Automobile instrument panel mounting structure and vehicle

Abstract

The utility model discloses a kind of automobile auxiliary instrument panel mounting structure and vehicle, the automobile auxiliary instrument panel mounting structure includes the clamping piece being arranged on auxiliary instrument panel, the limiting piece being arranged on the opposite hand piece, auxiliary instrument panel is connected in the opposite hand piece by the locking cooperation between clamping piece and limiting piece;It also includes magnet, at least a part of clamping piece is magnetic attraction structure, magnet and magnetic attraction structure non-contact magnetic attraction cooperation, magnetic attraction structure drives clamping piece to rotate or move relative to limiting piece under the magnetic force of magnet, to with limiting piece remove locking state.Solve the industry problem of inconvenient disassembly of traditional screw fixing mode and simple buckle structure easy to misopen by using the above structure.

Description

Technical Field

[0001] This utility model relates to the field of vehicle interior technology, specifically to a vehicle sub-instrument panel mounting structure and vehicle. Background Technology

[0002] In the automotive interior design field, the sub-instrument panel, as a key component, is used to install the gear shift lever, handbrake, and storage components. Its mounting structure must balance stability, aesthetics, and ease of maintenance. Traditionally, sub-instrument panels are often secured with screws. While this method ensures stable and reliable installation, it makes disassembly difficult when internal components obscured by the sub-instrument panel need maintenance or replacement, resulting in time-consuming and labor-intensive processes. Furthermore, as users increasingly demand comfort and refinement in their interiors, some prefer to choose sub-instrument panels based on their preferences. However, the screw-based mounting method makes it difficult for users to change these components according to their preferences.

[0003] It is evident that existing technologies still have certain shortcomings, and there is an urgent need to design a vehicle sub-instrument panel mounting structure that can balance installation stability and maintenance convenience. Utility Model Content

[0004] The purpose of this utility model is to provide an automotive sub-instrument panel mounting structure and vehicle, so as to solve the problem that the existing sub-instrument panel mounting structure cannot simultaneously achieve both installation stability and maintenance convenience.

[0005] To achieve the above objectives, this utility model provides an automotive sub-instrument panel mounting structure and a vehicle, employing the following technical solution: In a first aspect, this utility model discloses an automotive sub-instrument panel mounting structure, which includes a snap-fit ​​component disposed on the sub-instrument panel and a limiting component disposed on a counter component. The sub-instrument panel is connected to the counter component through a locking engagement between the snap-fit ​​component and the limiting component. It also includes a magnet, at least a portion of which is a magnetic attraction structure. The magnet and the magnetic attraction structure engage in a non-contact magnetic attraction engagement. Under the magnetic force of the magnet, the magnetic attraction structure drives the snap-fit ​​component to rotate or move relative to the limiting component, thereby releasing the locking state from the limiting component.

[0006] In the above solution, under normal use, the latching component and the limiting component remain firmly locked, effectively preventing accidental disengagement due to user error and improving the safety and reliability of the vehicle's interior. The magnet and latching component in this structure also constitute a magnetic non-contact transmission mechanism. When the sub-instrument panel needs to be removed, the magnet drives the latching component to unlock it from the limiting component, allowing for removal of the sub-instrument panel without additional tools, greatly simplifying the maintenance process. Furthermore, except for the magnet, the entire structure is concealed inside the sub-instrument panel, maintaining an aesthetically pleasing appearance and meeting the refined requirements of modern automotive interiors.

[0007] As a preferred embodiment of this application, it further includes an elastic element and a backup unlocking mechanism. The elastic element is connected to the latching element, and the latching element and the limiting element remain locked under the elastic force of the elastic element. The backup unlocking mechanism is linked to the latching element and is used to mechanically cooperate with the latching element to unlock when the magnet unlocking fails.

[0008] In the above scheme, the elastic element can continuously apply elastic force to the locking element, thereby ensuring that the locking element and the limiting element remain firmly locked. The backup unlocking mechanism serves as a safety redundancy, providing mechanical backup when magnetic interference causes magnetic unlocking failure or when the locking mechanism jams due to aging of the locking element / limiting element structure. Through direct mechanical interaction, the unlocking reliability is ensured, reducing the overall failure risk and the possibility of needing destructive disassembly.

[0009] In a preferred embodiment of this application, the snap-fit ​​component is rotatably connected to the side of the sub-dashboard facing the opposing component. The snap-fit ​​component is a hook, and the limiting component is a buckle fixedly disposed on the opposing component and corresponding to the hook. It also includes a rotating connecting part disposed on the sub-dashboard. The hook is provided with a rotating engagement part. The hook rotates and engages with the rotating connecting part through the rotating engagement part. The elastic component is a torsion spring that engages and connects with the hook.

