Magnesium alloy instrument board cross beam framework and automobile

Abstract

The magnesium alloy instrument board beam framework comprises a steering wheel support, a center control support and an auxiliary beam which are formed respectively, the center control support comprises a first side support extending in the direction perpendicular to a first direction, and the two sides of the first side support are welded to a main beam and the auxiliary beam of the steering wheel support respectively. And welding contours fitting the end face shapes of the main cross beam and the auxiliary cross beam are arranged on the two sides of the first side bracket. According to the embodiment, the welding outline is attached to the outer side end face of the square pipe and is arranged in the welding groove of the first side support, the main beam and the auxiliary beam are inserted into the corresponding welding grooves, the welding positions of the main beam and the auxiliary beam can be positioned, and the welding strength of the main beam, the auxiliary beam and the first side support is improved. Compared with an integrally-formed instrument board cross beam framework in the prior art, all components are formed respectively, the formed cross beam framework has the advantages of being low in forming difficulty and stable in structure, and meanwhile the magnesium alloy die casting is lighter and convenient to machine in the later period.

Description

Technical Field

[0001] This utility model provides an instrument panel frame, particularly a magnesium alloy instrument panel crossbeam frame and an automobile. Background Technology

[0002] The dashboard crossbeam frame is one of the fundamental supporting components of a vehicle, bearing the weight of various central control systems, air conditioning, steering wheel modules, and other components. It is a crucial part of automotive engineering. The dashboard frame design needs to ensure a certain level of structural rigidity. The steering wheel body is connected to the crossbeam frame via the steering column, and the frame must be able to resist the vertical and lateral forces transmitted from the steering wheel. Common dashboard crossbeam frames are usually machined in one piece; however, due to material limitations, traditional dashboard crossbeams cannot meet current requirements.

[0003] In the automotive industry's trend towards lightweighting, magnesium alloy is an excellent new material for dashboard frame structures. As a typical lightweight metal, it possesses characteristics such as low density, high strength, good rigidity, and superior impact resistance, resulting in a crossbeam frame with considerable strength. However, magnesium alloy crossbeam frames are difficult to manufacture, as they are hard to integrally form using casting processes. The resulting crossbeam frames are prone to quality defects, posing safety hazards during vehicle operation. Therefore, it is necessary to improve the structure of existing magnesium alloy dashboard crossbeam frames. Utility Model Content

[0004] The purpose of this utility model is to provide a magnesium alloy instrument panel crossbeam frame, including a sub-crossbeam, which extends along a first direction;

[0005] The central control bracket is connected to the sub-crossbeam along a direction perpendicular to the first direction, including a first side bracket connected to the end of the sub-crossbeam;

[0006] A steering wheel bracket includes a main crossbeam extending in a first direction, the main crossbeam being connected to a first side bracket on the side opposite to the secondary crossbeam;

[0007] The steering wheel bracket, center console bracket, and sub-cross beam are all magnesium alloy parts and are individually molded.

[0008] One end of the first side bracket is located between the main crossbeam and the secondary crossbeam, and the part of the first side bracket connected to the main crossbeam and the secondary crossbeam has a welding profile that matches the end face shape of the main crossbeam and the secondary crossbeam.

[0009] Furthermore, the welding profile is a welding groove provided on the side of the first side bracket. The inner wall of the welding groove surrounds the outer side of the end face of the main crossbeam and the secondary crossbeam, and contacts the outer wall of the end face of the main crossbeam and the secondary crossbeam.

[0010] According to one embodiment of the present invention, the main crossbeam and the secondary crossbeam are square tube structures with rectangular cross-sections.

[0011] According to one embodiment of the present invention, the outer wall of the square tube structure is connected to at least one set of sheet metal parts.

[0012] According to one embodiment of the present invention, the central control bracket further includes a second side bracket extending from the sub-crossbeam along a direction perpendicular to the first direction, and a central control crossbeam disposed between the first side bracket and the second side bracket, with one end of the second side bracket welded to the side wall of the sub-crossbeam.

[0013] According to one embodiment of the present invention, the main crossbeam is formed by connecting two half-shells, a first half-shell and a second half-shell, with an L-shaped cross-section.

