Instrument panel crossbeam assembly and vehicle

Abstract

This application discloses an instrument panel crossbeam assembly and a vehicle. The instrument panel crossbeam assembly includes a main crossbeam, which includes a body portion and a mounting portion. One end of the mounting portion away from the body portion is used to connect to a front bulkhead assembly. A column mounting structure is provided on the mounting portion for mounting a steering column. The column mounting structure has a first end near the front bulkhead assembly and a second end away from the front bulkhead assembly. A first crumple zone structure is provided on the mounting portion. Along the width direction of the instrument panel crossbeam, a portion of the first crumple zone structure is located on the side of the column mounting structure near the front bulkhead assembly, and the portion of the first crumple zone structure is located between the first end and the second end of the column mounting structure. The instrument panel crossbeam assembly provided in this application can reduce the kinetic energy and impact force transmitted to the passenger compartment during a frontal offset collision, protecting the safety of the occupants.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an instrument panel crossbeam assembly and a vehicle. Background Technology

[0002] Due to the design of the battery pack, new energy vehicles are heavier than fuel vehicles. They have greater inertia during driving, resulting in greater impact force after a collision, severe deformation of the vehicle body, and a higher risk of personal injury.

[0003] In the driver's seat, where the steering column faces the driver, if the kinetic energy transmitted to the passenger compartment during a collision is too great, the airbag may not be able to fully absorb the remaining kinetic energy, and the steering column may intrude into the passenger compartment and come into direct contact with the driver, which could easily cause personal injury.

[0004] How to reduce the kinetic energy and impact force transmitted to the passenger compartment during a collision in order to avoid injury to personnel is an urgent problem to be solved. Utility Model Content

[0005] This application provides an instrument panel crossbeam assembly and a vehicle designed to reduce the kinetic energy and impact force transmitted to the passenger compartment during a collision in order to avoid injury to occupants.

[0006] In a first aspect, embodiments of this application provide an instrument panel crossbeam assembly, including a main crossbeam, the main crossbeam including a body portion and a mounting portion, the end of the mounting portion opposite to the body portion being used for connection with a front bulkhead assembly; The mounting section is provided with a column mounting structure for mounting a steering column. The column mounting structure has a first end close to the front bulkhead assembly and a second end away from the front bulkhead assembly. The mounting section is provided with a first collapsible structure. Along the width direction of the instrument panel beam, a portion of the first collapsible structure is located on the side of the column mounting structure near the front bulkhead assembly, and the portion of the first collapsible structure is located between the first end and the second end of the column mounting structure.

[0007] Optionally, the instrument panel crossbeam assembly further includes a first bracket, one end of which is connected to the body portion, and the other end of which is used to connect to the front bulkhead assembly; The first bracket is provided with a second collapse structure, which is located on the side of the column mounting structure near the front bulkhead assembly.

[0008] Optionally, the instrument panel beam assembly further includes a second bracket, one end of which is connected to the body portion, and the other end of which is used to connect to the front bulkhead assembly; Along the length of the instrument panel beam assembly, the first bracket and the second bracket are spaced apart, and the mounting part is located between the first bracket and the second bracket; The second bracket is provided with a third collapsible structure, which is located on the side of the column mounting structure near the front bulkhead assembly.

[0009] Optionally, the mounting portion includes a center mounting portion for connection with the front bulkhead assembly, the center mounting portion including a top plate portion and two side plate portions, the two side plate portions being respectively connected to both sides of the top plate portion along the length direction of the instrument panel beam assembly; The first collapse structure includes a first collapse hole and two second collapse holes. The first collapse hole is formed on the top plate portion, and the two second collapse holes are respectively formed on the two side plate portions. The tubing installation structure includes a front tubing installation structure and a rear tubing installation structure, with the front tubing installation structure located at the first end of the tubing installation structure and the rear tubing installation structure located at the second end of the tubing installation structure. The two second crumple holes and a portion of the first crumple hole are located on the side of the front column mounting structure near the front bulkhead assembly, and a portion of the first crumple hole is located between the front column mounting structure and the rear column mounting structure.

[0010] Optionally, the first collapse structure further includes a third collapse hole, which is formed on the top plate portion; The third constriction hole is located between the first constriction hole and the rear tubular mounting structure.