[0010] In the above solution, the cooperation between the rotating snap-fit ​​component and the limiting component optimizes the locking and unlocking action path, making the structure more compact and efficient. The rotating design of the snap-fit ​​hook reduces friction and wear between components, provides smooth force transmission through rotation, avoids jamming, and ensures stable locking even under vehicle vibration conditions, extending service life. At the same time, this form is easy to process and assemble, reducing production costs. The application of the torsion spring ensures that the snap-fit ​​component automatically resets after unlocking, reducing the need for manual intervention and improving the automation level of the structure. The coordinated work of the rotating connection and the torsion spring optimizes the distribution of elastic force, making the locking state more uniform and reliable. Furthermore, the use of the torsion spring provides more precise torque control, preventing excessive tightness or looseness, thus avoiding problems such as loose sub-dashboard or abnormal noise. Meanwhile, the torsion spring, as a standardized component, is easy to replace and maintain, improving the maintainability of the structure.

[0011] In a preferred embodiment of this application, the end of the hook near the limiting member has a hook-shaped portion for limiting and engaging with the limiting member, and the hook-shaped portion has a right-angle hook structure or an arc-shaped curved hook structure.

[0012] In the above solutions, the right-angle hook structure is suitable for high-load scenarios, providing rigid locking; the curved hook structure has elastic buffering characteristics, which can absorb the impact energy during vehicle operation, reduce stress concentration, and prevent component fatigue damage. The diversified design of the hook-shaped part improves the applicability of the automotive sub-instrument panel mounting structure in this application, making it easier to adapt to different vehicle models.

[0013] In a preferred embodiment of this application, the hook is an L-shaped hook, including a snap-fit ​​portion and an anti-rotation portion connected to each other. The connection between the snap-fit ​​portion and the anti-rotation portion is provided with the rotation engagement portion. The anti-rotation portion is located at the end of the snap-fit ​​portion away from the limiting member, and the hook-shaped portion is located at the end of the snap-fit ​​portion close to the limiting member. The anti-rotation portion is provided with the magnetic attraction structure.

[0014] In the above solution, the geometric design of the L-shaped hook optimizes the lever arm effect, making unlocking easier; the magnetic attraction structure of the anti-rotation part improves the magnetic force transmission efficiency, ensuring rapid response when the magnet is driven. Preferably, the surfaces of the rotating connection and rotating mating parts are coated with a lubricating coating. The application of the lubricating coating significantly reduces the coefficient of rotational friction, preventing jamming or wear during long-term use, and improving the durability and reliability of the structure. The lubricating coating also has anti-corrosion properties, making it suitable for humid or temperature-sensitive vehicle interior environments.

[0015] In a preferred embodiment of this application, the snap-fit ​​component is movably connected to the side of the sub-dashboard facing the counterweight, the snap-fit ​​component is a sliding latch, and the limiting component is a locking groove fixedly disposed on the counterweight and corresponding to the sliding latch.

[0016] In the above solution, the sliding latch provides another unlocking method, expanding the adaptability of the structure. The cooperation between the sliding latch and the locking groove enables linear movement unlocking, which is suitable for installation scenarios with limited rotation space.

[0017] As a preferred embodiment of this application, it further includes a slide groove disposed on the sub-dashboard, the sliding latch slidingly engaging with the slide groove, a baffle wall being disposed at one end of the slide groove away from the latch groove, the elastic element being a spring, one end of the spring being connected to the baffle wall and the other end being connected to the sliding latch.

[0018] In the above solution, the cooperation structure between the slide groove and the sliding latch is simple and reliable, and the slide groove can also guide the movement of the sliding latch, enhancing the straightness and stability of the movement of the locking component and preventing skewing or shaking. Preferably, the inner wall of the slide groove, the inner wall of the latch groove, and the surface of the sliding latch are all provided with a lubricating coating. The lubricating coating is applied to the surface of the sliding latch, the slide groove, and the inner wall of the latch groove, significantly reducing the wear of the sliding latch, the slide groove, and the latch groove, preventing jamming or wear during long-term use, improving the durability and reliability of the structure, and reducing the noise generated during the locking and unlocking process.

[0019] In a preferred embodiment of this application, one of the sub-dashboard and the counterweight is provided with an unlocking indicator area, which corresponds to the position of the magnet. Alternatively, one of the sub-dashboard and the counterweight is provided with an unlocking indicator mark, which is used to indicate the direction of the magnet.