[0014] According to one embodiment of the present invention, the side plates of the first half-shell and the second half-shell are provided with welded flanges extending in a first direction, and the adjacent welded flanges of the first half-shell and the second half-shell are in contact with each other.

[0015] According to one embodiment of the present invention, the steering wheel bracket further includes a steering support bracket and a steering mounting bracket extending along the outer side of the main crossbeam in a direction perpendicular to the first direction. The steering support bracket and the steering mounting bracket are respectively connected to the outer sides of the first half-shell and the second half-shell, and the steering support bracket is connected to the steering mounting bracket through two sets of connecting edges arranged on both sides of the main crossbeam.

[0016] According to one embodiment of the present invention, two sets of connecting edges extend outward from the side wall of the first half-shell, and the ends of the two sets of connecting edges away from the first half-shell are connected through the bottom plate, forming a triangular support structure with the two sets of connecting edges and the bottom plate.

[0017] According to one embodiment of the present invention, at least one set of support components are connected to the opposite end faces of the main crossbeam, the secondary crossbeam and the first side support, and the position where the support components are connected to the main crossbeam and the secondary crossbeam has a welding profile that matches the end face shape of the main crossbeam and the secondary crossbeam.

[0018] This utility model also provides an automobile, including the magnesium alloy dashboard crossbeam frame as described above.

[0019] This utility model provides a magnesium alloy dashboard crossbeam frame, including a separately formed steering wheel bracket, a center console bracket, and a secondary crossbeam. The center console bracket includes a first side bracket extending along a first direction. The two sides of the first side bracket are welded to the main crossbeam and the secondary crossbeam of the steering wheel bracket, respectively. Welding contours conforming to the end face shapes of the main and secondary crossbeams are provided on both sides of the first side bracket. In this embodiment, the welding contours are welding grooves on the first side bracket that conform to the outer end face of a square tube. Inserting the main and secondary crossbeams into the corresponding welding grooves positions the main and secondary crossbeams, increasing the welding strength between the main and secondary crossbeams and the first side bracket.

[0020] In this embodiment, the secondary crossbeam is made of cast magnesium alloy square tubing, the central control bracket is die-cast, and the main crossbeam is further configured as two L-shaped semi-shell structures. Each semi-shell structure has a steering support bracket and a steering mounting bracket, which are separately formed and then welded together to form a whole. This invention differs from the traditional one-piece molded instrument panel crossbeam frame by separately molding each component, reducing the molding difficulty of the instrument panel crossbeam frame. The resulting crossbeam frame has the advantages of convenient molding and structural stability. Furthermore, the magnesium alloy die-cast parts are lighter and easier to process later. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of a dashboard crossbeam frame according to the present invention;

[0022] Figure 2 This is an exploded view of the instrument panel crossbeam frame;

[0023] Figure 3 This is a structural diagram of the central control bracket;

[0024] Figure 4 This is a structural diagram of the steering wheel bracket;

[0025] Figure 5 This is an exploded view of the two halves of the steering wheel bracket;

[0026] Figure 6 This is a schematic diagram showing the connection between the steering mounting bracket and the second half-shell;

[0027] Figure 7 This is a schematic diagram showing the connection between the steering support bracket and the first half-shell;

[0028] Figure 8 This is a schematic diagram of the triangular structure of the steering support bracket cross-section.

[0029] Figure label:

[0030] Steering wheel bracket 1, main crossbeam 11, first half shell 111, second half shell 112, welded flange 113, positioning piece 114, insert piece 115, slot 116, steering support bracket 12, connecting edge 121, side plate 122, bottom plate 123, butt plate 124, reinforcing rib block 125, notch 126, weight reduction hole 127, steering mounting bracket 13, steering column mounting hole 131, first wing plate 132, second wing plate 133, reinforcing plate 134, first connecting flange 135, second connecting flange 136, connecting hole 137; central control bracket 2, first side bracket 21, second side bracket 22, welded groove 23, central control crossbeam 24; secondary crossbeam 3; sheet metal parts 4; support components 5. Detailed Implementation

[0031] The following drawings will disclose several embodiments of this utility model. For clarity, many practical details will be described in the following description. However, it should be understood that these practical details should not be used to limit this utility model. That is, in some embodiments of this utility model, these practical details are not essential. In addition, for the sake of simplicity, some conventional structures and components will be shown in the drawings in a simple schematic manner.