[0011] Optionally, along the length of the instrument panel beam assembly, the ratio of the width of the first crumple hole to the width of the top plate portion is greater than or equal to 0.6, and the ratio of the width of the third crumple hole to the width of the top plate portion is greater than or equal to 0.6.

[0012] Optionally, the thickness of the body portion is 5mm-7mm; And / or, the body portion has several reinforcing ribs.

[0013] Optionally, along the length of the instrument panel beam assembly, the two ends of the body have A-pillar connecting portions, and the two A-pillar connecting portions are respectively used to connect with the first A-pillar structure and the second A-pillar structure.

[0014] Optionally, the second collapse structure is a first through groove, the extension direction of the first through groove intersecting the width direction of the instrument panel beam assembly; And / or, the third collapse structure is a second through groove, the extension direction of which intersects the width direction of the instrument panel beam assembly.

[0015] Secondly, embodiments of this application provide a vehicle including the dashboard crossbeam assembly as described above.

[0016] In this embodiment, when a frontal offset collision occurs, the dashboard crossbeam assembly is subjected to an impact force from front to rear. The first crumple zone, located on the front side of the column mounting structure, crumples or breaks to absorb some of the collision energy. If the impact force is not completely attenuated and continues to propagate rearward, the remaining portion of the first crumple zone collapses and absorbs energy, reducing the kinetic energy and impact force transmitted to the passenger compartment during the collision, thus protecting the safety of the occupants. Furthermore, in a frontal offset collision, if the first end of the column mounting structure fails but the second end remains intact, under the rearward impact force, the end of the steering column facing the front bulkhead assembly is compressed rearward, causing the entire steering column to rotate upward around the second end of the column mounting structure, moving away from the driver. This effectively protects the driver and prevents injury.

[0017] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0018] Figure 1 This is an overall schematic diagram of the instrument panel crossbeam assembly provided in an embodiment of this application; Figure 2 Partial schematic diagram of the instrument panel crossbeam assembly provided in the embodiments of this application. Figure 1 ; Figure 3 Partial schematic diagram of the instrument panel crossbeam assembly provided in the embodiments of this application. Figure 2 ; Figure 4 Partial schematic diagram of the instrument panel crossbeam assembly provided in the embodiments of this application. Figure 3 ; Figure 5 A schematic diagram of a portion of the instrument panel crossbeam assembly and the head-up display provided in an embodiment of this application; Figure 6 This is a schematic diagram of the dashboard crossbeam assembly, front bulkhead assembly, first A-pillar inner panel, and second A-pillar inner panel provided based on embodiments of this application.

[0019] Figure label: 10-Main crossbeam, 11-Mounting part, 111-Middle mounting part, 1111-Top plate part, 1112-Side plate part, 112-Side mounting part, 113-First collapsible structure, 1131-First collapsible hole, 1132-Second collapsible hole, 1133-Third collapsible hole, 114-Front column mounting structure, 115-Rear column mounting structure, 12-Body part, 121-A-column connection part, 122-Reinforcing rib; 20-Bracket assembly, 21-First bracket, 211-First through slot, 22-Second bracket, 221-Second through slot, 30-Front bracket, 40-Lower bracket; 50 - Front assembly, 60 - Steering column, 70 - A-pillar structure, 71 - First A-pillar inner panel, 72 - Second A-pillar inner panel, 80 - Center channel bracket, 90 - Second bolt. Detailed Implementation

[0020] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0021] With the steering column directly facing the driver at the steering wheel location, if the kinetic energy transmitted to the passenger compartment during a collision is too great, the airbag may not be able to completely absorb the remaining kinetic energy, and the steering column may intrude into the passenger compartment, directly contacting the driver and potentially causing personal injury. How to reduce the kinetic energy and impact force transmitted to the passenger compartment during a collision to avoid injury is a problem that urgently needs to be solved. To address the above problem, this application provides an instrument panel crossbeam assembly and a vehicle, which will be described in detail below.