[0020] The above solution simplifies the operation process and reduces the risk of accidental disassembly by setting up an unlocking indicator area or unlocking indicator. It also improves maintenance convenience, making the repair process more user-friendly and safer.

[0021] In a preferred embodiment of this application, the backup unlocking mechanism includes a pressing rod, a return spring, and a pressing hole disposed on the sub-dashboard or the locking member; along the unlocking direction of the locking member, the pressing rod is disposed on the other side of the limiting member opposite to the locking member, the return spring is connected to the pressing rod, and the pressing rod remains in a standby state away from the locking member under the action of the return spring, the pressing hole is disposed corresponding to the end of the pressing rod away from the locking member, and a hole cover is provided at the pressing hole.

[0022] In the above solution, the backup unlocking mechanism has a simple structure, is easy to set up, and provides a reliable redundant unlocking solution. The combination of the pressing rod and the return spring ensures automatic reset after pressing, preventing the mechanism from remaining in the unlocked state; the design of the cover maintains the integrity of the interior exterior, prevents dust and foreign objects from entering, and improves durability. By adopting the above backup unlocking mechanism, the automotive sub-instrument panel mounting structure in this application is provided with dual unlocking protection. Even in the event of magnetic unlocking failure, disassembly can be completed by simple pressing, significantly improving the robustness and safety of the system.

[0023] Secondly, this utility model also discloses a vehicle that includes the automotive sub-instrument panel mounting structure as described above.

[0024] The vehicle described in this utility model has the same beneficial effects as the aforementioned automotive sub-instrument panel mounting structure, and will not be repeated here. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the partial mating structure between the sub-instrument panel and the corresponding component from one perspective. Figure 2 This is a schematic diagram of the partial mating structure between the sub-instrument panel and the corresponding component from another three-dimensional perspective. Figure 3 for Figure 2 Enlarged view of the structure of section A; Figure 4 This is a cross-sectional view of the structure where the sub-instrument panel and the corresponding parts mate, viewed from the rear. Figure 5 for Figure 4 Enlarged view of the structure of section B; Figure 6 This is a schematic diagram of the mating structure between the sub-instrument panel and the connector from an upward angle. Figure 7 for Figure 6 Enlarged view of the structure of section C; Figure 8 This is a schematic diagram of the mating structure of the snap-fit ​​component and the limiting component in another example; Figure 9 This is a schematic diagram of the installation structure of a backup unlocking mechanism in an example.

[0026] List of components and reference numerals: 1. Snap-fit ​​component, 11. Snap hook, 111 Snap-fit ​​part, 112 Anti-rotation part, 113 Hook-shaped part, 114 Rotation mating part, 12. Elastic component, 121 Torsion spring, 122 Spring, 13 Sliding lock, 14 Limiting protrusion; 2. Opposite parts, 21. Limiting parts, 211. Buckle, 212. Locking groove; 3 instrument panels, 31 rotating connection, 311 baffle, 32 slide, 321 baffle, 33 unlock indicator area, 34 unlock indicator mark; 4. Magnets; 51 Pressing rod, 52 Return spring, 53 Pressing hole, 54 Hole cover. Detailed Implementation

[0027] To more clearly illustrate the overall concept of this utility model, a detailed description will be provided below with reference to the accompanying drawings.

[0028] It should be noted that many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0029] like Figures 1-9 As shown, this application first provides a mounting structure for an automotive sub-instrument panel, comprising a snap-fit ​​component 1 on the sub-instrument panel 3, a limiting component 21 on the opposing component 2, an elastic component 12, and a magnet 4. At least a portion of the snap-fit ​​component 1 is a magnetic structure. The elastic component 12 is engaged with the snap-fit ​​component 1. After the sub-instrument panel 3 and the opposing component 2 are assembled, in a normal assembly state, the elastic component 12 applies a continuous and stable elastic force to the snap-fit ​​component 1, and the snap-fit ​​component 1 remains locked to the limiting component 21 under the elastic force of the elastic component 12. This mechanical locking method based on elastic preload can effectively resist various vibrations and impacts generated during vehicle operation, ensuring the stability of the sub-instrument panel 3 installation. Compared with existing ordinary snap-fit ​​structures, it can fundamentally prevent accidental loosening or lifting caused by unintentional touching or pulling by the user, further ensuring the stability and reliability of the sub-instrument panel mounting structure.

