be connected to the front bulkhead panel of the vehicle body 310. In other embodiments, the instrument panel beam assembly 100 may further include one or more combinations of mounting brackets such as an instrument panel mounting bracket, a steering column mounting bracket, a passenger airbag mounting bracket, and an air conditioning mounting bracket, all of which can be connected to the crossbeam 10.

[0099] The above are merely some embodiments and implementation methods of this application. The scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A dashboard tube beam assembly, characterized in that, The instrument panel tube beam assembly includes a crossbeam, a first connecting pipe, and a second connecting pipe; The crossbeam includes an air guide channel, an air inlet, and an air outlet. The air guide channel is located inside the crossbeam, and the air inlet and the air outlet are spaced apart and both communicate with the air guide channel. One end of the first connecting pipe is connected to the air inlet, and the other end of the first connecting pipe is used to connect to the air conditioning unit. One end of the second connecting pipe is connected to the air outlet, and the other end of the second connecting pipe is used to connect to the passenger compartment.

2. The instrument panel tube beam assembly as described in claim 1, characterized in that, The crossbeam includes a body, a first adapter and a second adapter. The first adapter and the second adapter are connected to the body at intervals and both protrude from the outer surface of the body. The first adapter is connected to the first connecting pipe and the second adapter is connected to the second connecting pipe. The first adapter, the body and the second adapter are sequentially connected and cooperate to form the air guide channel. The air inlet is located at the end of the first adapter away from the body and the air outlet is located at the end of the second adapter away from the body.

3. The instrument panel tube beam assembly as described in claim 1, characterized in that, The crossbeam includes a body, which is connected to the first connecting pipe and the second connecting pipe. The body is provided with the air guide channel, and the air inlet and air outlet are both opened on the outer surface of the body.

4. The instrument panel tube beam assembly as described in any one of claims 1-3, characterized in that, The crossbeam also includes a cavity and at least two sealing structures, with the at least two sealing structures spaced apart within the cavity and connected to the inner wall of the cavity to separate the air guide channel within the cavity.

5. The instrument panel tube beam assembly as described in any one of claims 1-3, characterized in that, The instrument panel tube beam assembly also includes a water-absorbing structure sleeved on the outside of the crossbeam, and the water-absorbing structure also surrounds at least a portion of the air guide channel.

6. The instrument panel tube beam assembly as described in any one of claims 1-3, characterized in that, The other end of the second connecting pipe is used to vent air to the side window of the vehicle.

7. The instrument panel tube beam assembly as described in any one of claims 1-3, characterized in that, The other end of the second connecting pipe is used to supply air to the driver's seat and / or passenger's seat of the vehicle.

8. The instrument panel tube beam assembly as described in any one of claims 1-3, characterized in that, The crossbeam includes a main beam and a secondary beam, both of which extend along the width direction of the vehicle and are connected to each other. The outer diameter of the main beam is larger than the outer diameter of the secondary beam. The number of air guiding channels is two, namely the first channel and the second channel; the number of air inlets is two, namely the first inlet and the second inlet; the number of air outlets is two, namely the first outlet and the second outlet; the first channel, the first inlet, and the first outlet are all located on the main beam, and the first inlet and the first outlet are both connected to the first channel; the second channel, the second inlet, and the second outlet are all located on the secondary beam, and the second inlet and the second outlet are both connected to the second channel; the second channel is also isolated from the first channel. The number of the first connecting pipes is two, namely the first sub-pipe and the second sub-pipe. One end of the first sub-pipe is connected to the first inlet, and the other end of the first sub-pipe is used to connect to the air conditioning unit. One end of the second sub-pipe is connected to the second inlet, and the other end of the second sub-pipe is used to connect to the air conditioning unit. The second connecting pipe has two parts, namely a third sub-pipe and a fourth sub-pipe. One end of the third sub-pipe is connected to the first outlet, and the other end of the third sub-pipe is used to connect to the crew compartment. One end of the fourth sub-pipe is connected to the second outlet, and the other end of the fourth sub-pipe is used to connect to the crew compartment.

9. An instrument panel assembly, characterized in that, The instrument panel assembly includes an air conditioning duct and an instrument panel beam assembly as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle includes the instrument panel assembly as described in claim 9.

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