[0022] Firstly, referring to Figures 1 to 4 This application provides an instrument panel crossbeam assembly, including a main crossbeam 10. The main crossbeam 10 includes a body portion 12 and a mounting portion 11. One end of the mounting portion 11 away from the body portion 12 is used to connect to a front bulkhead assembly 50. The mounting portion 11 is provided with a column mounting structure for mounting a steering column 60. The column mounting structure has a first end close to the front bulkhead assembly 50 and a second end away from the front bulkhead assembly. The mounting portion 11 is provided with a first collapsible structure 113. Along the width direction of the instrument panel crossbeam, a portion of the first collapsible structure 113 is located on the side of the column mounting structure close to the front bulkhead assembly 50, and a portion of the first collapsible structure 113 is located between the first end of the column mounting structure and the second end of the rear column mounting structure.

[0023] The instrument panel crossbeam assembly is used in vehicles. The width direction of the instrument panel crossbeam can be referenced... Figures 1 to 4 , Figure 6 The direction indicated by the X-arrow indicates that the width of the instrument panel crossbeam is parallel to the length of the vehicle. The front-to-rear orientation of the instrument panel crossbeam assembly is consistent with the front-to-rear orientation of the vehicle. The length direction of the instrument panel crossbeam can be referenced... Figures 1 to 4 , Figure 6 The direction indicated by the Y-arrow is that the length of the dashboard beam is aligned with the width of the vehicle.

[0024] Along the length of the instrument panel crossbeam, the body portion 12 extends from one end of the main crossbeam 10 to the other. The mounting portion 11 extends in the X direction and protrudes from the body portion 12 toward the front bulkhead assembly 50. The mounting portion 11 corresponds to the position of the steering column 60 in the vehicle, and the rear end of the mounting portion 11 extends to the rear side of the main crossbeam 10.

[0025] The instrument panel crossbeam assembly also includes a front bulkhead bracket 30, which is used for direct connection to the front bulkhead assembly 50. The end of the mounting part 11 facing away from the main body part 12 is connected to the front bulkhead assembly 50 through the front bulkhead bracket 30. The connection between the mounting part 11 and the front bulkhead bracket 30 can be a detachable connection, welding, riveting, etc., preferably a detachable connection, such as a bolt connection.

[0026] Mounting part 11 is used to connect to steering column 60 via threaded fasteners that mate with column mounting structure. The first end of the column mounting structure is the front end, and the second end is the rear end. The threaded fastener can be a bolt, in which case the connection between steering column 60 and mounting part 11 is a bolted connection. The column mounting structure may include mounting holes, internally threaded supports with internally threaded holes, weld nuts, etc.

[0027] The side of the column mounting structure closest to the front bulkhead assembly 50, i.e., the front side of the column mounting structure, is also located. A portion of the first collapsible structure 113 is located on the side of the column mounting structure closest to the front bulkhead assembly 50, i.e., a portion of the first collapsible structure 113 is located on the front side of the column mounting structure. The first collapsible structure 113 may include collapsible holes, collapsible grooves, etc.

[0028] In this embodiment, when a frontal offset collision occurs, the dashboard crossbeam assembly is subjected to an impact force from front to rear. The portion of the first crumple zone 113 located on the front side of the column mounting structure crumples or breaks to absorb some of the collision energy. If the impact force is not completely attenuated and continues to propagate rearward, the remaining portion of the first crumple zone 113 crumples to absorb energy, reducing the kinetic energy and impact force transmitted to the passenger compartment during the collision, thus protecting the safety of the occupants. Furthermore, if the first end of the column mounting structure fails during a frontal offset collision, but the second end remains intact, under the rearward impact force, the end of the steering column 60 facing the front bulkhead assembly 50 is compressed rearward, causing the entire steering column 60 to rotate upward around the second end of the column mounting structure, moving away from the driver, effectively protecting the driver and preventing injury.

[0029] In some embodiments, the tubing mounting structure includes a front tubing mounting structure 114 and a rear tubing mounting structure 115, with the front tubing mounting structure 114 located at a first end of the tubing mounting structure and the rear tubing mounting structure 115 located at a second end of the tubing mounting structure, and the rear tubing mounting structure 115 located behind the front tubing mounting structure 114.

[0030] A portion of the first collapsible structure 113 is located on the front side of the front column mounting structure 114, and a portion of the first collapsible structure 113 is located between the front column mounting structure 114 and the rear column mounting structure 115. At the front column mounting structure 114, the mounting part 11 is connected to the steering column 60 by a first bolt, and at the rear column mounting structure 115, the mounting part 11 is connected to the steering column 60 by a second bolt 90.