[0030] Furthermore, in this application, the magnet 4 is used to attract magnetic materials, enabling non-contact transmission between the magnet 4 and the magnetic attraction structure. When maintenance, replacement of internal parts, or replacement of the sub-instrument panel 3 according to user preferences is required—that is, when the locking state between the latch 1 and the limiting member 21 needs to be released to disassemble the sub-instrument panel 3—the operator does not need to find or use any traditional mechanical tools (such as screwdrivers, wrenches, etc.). They only need to place the magnet 4 near the latch 1, and a strong, non-contact magnetic attraction force will be generated between the magnet 4 and the magnetic attraction structure through the spatial magnetic field. This magnetic attraction force is converted into an effective torque or linear force driving the latch 1, overcoming the elastic force of the elastic member 12, and causing the latch 1 to rotate or move slightly and precisely relative to the limiting member 21, thereby releasing the locking state between the latch 1 and the limiting member 21. This structure allows for the continuous elastic force applied by the elastic element 12 during normal use and assembly, ensuring a secure lock between the latching element 1 and the limiting element 21. This effectively prevents accidental disengagement due to user error, enhancing the safety and reliability of the vehicle's interior. Furthermore, the magnetic non-contact transmission mechanism formed by the magnet 4 and the latching element 1 eliminates the need for additional tools when the sub-instrument panel 3 needs to be removed. The magnet 4 drives the latching element 1 to unlock from the limiting part, completing the disassembly of the sub-instrument panel 3. The entire unlocking process is smooth, quiet, and requires no forceful operation, greatly simplifying the disassembly process and reducing maintenance time and professional skill requirements.

[0031] In one example, refer to Figures 2-7 As shown, the latching component 1 is rotatably connected to the side of the sub-instrument panel 3 facing the opposing component 2. The latching component 1 is a hook 11, and the limiting component 21 is a buckle 211 fixedly installed on the side of the sub-instrument panel 3 facing the opposing component 2 and corresponding to the hook 11. In this example, the latching component 1 and the limiting component 21 adopt a rotary engagement. This rotary engagement constrains the unlocking action to a rotational arc, optimizes the force transmission path, and makes the structure very compact, especially suitable for scenarios where the longitudinal installation space between the sub-instrument panel 3 and the opposing component 2 is limited. Moreover, the rotary engagement helps to reduce friction and wear between components, provides smooth force transmission through rotation, reduces or avoids the risk of unlocking jamming, and ensures that the latching component 1 and the limiting component 21 can remain stably locked under vehicle vibration environment without jamming due to vehicle vibration, thus extending the service life of the latching component 1 and the limiting component 21. At the same time, this form is easy to process and assemble, reducing production costs.

[0032] Continue to refer to Figure 3 and Figure 5As shown, the automotive sub-instrument panel mounting structure in this application also includes a rotating connection portion 31 disposed on the sub-instrument panel 3. The hook 11 is provided with a rotating engagement portion 114, and the hook 11 rotates and engages with the rotating connection portion 31 through the rotating engagement portion 114. The elastic element 12 is a torsion spring 121 connected to the hook 11. In its natural state, the torque of the torsion spring 121 drives the hook-shaped portion 113 of the hook 11 to always tend to press towards the latch 211. The application of the torsion spring 121 not only provides continuous elastic force to keep the hook 11 locked to the latch 211 in the normal locking state, but also ensures that the hook 11 can automatically reset when the sub-instrument panel 3 is reinstalled, reducing the need for manual intervention and improving the automation level of the structure. The coordinated work of the rotating connection portion 31 and the torsion spring 121 optimizes the distribution of elastic force, making the locking state more uniform and reliable. Furthermore, the use of the torsion spring 121 provides more precise torque control, preventing excessive tightness or looseness, thereby avoiding problems such as loosening or abnormal noise of the sub-instrument panel 3. Meanwhile, the torsion spring 121, as a standardized component, is easy to replace and maintain, improving the maintainability of the structure. To ensure moderate and durable locking force, we have finely calibrated the parameters of the torsion spring 121. Specifically, the torsion spring 121 in this example uses a 0.4mm wire diameter. Through calculation and testing, the elastic force it provides is precisely controlled within the range of 2-3N. This force range has been carefully balanced: it is large enough to ensure the reliability of locking under harsh vehicle vibration environments and avoid abnormal noise; it is also small enough to keep the driving force required for subsequent magnetic unlocking within a reasonable range, avoiding the need for an excessively strong magnet 4 (which may lead to inconvenience in operation or increased costs).