[0032] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0033] Furthermore, in this utility model, the use of terms such as "first" and "second" is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit the utility model. They are merely used to distinguish components or operations described with the same technical terms and should not be construed as indicating or implying their relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but only if they are feasible for those skilled in the art. If a combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0034] To further understand the content, features, and effects of this utility model, the following embodiments are provided, and detailed descriptions are given below in conjunction with the accompanying drawings:

[0035] like Figure 1 and Figure 2The instrument panel crossbeam frame shown includes a secondary crossbeam 3 extending in a first direction, a steering wheel bracket 1 connected to the driver's side of the secondary crossbeam 3, and a central control bracket 2 connected to the secondary crossbeam 3 perpendicular to the first direction. The steering wheel bracket 1 includes a main crossbeam 11 extending in the first direction. The steering wheel bracket 1 is used to connect to the front bulkhead assembly and steering wheel tube on the driver's side of the vehicle, and the central control bracket 2 is used to connect to the central control assembly of the vehicle's instrument panel. The main crossbeam 11 and the secondary crossbeam 3 together form the basic part of the instrument panel, providing support for the connection between the crossbeam frame and the vehicle body. The instrument panel crossbeam frame provided by this utility model is made of magnesium alloy, which has the advantage of being lightweight while ensuring the basic connection strength. Traditional crossbeam frames are usually one-piece structures, which are difficult to form, especially for lightweight metal materials such as magnesium alloys, which require structural design of the crossbeam frame cross section, making one-piece forming even more difficult. The purpose of this utility model is to provide a crossbeam frame that simplifies the connection structure between the components of the crossbeam frame without affecting the supporting strength of the crossbeam frame.

[0036] The steering wheel bracket 1, sub-crossbeam 3, and center console bracket 2 provided by this utility model are each formed by magnesium alloy castings and then connected into an integral structure by welding. Specifically, the center console bracket 2 includes a first side bracket 21 extending along a first direction perpendicular to the sub-crossbeam 3. One end of the first side bracket 21 is located between the main crossbeam 11 and the sub-crossbeam 3, and the part of the first side bracket 21 connected to the main crossbeam 11 and the sub-crossbeam 3 has a welding contour that matches the end face shape of the main crossbeam 11 and the steering wheel bracket 1. The welding position is positioned by the cooperation between the welding contour and the end face. The end face shape of the main crossbeam 11 and the sub-crossbeam 3 can be set as triangular or circular, or as rectangular as provided in this embodiment.

[0037] like Figure 2 and Figure 3As shown, both the main crossbeam 11 and the secondary crossbeam 3 are magnesium alloy square tube castings extending along the first direction. The castings have an overall long tubular structure with rectangular end faces. At least one set of sheet metal parts 4 connected to the vehicle body are provided on the tube walls of the main crossbeam 11 and the secondary crossbeam 3. All four end faces of the castings can serve as assembly planes for vehicle body connection. Corresponding to the rectangular cross sections of the main crossbeam 11 and the secondary crossbeam 3, the welding profile on the first side bracket 21 consists of welding grooves 23 respectively located on both sides of the first side bracket 21. The inner walls of the welding grooves 23 surround the outer side of the end faces of the main crossbeam 11 and the secondary crossbeam 3, and contact the outer walls of the end faces of the main crossbeam 11 and the secondary crossbeam 3. By inserting the ends of the main crossbeam 11 and the secondary crossbeam 3 into the corresponding welding grooves 23, the welding positions of the main crossbeam 11 and the secondary crossbeam 3 on the first side bracket 21 can be located. The welded crossbeam frame can maintain considerable stability. Meanwhile, the main crossbeam 11 and the secondary crossbeam 3 are usually not on the same axis. In this case, as long as the welding grooves 23 on both sides of the first side bracket 21 are staggered vertically, the main crossbeam 11 and the secondary crossbeam 3 are welded to both sides of the first side bracket 21 respectively, which will not affect the overall strength of the crossbeam frame.