[0031] The front tubing mounting structure 114 and the rear tubing mounting structure 115 preferably include mounting holes, for example, circular holes. The front tubing mounting structure 114 includes two first mounting holes, which are spaced apart along the Y direction on both sides of the mounting portion 11. The rear tubing mounting structure 115 includes two second mounting holes, which are spaced apart along the Y direction on both sides of the mounting portion 11. A first collapsible structure 113 is located between the two first mounting holes.

[0032] When a vehicle is involved in a frontal offset collision, if the front pillar mounting structure 114 fails but the rear pillar mounting structure 115 does not fail, under the action of the rearward impact force, the end of the steering column 60 facing the front bulkhead assembly 50 is squeezed backward, causing the steering column 60 to rotate upward around the rear pillar mounting structure 115 and away from the driver, which can effectively protect the driver and prevent the driver from being injured.

[0033] In some embodiments, refer to Figure 1 , Figure 2 and Figure 5The instrument panel crossbeam assembly also includes a bracket group 20, which includes a first bracket 21. One end of the first bracket 21 is connected to the body part 12, and the other end of the first bracket 21 is used to connect to the front bulkhead assembly 50. A second collapsible structure is provided on the first bracket 21. The second collapsible structure is located on the side of the column mounting structure near the front bulkhead assembly 50, specifically on the side of the front column mounting structure 114 near the front bulkhead assembly 50.

[0034] The bracket assembly 20 can be used for mounting a head-up display (HUD). The connection between the first bracket 21 and the main body 12 can be detachable, welded, riveted, etc. Preferably, the connection between the first bracket 21 and the main body 12 is detachable, such as a bolted connection. The end of the first bracket 21 facing away from the main body 12 is connected to the front assembly 50 via a front bracket 30. The connection between the first bracket 21 and the front bracket 30 can be detachable, welded, riveted, etc. Preferably, the connection between the first bracket 21 and the front bracket 30 is detachable, such as a bolted connection.

[0035] The second crumple zone is located on the side of the front pillar mounting structure 114 near the front bulkhead assembly 50, that is, the second crumple zone is located on the front side of the front pillar mounting structure 114. The second crumple zone may include crumple holes, crumple grooves, etc. The second crumple zone is preferably different from the first crumple zone. In this embodiment, when the vehicle is involved in a frontal offset collision, in addition to the portion of the first crumple zone 113 located on the front side of the front pillar mounting structure 114 crumpling or breaking to absorb some of the collision energy, the second crumple zone located on the front side of the front pillar mounting structure 114 can also crumple or break to absorb the collision energy, thereby improving the overall collision energy absorption effect of the instrument panel beam assembly.

[0036] In some embodiments, refer to Figure 1 , Figure 2 and Figure 5 The bracket assembly 20 also includes a second bracket 22, one end of which is connected to the main body 12, and the other end of which is used to connect to the front bulkhead assembly 50. Along the length of the instrument panel beam assembly, the first bracket 21 and the second bracket 22 are spaced apart, and the mounting part 11 is located between the first bracket 21 and the second bracket 22. A third collapsible structure is provided on the second bracket 22. The third collapsible structure is located on the side of the column mounting structure near the front bulkhead assembly 50, specifically on the side of the front column mounting structure 114 near the front bulkhead assembly 50.

[0037] The connection between the second bracket 22 and the main body 12 can be detachable, welded, riveted, etc. Preferably, the connection between the second bracket 22 and the main body 12 is detachable, such as a bolted connection. The end of the second bracket 22 facing away from the main body 12 is connected to the front bulkhead assembly 50 via the front bulkhead bracket 30. The connection between the second bracket 22 and the front bulkhead bracket 30 can be detachable, welded, riveted, etc. Preferably, the connection between the second bracket 22 and the front bulkhead bracket 30 is detachable, such as a bolted connection.

[0038] The third crumple structure is located on the side of the front pillar mounting structure 114 near the front bulkhead assembly 50, that is, the third crumple structure is located on the front side of the front pillar mounting structure 114. The third crumple structure may include crumple holes, crumple grooves, etc. The third crumple structure is preferably different from the first crumple structure. The third crumple structure may be the same as or different from the second crumple structure.