[0033] Preferably, the rotating engagement part 114 is a fixed shaft provided on the hook 11, and the rotating connection part 31 is a shaft seat provided on the sub-instrument panel 3. The fixed shaft on the hook 11 and the shaft seat rotate and engage to achieve the rotating connection between the snap-fit ​​part 1 and the sub-instrument panel 3. Alternatively, the rotating engagement part 114 is a mating hole provided on the hook 11, and the rotating connection part 31 is a rotating shaft provided on the sub-instrument panel 3. During assembly, the rotating shaft passes through the mating hole and is connected to the mating hole by a key connection structure to achieve anti-rotation limit. The torsion spring 121 is correspondingly provided on the fixed shaft or the rotating shaft. It should be noted that the rotating engagement structure between the snap-fit ​​part 1 and the sub-instrument panel 3 in this application is not limited to the above examples. The above examples are only some preferred examples of the solution in this application. Other rotating engagement structures of different forms or structures can also be used between the snap-fit ​​part 1 and the sub-instrument panel 3. This application does not make specific limitations on this.

[0034] Continue to refer to Figure 3 and Figure 5 As shown, the end of the hook 11 near the limiting member 21 has a hook-shaped portion 113 for limiting engagement with the limiting member 21. As a preferred embodiment of this example, refer to... Figure 3and Figure 5 As shown, the hook-shaped portion 113 has a right-angle hook structure, meaning that the hook-shaped portion 113 is bent at a 90-degree angle, and the mating surfaces of the hook-shaped portion 113 and the buckle 211 are two mutually perpendicular straight planes. Correspondingly, the buckle 211 also has two mutually perpendicular straight planes. When the hook 11 and the buckle 211 are locked, the straight planes on the hook 11 and the buckle 211 are correspondingly engaged, and the locking is limited in the mounting direction of the sub-instrument panel 3. This right-angle hook structure can provide direct rigid locking, which is particularly suitable for short-term / intermittent high-load usage scenarios, such as ordinary family cars / SUVs and other models that do not need to drive for long periods of time or pass through roads with poor conditions. In another preferred embodiment of this example, the hook portion 113 has an arc-shaped curved hook structure. The contact surface of the hook portion 113 for engaging with the buckle 211 is an arc-shaped surface. The buckle 211 also has a corresponding arc-shaped surface for engaging. When the hook 11 and the buckle 211 are locked, the arc-shaped surfaces on the hook 11 and the buckle 211 engage with each other. The engagement of the two arc-shaped surfaces can increase the locking contact area between the hook portion 113 and the buckle 211. This can lock and limit each other in the mounting direction of the sub-instrument panel 3, and can also provide a limiting effect in the direction perpendicular to the mounting direction of the sub-instrument panel 3 by utilizing the structural characteristics of the two arc-shaped surfaces. In addition, the arc-shaped structure has elastic buffering characteristics, which can absorb the impact energy during vehicle operation. Compared with the right-angle structure, it can reduce stress concentration, reduce component fatigue loss, and prevent the locking structure between the hook 111 and the buckle 211 from failing due to cracking / breaking of the hook portion 113 caused by vehicle vibration. This curved hook structure ensures reliable locking while enhancing the shock absorption capacity of the locking structure itself, making it particularly suitable for long-term high-load applications, such as long-haul trucks and off-road vehicles that frequently travel on bumpy or unpaved roads. The diverse designs of the hook portion 113 enhance the applicability of the automotive sub-dashboard mounting structure in this application, facilitating adaptation to different vehicle models. It should be noted that the above examples are merely preferred embodiments of the solution in this application. The structure of the hook portion 113 and its engagement with the buckle 211 are not limited to the above examples; it can also employ more diverse structures such as oblique straight hooks, and this application does not impose any specific limitations on these.