[0038] It should be noted that the welding contour mentioned in this utility model is used to locate the welding position on the end sides of the main crossbeam 11 and the secondary crossbeam 3. Its structure is not limited to the welding groove 23 structure listed in this embodiment, and can also be set as a welding protrusion structure. The inner cavity of the main crossbeam 11 and the secondary crossbeam 3 is set as a hollow structure, and the cross section of the welding protrusion is also set as rectangular, so that it can be inserted into the hollow inner cavity of the main crossbeam 11 and the secondary crossbeam 3. The outer surface of the welding protrusion is in contact with the inner side of the hollow inner cavity, thereby locating the welding position of the square tube casting. Similarly, the welding contour can be set as an annular groove structure composed of an inner wall and an outer wall, with the inner wall and outer wall of the annular groove respectively in contact with the inner and outer sides of the main crossbeam 11 and the secondary crossbeam 3.

[0039] In this embodiment, the secondary crossbeam 3 is a cast magnesium alloy profile, and the central control bracket 2 is die-cast from magnesium alloy. Sheet metal parts 4 connected to the vehicle body are provided on the walls of the main crossbeam 11 and the secondary crossbeam 3. On the opposite sides of the main crossbeam 11, the secondary crossbeam 3, and the first side bracket 21, other support components 5 connected to the vehicle body can be added by welding. The positions where the support components 5 connect to the main crossbeam 11 and the secondary crossbeam 3 have welding contours that match the end face shapes of the main crossbeam 11 and the secondary crossbeam 3, thus positioning the welding positions of the support components 5. Each support component 5 is formed individually and then welded to the ends of the main crossbeam 11 and the secondary crossbeam 3 using the positioning of the welding contours.

[0040] like Figure 3As shown, the center console bracket 2 also includes a second side bracket 22 extending from the sub-crossbeam 3 along a direction perpendicular to the first direction, and a center console crossbeam 24 disposed between the first side bracket 21 and the second side bracket 22. One end of the second side bracket 22 is welded to the side wall of the sub-crossbeam 3. The center console crossbeam 24, the first side bracket 21, and the second side bracket 22 together form a support frame for positioning the instrument panel center console system and positioning the installation position of the vehicle body center console. The center console crossbeam 24, the first side bracket 21, and the second side bracket 22 can be further configured as a U-shaped channel structure, which is convenient to form and can reduce the weight of the entire center console bracket 2.

[0041] like Figure 4 and Figure 5 The steering wheel bracket 1 shown provides structural strength and steering capability for the main body of the steering wheel on the driver's side of the vehicle and the front bulkhead assembly of the vehicle. In this embodiment, the main crossbeam 11 is formed by connecting two L-shaped half-shells, a first half-shell 111 and a second half-shell 112, to each other. Each half-shell consists of two side surfaces. The first half-shell 111 and the second half-shell 112 are each formed separately, and the two side surfaces that make up the first half-shell 111 and the second half-shell 112 are attached along their edges and welded along the attachment position. After welding, the first half-shell 111 and the second half-shell 112 form the aforementioned rectangular cross-section. Specifically, the side edges of the first half-shell 111 and the second half-shell 112 are provided with welded flanges 113 extending in a first direction. Two sets of welded flanges 113 that are close to each other are attached to each other, which can ensure the stable welding structure of the first half-shell 111 and the second half-shell 112.

[0042] Furthermore, a positioning piece 114 is provided inside the cavity of the main crossbeam 11. The positioning piece 114 is fixedly connected to the side of one of the first half-shells 111 and the second half-shell 112, and can be formed together with the side of that half-shell. A slot 116 is provided on the side of the other half-shell corresponding to the position of the positioning piece 114. The end face of the positioning piece 114 is provided with an insert 115 that extends into the slot 116. The installation position of the first half-shell 111 and the second half-shell 112 is quickly positioned by the cooperation of the slot 116 and the insert 115. The inserts 115 on the same set of positioning pieces 114 can be set to two sets, with the corresponding slots 116 located on two sides of the half-shell respectively, so that the installation position is positioned by both directions.