[0039] In this embodiment, when a vehicle is involved in a frontal offset collision, in addition to the first crumple zone 113 located on the front side of the front pillar mounting structure 114 crumpled or broke to absorb some of the collision energy, the second and third crumple zones located on the front side of the front pillar mounting structure 114 can also crumple or break to absorb the collision energy, thereby improving the overall collision energy absorption effect of the instrument panel beam assembly.

[0040] like Figure 2 As shown, region A is defined as the area containing the second and third collapsible structures located on the front side of the front column mounting structure 114, and the portion of the first collapsible structure 113 located on the front side of the front column mounting structure 114. Region B is defined as the area containing the remaining portion of the first collapsible structure 113. When a frontal offset collision occurs, area A is impacted first. The first crumple zone 113, the second crumple zone 113, and the third crumple zone 114 located in front of the front pillar mounting structure 114 crumple or break to absorb some of the collision energy. The impact force is not completely attenuated and continues to be transmitted rearward to area B. The remaining part of the first crumple zone 113 crumples to absorb energy. The front pillar mounting structure 114 fails, but the rear pillar mounting structure 115 does not fail. Under the action of the rearward impact force, the steering column 60 is squeezed and rotates upward around the rear pillar mounting structure 115, away from the driver. At the same time, the head-up display connected to the first bracket 21 and the second bracket 22 is squeezed upward due to the deformation of the main crossbeam 10, making room for the deformation of the main crossbeam 10.

[0041] In some embodiments, refer to Figure 2The second crumple structure is a first through-slot 211, the extension direction of which intersects the width direction of the instrument panel crossbeam assembly; the third crumple structure is a second through-slot 221, the extension direction of which intersects the width direction of the instrument panel crossbeam assembly. The extension directions of the first through-slot 211 and the second through-slot 221 may be perpendicular to or not perpendicular to the width direction of the instrument panel crossbeam assembly. In this embodiment, after the impact force on region A reaches a certain level, the through-slot-type crumple structure can break to effectively absorb the collision energy.

[0042] In some embodiments, refer to Figure 3 and Figure 4 The mounting section 11 includes a central mounting section 111 for connection with the front bulkhead assembly 50. The central mounting section 111 includes a top plate section 1111 and two side plate sections 1112. The two side plate sections 1112 are respectively connected to both sides of the top plate section 1111 along the length direction of the instrument panel beam assembly. The first collapsible structure 113 includes a first collapsible hole 1131 and two second collapsible holes 1132. The first collapsible hole 1131 is opened on the top plate section 1111, and the two second collapsible holes 1132 are respectively opened on the two side plate sections 1112. The two second collapsible holes 1132 and portions of the first collapsible hole 1131 are located on the side of the front pillar mounting structure 114 near the front bulkhead assembly 50. The portion of the first collapsible hole 1131 is located between the front pillar mounting structure 114 and the rear pillar mounting structure 115.

[0043] Mounting section 11 also includes two side mounting sections 112, which are respectively located on both sides of the center mounting section 111 along the length of the instrument panel crossbeam assembly. Front column mounting structure 114 and rear column mounting structure 115 are provided on the side mounting sections 112.

[0044] The first crumple hole 1131 can be rectangular, circular, or oblong, and the second crumple hole 1132 can also be rectangular, circular, or oblong. Along the width of the instrument panel crossbeam assembly, the second crumple hole 1132 is located within the length of the first crumple hole 1131. In this embodiment, after the impact force on region A reaches a certain level, the two second crumple holes 1132 and part of the first crumple hole 1131 located on the front side of the front pillar mounting structure 114 can break off to effectively absorb the collision energy.

[0045] In some embodiments, refer to Figure 3 and Figure 4The first collapse structure also includes a third collapse hole 1133, which is formed on the top plate portion 1111. The third collapse hole 1133 is located between the first collapse hole 1131 and the rear column mounting structure 115. The shape of the third collapse hole 1133 can be rectangular, circular, or oblong. The area containing the portion of the first collapse hole 1131 and the entire third collapse hole 1133 located on the rear side of the front column mounting structure 114 is region B. In this embodiment, the collapse energy absorption effect of region B can be ensured by the portion of the first collapse hole 1131 and the entire third collapse hole 1133 located on the rear side of the front column mounting structure 114.