[0035] Furthermore, referring to Figure 3 , Figure 5 and Figure 7As shown, in a preferred embodiment of this example, the latch 11 is an L-shaped latch, including a latching portion 111 and an anti-rotation portion 112 connected to each other. A rotational engagement portion 114 is provided at the connection between the latching portion 111 and the anti-rotation portion 112. The anti-rotation portion 112 is located at the end of the latching portion 111 away from the limiting member 21. The hook-shaped portion 113 is located at the end of the latching portion 111 near the limiting member 21. A baffle 311 is provided on the aforementioned shaft seat. A limiting protrusion 14 is provided on the side of the latching portion 111 facing the baffle 311. When the latch 211 is normally locked with the limiting member 21, the limiting protrusion 14 contacts and engages with the baffle 311. (Continue referring to...) Figure 3 , Figure 5 and Figure 7As shown, in the above scheme, the anti-rotation part 112 is located close to the sub-instrument panel 3. When the hook 11 performs the unlocking action under the drive of the magnet 4, after the hook-shaped part 113 disengages from the buckle 211, the anti-rotation part 112 contacts the sub-instrument panel 3 to achieve anti-rotation limit. On the one hand, it can prevent the hook 11 from rotating excessively and interfering with other structures or lines between the sub-instrument panel 3 and the counter 2. On the other hand, it can also shorten the locking stroke of the hook 11 and the buckle 211 during the installation of the sub-instrument panel 3, reduce the deformation of the torsion spring 121, and thus reduce the fatigue loss of the torsion spring 121, which is beneficial to extending the service life of the torsion spring 121. At the same time, by setting the above-mentioned limiting protrusion 14 and baffle 311, the posture of the latch 1 in the locked state can be limited, preventing the hook-shaped part 113 from being too close to the buckle 211 under the action of the torsion spring 121, causing the latch 1 and the limiting part 21 to lock and making disassembly difficult. Preferably, the anti-rotation portion 112 is provided with the aforementioned magnetic attraction structure. The portion of the anti-rotation portion 112 other than the magnetic attraction structure and the snap-fit ​​portion 111 can both be made of lightweight, high-strength, non-magnetic structures made of engineering plastics (such as POM, PA66+GF30, etc.). For example, a mounting groove for installing the magnetic attraction structure can be provided in the anti-rotation portion 112, and a magnetic metal block made of DC01 steel (a high-quality low-carbon steel with good magnetic permeability and mechanical properties) can be embedded in the mounting groove as the magnetic attraction structure; or, during the molding process of the hook 11, a magnetic metal block made of DC01 steel can be set inside the anti-rotation portion 112 as the magnetic attraction structure by pre-embedding or post-pressing. This structural design facilitates the lightweighting of the hook 11. While ensuring the structural strength of the hook 11 itself and the stability of the engagement between the hook 11 and the latch 211, it minimizes the resistance caused by the weight of the hook 11 to the magnetic unlocking action. This reduces the difficulty of using the magnet 4 to drive the hook 11 to perform the unlocking action, improving the smoothness and stability of the magnetic unlocking process. Of course, for applications where cost is not a primary concern or higher structural strength is required, the hook 11 can be made entirely of DC01 steel or other magnetic materials, making it a single magnetic structure. This simplifies the manufacturing process and ensures the integrity of the structure.

[0036] Meanwhile, the L-shaped hook in the above scheme is essentially a lever, with the rotating engagement part 114 as the fulcrum, the distance from the magnetic attraction point (the magnetic attraction structure on the anti-rotation part 112) to the fulcrum as the power arm, and the distance from the hook-shaped part 113 to the fulcrum as the resistance arm. Extending the power arm through the L-shaped structure achieves a force-saving lever effect, meaning that only a small magnetic attraction force is needed to overcome the large locking force generated by the torsion spring 121 at the hook-shaped part 113, making the unlocking operation easier. The arrangement of the magnetic attraction structure also improves the magnetic force transmission efficiency, ensuring a rapid response when the magnet 4 is driven. Based on the aforementioned calculations of the torsion spring 121 parameters and the selection of the material for the magnetic attraction structure (DC01 steel), the magnet 4 used for unlocking is preferably a strong magnet 4 with a maximum magnetic energy product (BH) max ≥ 1.5KJ / m³, such as neodymium iron boron (NdFeB), to ensure that a sufficiently strong magnetic field can be generated within a reasonable volume. Calculations show that under this L-shaped structure, the effective unlocking force generated by the magnet 4 acting on the magnetic attraction structure is ≥ 5N, which is greater than the locking force of the torsion spring 121, thus ensuring the smoothness and reliability of the unlocking process.