[0043] The steering wheel bracket 1 in this embodiment also includes a steering support bracket 12 and a steering mounting bracket 13 extending perpendicularly to the first direction on the outer side of the main crossbeam 11. The main crossbeam 11 is a tubular structure with a square cross section and is connected to one end of the vehicle instrument panel frame crossbeam, providing basic strength for the connection of the steering wheel body. The steering mounting bracket 13 and the steering support bracket 12 are used to connect the steering wheel body and the front assembly. The steering mounting bracket 13 is provided with a steering column mounting hole 131 for the steering tube of the steering wheel to be inserted. The steering support bracket 12 and the steering mounting bracket 13 are connected to each other. After the steering mounting bracket 13 is connected to the vehicle body, the steering support bracket 12 provides support for the steering mounting bracket 13, ensuring the connection strength between the steering mounting bracket 13 and the main crossbeam 11.

[0044] The steering support bracket 12 and the steering mounting bracket 13 are respectively located on the outer sides of the first half-shell 111 and the second half-shell 112. The side of the first half-shell 111 opposite to the second half-shell 112 is defined as the first side, and the side of the second half-shell 112 opposite to it is defined as the second side. It can be seen that the connection part of the steering wheel bracket 1 with the vehicle body and the steering tube is located on the second side. The inner side of the steering support bracket 12 is connected to the outer side of the first half-shell 111, and its stress is concentrated on the first side. The stress on both sides of the main crossbeam 11 is reasonable, thereby improving the connection stability of the main crossbeam 11.

[0045] Figure 6 and Figure 7 The diagrams show the structures of the steering mounting bracket 13 and the steering support bracket 12. The steering mounting bracket 13 extends from the side of the second half-shell 112 towards the first and second sides of the main crossbeam 11, respectively, and is provided with a first wing plate 132 and a second wing plate 133. The steering support bracket 12 has two sets of connecting edges 121 at the extension positions on the first and second sides of the main crossbeam 11, which fix the positions of the first wing plate 132 and the second wing plate 133. The two sets of connecting edges 121 are located on both sides of the main crossbeam 11 and extend outwards from the main crossbeam 11. The ends of the two sets of connecting edges 121 away from the first half-shell 111 are connected by a base plate 123. Connecting components, such as threaded connectors and riveting components, are provided on the connecting edges 121, allowing the steering mounting bracket 13 to be fixed to the surface of the connecting plate. The first wing plate 132 is parallel to the connecting edge 121 of the steering support bracket 12 near the first side. The first wing plate 132 is attached to the upper surface of the connecting edge 121 and is fixedly connected to the steering support bracket 12 by a connector provided on the connecting edge 121.

[0046] The second wing plate 133 extends from the side of the main crossbeam 11 towards the second side. A reinforcing plate 134 is connected to the end of the second wing plate 133, and the other end of the reinforcing plate 134 is fixedly connected to the connecting edge 121 of the steering support bracket 12 near the second side. The second wing plate 133, the reinforcing plate 134, and the main crossbeam 11 form a stable triangular support structure. The steering tube is connected to the second wing plate 133 and the reinforcing plate 134. This triangular support structure extends from the connection point between the second wing plate 133, the reinforcing plate 134, and the steering tube towards the main crossbeam 11. The opposite ends of the second wing plate 133 and the reinforcing plate 134 are connected to the side of the main crossbeam 11 and the connecting edge 121 of the steering support bracket 12, respectively, allowing the torque and bending moment at the steering tube to be more effectively transmitted to the main crossbeam 11 and the steering support bracket 12. The second wing plate 133 and the reinforcing plate 134 are further configured as hollow U-shaped groove structures to reduce the mass of the steering mounting bracket 13.

[0047] Furthermore, the reinforcing plate 134 and the connecting edge 121 of the steering support bracket 12 are at an angle to each other. The end of the reinforcing plate 134 near the connecting edge 121 is bent and extended to provide a first connecting flange 135. The first connecting flange 135 is parallel to the connecting edge 121 and is fixedly attached to the surface of the connecting edge 121 by a connector, so that the reinforcing plate 134 is fixedly connected to the steering support bracket 12.