[0046] In some embodiments, along the length of the instrument panel beam assembly, the ratio of the width of the first constriction hole 1131 to the width of the top plate portion 1111 is greater than or equal to 0.6 and less than 1, and the ratio of the width of the third constriction hole 1133 to the width of the top plate portion 1111 is greater than or equal to 0.6 and less than 1.

[0047] With the ratio of the width of the first crumple hole 1131 to the width of the top plate portion 1111 being greater than or equal to 0.6, when the impact force on region A reaches a certain level, the two second crumple holes 1132 and part of the first crumple hole 1131 located on the front side of the front column mounting structure 114 can break. With the ratio of the width of the first crumple hole 1131 and the third crumple hole 1133 to the width of the top plate portion 1111 being greater than or equal to 0.6, the crumple energy absorption effect of region B can be guaranteed.

[0048] In some embodiments, the thickness of the body portion 12 is 5mm-7mm; and / or, referring to Figure 1 The main body 12 has several reinforcing ribs 122.

[0049] The thickness of the body portion 12 can be 5mm, 5.5mm, 6mm, 6.5mm, 7mm, etc. The thickness of the body portion 12 is preferably 6mm. The thickness of the mounting portion 11 can be equal to or less than the thickness of the body portion 12. The reinforcing ribs 122 can be strip-shaped, and some reinforcing ribs 122 can also intersect to form a grid.

[0050] In this embodiment, the body part 12 is thicker and / or has several reinforcing ribs 122, which means that the structure of the body part 12 is strengthened. This can block the residual kinetic energy transmitted to the body part 12 during a collision and prevent the main crossbeam 10 from continuing to move into the passenger compartment, so as to protect the driver and avoid injury to the driver.

[0051] The area where the main body 12 is located is designated as area C. When a frontal offset collision occurs, area A is first subjected to the impact force. After the structure at area A absorbs part of the collision energy, the impact force is not completely attenuated and continues to be transmitted rearward to area B, where the structure absorbs part of the collision energy. Subsequently, the impact force is not completely attenuated and continues to be transmitted rearward to area C. The main body 12, which is reinforced at area C, can block the remaining kinetic energy transmitted to the main body 12 during the collision and prevent the main crossbeam 10 from continuing to move into the passenger compartment, thereby protecting the driver and preventing injury to the driver.

[0052] After passing through areas A, B, and C, the impact force is attenuated to a relatively small amount, meaning only a small portion of the impact force is transmitted to the passenger compartment. Furthermore, there is no structural intrusion into the passenger compartment, effectively protecting the safety of the occupants. The aforementioned frontal offset collision can be a frontal offset collision at 80 km / h.

[0053] In some embodiments, refer to Figure 1 and Figure 6 Along the length of the instrument panel beam assembly, the two ends of the main body 12 have A-pillar connecting portions 121. The vehicle includes an A-pillar structure 70, which includes a first A-pillar structure and a second A-pillar structure. The two A-pillar connecting portions 121 are respectively used to connect with the first A-pillar structure and the second A-pillar structure.

[0054] The first A-pillar structure includes a first A-pillar inner panel 71, and the second A-pillar structure connection includes a second A-pillar inner panel 72. The connection between the first A-pillar inner panel 71, the second A-pillar inner panel 72, and the A-pillar connection portion 121 can be a detachable connection, for example, a bolted connection. When a frontal offset collision occurs, as the impact force is transmitted rearward to region C, the reinforced body portion 12 at region C and the connection points between the body portion 12 and the first and second A-pillar structures can collectively block the remaining kinetic energy transmitted to the body portion 12 during the collision, thereby improving the attenuation capability of the collision kinetic energy.

[0055] In some embodiments, refer to Figure 1 and Figure 6 The instrument panel crossbeam assembly also includes a lower bracket 40 connected to the lower part of the body 12, which is used to connect to the center channel bracket 80.

[0056] It should be noted that, in the description of this embodiment, the front-rear, left-right, and up-down positions of the instrument panel crossbeam assembly are consistent with the front-rear, left-right, and up-down positions of the vehicle.