[0037] In another example, refer to Figure 8 As shown, the latching component 1 is movably connected to the side of the sub-dashboard 3 facing the opposing component 2. The latching component 1 is a sliding latch 13, and the limiting component 21 is a locking groove 212 fixedly mounted on the opposing component 2 and corresponding to the sliding latch 13. In this example solution, the sliding latching provides another unlocking method, expanding the adaptability of the structure. Through the cooperation of the magnet 4, the sliding latch 13, and the locking groove 212, magnetic linear movement unlocking is achieved, which is suitable for installation scenarios where the rotation space between the sub-dashboard 3 and the opposing component 2 is limited. For details, please refer to... Figure 8As shown, this magnetic linear movement unlocking structure also includes a slide groove 32 on the sub-instrument panel 3. The sliding latch 13 slides in conjunction with the slide groove 32. A baffle 321 is provided at the end of the slide groove 32 away from the lock groove 212. The elastic element 12 is a spring 122, with one end connected to the baffle 321 and the other end connected to the sliding latch 13. In the normal locked state, the sliding latch 13 is continuously subjected to the elastic force of the spring 122, and the end of the sliding latch 13 facing the lock groove 212 extends into the lock groove 212 and engages with it. When it is necessary to remove the sub-instrument, the magnet 4 is placed near the sliding latch 13, or the magnet 4 is placed near the sliding latch 13 and moved simultaneously. The magnetic attraction of the magnet 4 on the sliding latch 13 drives the sliding latch 13 to move along the slide groove 32 in a direction away from the lock groove 212, thereby unlocking the latch 1 and the limiting element 21. Continuing the parameter optimization process in the magnetic attraction rotation scheme example, in this example scheme, the spring 122 also uses a wire diameter of 0.4mm, and the elastic force provided by the spring 122 is maintained at 2-3N. The magnet 4 also uses a strong magnet 4 with a maximum magnetic energy product (BH) max ≥ 1.5KJ / m³, such as neodymium iron boron (NdFeB). The magnetic attraction structure on the sliding lock 13 or the entire sliding lock 13 is made of DC01 steel, so that the magnetic attraction force directly acting on the sliding lock 13 by the magnet 4 during the unlocking process is ≥5N, thereby ensuring that the magnetic attraction unlocking process is smooth.

[0038] In the above scheme, the sliding engagement structure between the slide groove 32 and the sliding latch 13 is simple and reliable, and the slide groove 32 can also provide guidance for the movement of the sliding latch 13, which enhances the straightness and stability of the movement of the snap-fit ​​1 and prevents skewing or shaking. At the same time, the above structure can reduce the installation space required for the snap-fit ​​1 in the installation direction of the sub-instrument panel 3, which makes it easier to save available installation space between the sub-instrument panel 3 and the counter 2 to install other components or facilitate the routing of other components.

[0039] In a preferred embodiment of this application, the surfaces of the rotating connection portion 31 and the rotating mating portion 114 in the aforementioned example are further coated with a lubricating coating. The inner walls of the slide groove 32, the inner walls of the locking groove 212, and the surface of the sliding latch 13 in the aforementioned example are also coated with a lubricating coating. Applying the lubricating coating to the surfaces of the rotating connection portion 31 and the rotating mating portion 114 can significantly reduce the coefficient of rotational friction, reduce wear on the rotating connection portion 31 and the rotating mating portion 114 during long-term use, and prevent the rotating connection portion 31 and the rotating mating portion 114 from jamming together during long-term use, thereby improving the durability and reliability of the rotating mating structure. Applying the lubricating coating to the surface of the sliding latch 13 and the inner walls of the slide groove 32 and the locking groove 212 can significantly reduce wear on the sliding latch 13, the slide groove 32, and the locking groove 212 during long-term use, prevent the sliding latch 13, the slide groove 32, and the locking groove 212 from jamming together during long-term use, improve the durability and reliability of the structure, and reduce noise generated during the locking and unlocking process. Meanwhile, the lubricating coating also possesses anti-corrosion properties, making it suitable for humid or temperature-sensitive vehicle interior environments. Preferably, the aforementioned first and second lubricating coatings can be made of perfluoropolyether (PFPE)-based lubricating materials or boron nitride (BN)-based ceramic lubricating materials. PFPE lubricants have excellent chemical inertness, a wide temperature range, and non-volatility; BN lubricants possess high hardness, a low coefficient of friction, and excellent thermal conductivity. They can significantly reduce the coefficient of rotational friction, preventing seizing or wear during long-term use. Moreover, even under high temperatures in summer and when the vehicle is parked with the air conditioning off, no volatile organic compounds (VOCs) will be generated due to the high temperature environment inside the vehicle, ensuring the air quality inside the vehicle and the health of the passengers.

[0040] It should be noted that the above examples are merely preferred embodiments of this application. The first and second lubricating layers in this application can be made of the lubricating materials described above, or they can be made of other different lubricating materials. This application does not impose any specific limitations on this.