[0048] Furthermore, the reinforcing plate 134 and the second wing plate 133 are each bent and extended at their respective ends to form a second connecting flange 136. The two sets of second connecting flanges 136 are arranged in parallel and fitted together. Connecting holes 137 are opened on the two sets of second connecting flanges 136 respectively. The two sets of second connecting flanges 136 are connected by common connectors to fix the position between the reinforcing plate 134 and the second wing plate 133, so as to enhance the stability of the connection with the steering tube and the outer periphery of the vehicle body.

[0049] As described above, after the steering wheel body is installed, the load generated by the steering wheel body is transmitted to the steering support bracket 12 via the connecting edge 121, which can reduce the vibration generated on the driver's side during vehicle movement. Figure 7 and Figure 8 The two sets of connecting edges 121 each extend from both ends of the base plate 123 toward the side of the main crossbeam 11, forming a triangular structure with the base plate 123 in the cross-sectional direction of the main crossbeam 11. The base plate 123 is the long side of the triangular structure, and stress is transmitted to the base plate 123 through the two connecting edges 121. The triangular structure firstly provides a certain degree of stability, allowing the steering support bracket 12 to bear a larger load. After concentrating stress, it improves the connection strength between the steering wheel bracket 1 and the vehicle body. At the same time, the triangular structure is more suitable for the working state of the steering wheel when the vehicle is in motion, and can distribute the load transmitted by the steering mounting bracket 13, thereby improving the support stability and the operability of the steering wheel when turning.

[0050] The steering support bracket 12, located on the outer side of the main crossbeam 11, has the advantages of improving structural strength and stable connection capability. Based on this, for weight reduction considerations, this embodiment configures the steering support bracket 12 as including at least two sets of support portions extending along a first direction on the outer side of the main crossbeam 11 and a connecting plate 124 disposed between the two sets of support portions. Each set of support portions includes two side plates 122 extending outward from the sidewalls of the main crossbeam 11 along a direction perpendicular to the first direction. The cross-section of each side plate 122 exhibits the aforementioned triangular structure. The two side plates 122 are parallel to each other, and a bottom plate 123 connects to the bottom of the two side plates 122. The side plates 122 and the bottom plate 123 together form an internally hollow U-shaped support portion. The support portion is supported by the portions of the two side plates 122 connected to the pipe wall, greatly reducing the mass occupied by the support portion.

[0051] The docking plate 124 is located between two adjacent sets of support parts, and its two ends along the first direction are respectively connected to two adjacent side plates 122. The aforementioned threaded connectors and riveting parts are provided on the docking plate 124, and the steering mounting bracket 13 is fixed to the surface of the docking plate 124 by connectors.

[0052] As shown in the attached drawings, the steering support bracket 12 is mounted on the outer surface of the main crossbeam 11 via side plates 122. Therefore, the steering support bracket 12 and the side wall of the main crossbeam 11 can be integrally die-cast. Meanwhile, the base plate 123 connects the two side plates 122, serving as a connecting element. Thus, the portion of the main crossbeam 11 between the two side plates 122 is further designed as a discontinuous structure. When the main crossbeam 11 is subjected to axial force, the force is concentrated on the base plate 123 via the side plates 122, reducing the overall weight of the steering wheel without affecting the connection stability of the steering support bracket 12. The surface of the base plate 123 has multiple weight-reducing holes 127, further reducing the mass of the steering support bracket 12.

[0053] Furthermore, at least one set of reinforcing ribs 125 are provided at the connection position between the side plate 122 and the bottom plate 123 to ensure the structural stability of the bend between the side plate 122 and the bottom plate 123.

[0054] It should be noted that the aforementioned triangular structure is not a triangle in a purely geometric sense. The purpose of the triangular structure is to concentrate stress on the steering support bracket 12, and the cross-sectional shape of the steering support bracket 12 can be appropriately adjusted according to specific stress requirements. For example... Figure 7 As shown, the mating plate 124 is located on the side of the two side plates 122 away from the main crossbeam 11 and is isolated from the side wall of the main crossbeam 11. Therefore, a notch 126 is provided at the end position of the side plate 122 connected to the steering support bracket 12, so that after the steering mounting bracket 13 is fixedly connected to the steering support bracket 12, the stress generated is concentrated in the area of ​​the mating plate 124, reducing the pressure of the steering mounting bracket 13 on the side plate 122 and reducing the deformation of the side plate 122.