[0057] Secondly, embodiments of this application provide a vehicle including the dashboard crossbeam assembly provided in the first aspect. This vehicle can be a sedan, commercial vehicle, SUV, SUV, heavy truck, etc. This vehicle can be a new energy vehicle, such as a pure electric vehicle or a hybrid electric vehicle.

[0058] Since the vehicle includes the aforementioned instrument panel crossbeam assembly, it also possesses the beneficial effects of the aforementioned instrument panel crossbeam assembly, which will not be elaborated upon here.

[0059] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0060] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of protection of this application, and these forms are all within the protection scope of this application.

Claims

1. A dashboard crossbeam assembly, characterized in that, Includes a main crossbeam, which includes a body and a mounting portion, with one end of the mounting portion facing away from the body for connection to the front bulkhead assembly; The mounting section is provided with a column mounting structure for mounting a steering column. The column mounting structure has a first end close to the front bulkhead assembly and a second end away from the front bulkhead assembly. The mounting section is provided with a first collapsible structure. Along the width direction of the instrument panel beam, a portion of the first collapsible structure is located on the side of the column mounting structure near the front bulkhead assembly, and the portion of the first collapsible structure is located between the first end and the second end of the column mounting structure.

2. The instrument panel crossbeam assembly according to claim 1, characterized in that, The instrument panel beam assembly also includes a first bracket, one end of which is connected to the body portion, and the other end of which is used to connect to the front bulkhead assembly. The first bracket is provided with a second collapse structure, which is located on the side of the column mounting structure near the front bulkhead assembly.

3. The instrument panel crossbeam assembly according to claim 2, characterized in that, The instrument panel beam assembly also includes a second bracket, one end of which is connected to the body part, and the other end of which is used to connect to the front bulkhead assembly. Along the length of the instrument panel beam assembly, the first bracket and the second bracket are spaced apart, and the mounting part is located between the first bracket and the second bracket; The second bracket is provided with a third collapsible structure, which is located on the side of the column mounting structure near the front bulkhead assembly.

4. The instrument panel crossbeam assembly according to any one of claims 1 to 3, characterized in that, The mounting portion includes a central mounting portion for connection with the front bulkhead assembly. The central mounting portion includes a top plate portion and two side plate portions, with the two side plate portions respectively connected to both sides of the top plate portion along the length direction of the instrument panel beam assembly. The first collapse structure includes a first collapse hole and two second collapse holes. The first collapse hole is formed on the top plate portion, and the two second collapse holes are respectively formed on the two side plate portions. The tubing installation structure includes a front tubing installation structure and a rear tubing installation structure, with the front tubing installation structure located at the first end of the tubing installation structure and the rear tubing installation structure located at the second end of the tubing installation structure. The two second crumple holes and a portion of the first crumple hole are located on the side of the front column mounting structure near the front bulkhead assembly, and a portion of the first crumple hole is located between the front column mounting structure and the rear column mounting structure.

5. The instrument panel crossbeam assembly according to claim 4, characterized in that, The first collapse structure also includes a third collapse hole, which is formed on the top plate portion; The third constriction hole is located between the first constriction hole and the rear tubular mounting structure.

6. The instrument panel crossbeam assembly according to claim 5, characterized in that, Along the length of the instrument panel crossbeam assembly, the ratio of the width of the first crumple hole to the width of the top plate portion is greater than or equal to 0.6, and the ratio of the width of the third crumple hole to the width of the top plate portion is greater than or equal to 0.

6.

7. The instrument panel crossbeam assembly according to any one of claims 1 to 3, characterized in that, The thickness of the main body is 5mm-7mm; And / or, the body portion has several reinforcing ribs.

8. The instrument panel crossbeam assembly according to any one of claims 1 to 3, characterized in that, Along the length of the instrument panel beam assembly, the two ends of the main body have A-pillar connection portions, which are respectively used to connect with the first A-pillar structure and the second A-pillar structure.

9. The instrument panel crossbeam assembly according to claim 3, characterized in that, The second collapse structure is a first through groove, and the extension direction of the first through groove intersects with the width direction of the instrument panel beam assembly; And / or, the third collapse structure is a second through groove, the extension direction of which intersects the width direction of the instrument panel beam assembly.

10. A vehicle, characterized in that, Includes the instrument panel crossbeam assembly as described in any one of claims 1 to 9.

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