[0055] This utility model also proposes an automobile, which includes a magnesium alloy instrument panel crossbeam frame. The specific structure of the magnesium alloy instrument panel crossbeam frame is as described in the above embodiments. Since this automobile adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0056] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions or improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A magnesium alloy instrument panel crossbeam frame, characterized in that, include: A secondary crossbeam (3) extends along a first direction; The central control bracket (2) is connected to the sub-beam (3) along a direction perpendicular to the first direction, and includes a first side bracket (21) connected to the end of the sub-beam (3); The steering wheel bracket (1) includes a main crossbeam (11) extending in a first direction, the main crossbeam (11) being connected to the side of the first side bracket (21) opposite to the secondary crossbeam (3); The steering wheel bracket (1), center console bracket (2), and sub-beam (3) are all magnesium alloy parts and are each molded individually; One end of the first side bracket (21) is located between the main crossbeam (11) and the secondary crossbeam (3), and the part of the first side bracket (21) connected to the main crossbeam (11) and the secondary crossbeam (3) has a welding profile that matches the end face shape of the main crossbeam (11) and the secondary crossbeam (3). The first side bracket (21) is welded and fixed to the secondary crossbeam (3) and the main crossbeam (11).

2. The magnesium alloy instrument panel crossbeam frame as described in claim 1, characterized in that: The welding profile is a welding groove (23) provided on the side of the first side bracket (21). The inner wall of the welding groove (23) surrounds the outer side of the end face of the main crossbeam (11) and the secondary crossbeam (3) and contacts the outer wall of the end face of the main crossbeam (11) and the secondary crossbeam (3).

3. The magnesium alloy instrument panel crossbeam frame as described in claim 1, characterized in that: The main crossbeam (11) and the secondary crossbeam (3) are square tube structures with rectangular cross sections.

4. The magnesium alloy instrument panel crossbeam frame as described in claim 3, characterized in that: The outer wall of the square tube structure is connected to at least one set of sheet metal parts (4).

5. The magnesium alloy instrument panel crossbeam frame as described in claim 1, characterized in that: The central control bracket (2) also includes a second side bracket (22) extending from the sub-beam (3) in a direction perpendicular to the first direction, and a central control beam (24) disposed between the first side bracket (21) and the second side bracket (22). One end of the second side bracket (22) is welded to the side wall of the sub-beam (3).

6. The magnesium alloy instrument panel crossbeam frame as described in claim 3, characterized in that: The main crossbeam (11) is formed by connecting two half-shells, a first half-shell (111) and a second half-shell (112), which have an L-shaped cross-section.

7. The magnesium alloy instrument panel crossbeam frame as described in claim 6, characterized in that: The first half-shell (111) and the second half-shell (112) have welded flanges (113) extending in the first direction at the edge of their side plates, and the adjacent welded flanges (113) of the first half-shell (111) and the second half-shell (112) are in contact with each other.

8. The magnesium alloy instrument panel crossbeam frame as described in claim 6, characterized in that: The steering wheel bracket (1) also includes a steering support bracket (12) and a steering mounting bracket (13) extending perpendicularly to the first direction on the outer side of the main crossbeam (11). The steering support bracket (12) and the steering mounting bracket (13) are respectively connected to the outer side of the first half shell (111) and the second half shell (112), and the steering support bracket (12) is connected to the steering mounting bracket (13) through two sets of connecting edges (121) on both sides of the main crossbeam (11).

9. A magnesium alloy instrument panel crossbeam frame as described in claim 8, characterized in that: Two sets of connecting edges (121) extend outward from the side wall of the first half shell (111). The ends of the two sets of connecting edges (121) away from the first half shell (111) are connected by the bottom plate (123). The two sets of connecting edges (121) and the bottom plate (123) form a triangular support structure.

10. A car, characterized in that, Includes the magnesium alloy instrument panel crossbeam frame as described in any one of claims 1 to 9.

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