[0041] Furthermore, referring to Figure 1 As shown, in a preferred embodiment of this application, either the sub-dashboard 3 or the handset 2 is provided with an unlocking indicator area 33, which corresponds to the operating position of the magnet 4. This area visually or tactilely (e.g., a slightly recessed icon outline) indicates the optimal operating position where the magnet 4 should be placed. Alternatively, either the sub-dashboard 3 or the handset 2 is provided with an unlocking indicator mark 34, such as a printed arrow or the text "Magnet Unlock," to indicate the operating direction of the magnet 4. In a preferred example, refer to... Figure 1As shown, the bottom of the storage compartment inherent in the sub-dashboard 3 can be directly used as the unlocking indicator area 33. Maintenance personnel only need to place the magnet 4 into the specific area at the bottom of the storage compartment to complete the unlocking operation, without needing to remember any additional locations. Simultaneously, an unlocking symbol is printed on the bottom of the storage compartment. This design maximizes the use of the existing structure, eliminating the need for additional parts or mold costs, demonstrating excellent design economy and ergonomic considerations. In the above solution, by setting the unlocking indicator area 33 or the unlocking indicator symbol 34, clear and unambiguous operating instructions are provided to the operator when the sub-dashboard 3 needs to be disassembled, simplifying the operation process, reducing the risk of accidental disassembly, and improving the intuitiveness and convenience of maintenance, making the maintenance process more humane and safer.

[0042] Furthermore, referring to Figure 9 As shown, considering extreme situations such as the loss of magnet 4, interference from a strong external magnetic field, or jamming of the locking mechanism due to oil stains or slight deformation caused by long-term use, which temporarily disables the magnetic unlocking method, the automotive sub-dashboard mounting structure in this application also includes a backup unlocking mechanism as a preferred embodiment. This backup unlocking mechanism is purely mechanically linked to the locking component 1. When magnetic unlocking fails, the operator can trigger the backup unlocking mechanism to directly apply mechanical force to the locking component 1, forcing it to complete the unlocking action. By setting up a backup unlocking mechanism as a safety redundancy, a double-insurance unlocking mechanism is formed, ensuring that the sub-dashboard 3 can be safely and non-destructively disassembled in any foreseeable usage scenario, reducing the overall failure risk and the possibility of needing destructive disassembly. In addition, except for magnet 4, the above structure is hidden inside the sub-dashboard 3, maintaining the cleanliness, aesthetics, and premium feel of the interior, which meets the increasingly refined and integrated design requirements of modern automotive interiors.

[0043] In one example, continue to refer to Figure 9As shown, the backup unlocking mechanism includes a pressing rod 51, a return spring 52, and a pressing hole 53 on the locking member 2. Along the unlocking direction of the locking member 1, the pressing rod 51 is positioned opposite the locking member 1 on the other side of the limiting member 21. The return spring 52 is connected to both the pressing rod 51 and the support structure on the locking member 2. Under the action of the return spring 52, the pressing rod 51 remains in a standby state away from the locking member 1. The pressing hole 53 corresponds to the end of the pressing rod 51 away from the locking member 1, and a cover 54 is provided at the pressing hole 53. When backup unlocking is required, the operator opens the cover 54 and uses a finger or a long, thin tool (such as a push rod, screwdriver, etc.) to push the pressing rod 51 through the pressing hole 53. The pressing rod 51 moves forward against the force of the return spring 52, directly pushing the locking member 1 (such as the hook-shaped part 113 of an L-shaped hook or the end of the sliding lock 13 that engages with the lock groove 212), forcing it to complete the unlocking action. Once the external force is removed, the return spring 52 will immediately push the pressing rod 51 back to its original position, no longer pushing the locking piece 1. The entire process is a purely mechanical action, independent of any electronic or magnetic field, and has the highest fault tolerance.

[0044] In the above scheme, the backup unlocking mechanism has a simple structure, is easy to set up, and provides a reliable redundant unlocking solution. The combination of the pressing rod 51 and the return spring 52 ensures automatic reset after pressing, preventing the mechanism from remaining in the unlocked state. The design of the hole cover 54 maintains the integrity of the interior appearance, prevents dust and foreign objects from entering, and improves durability. At the same time, the hole cover 54 also provides shielding for the pressing hole 53 and the pressing rod 51, preventing the driver and passengers from accidentally touching the pressing rod 51 and unlocking the latch 1 and the limiting member 21 under normal circumstances. By adopting the above-mentioned backup unlocking mechanism, the automotive sub-instrument panel mounting structure in this application is provided with dual unlocking protection. Even in the case of magnetic unlocking failure, disassembly can be completed by simple pressing, significantly improving the robustness and safety of the system.

[0045] Secondly, this utility model also discloses a vehicle including the aforementioned automotive sub-instrument panel mounting structure. Because this vehicle inherits all the technical advantages of the aforementioned sub-instrument panel mounting structure, its interior maintainability, reliability, personalization potential, and overall quality are significantly improved. This has positive implications for enhancing brand image and user satisfaction.

[0046] In summary, this utility model provides a solution for installing automotive sub-instrument panels that combines reliable locking with convenient installation and removal through a triple-coordinated design of "elastic locking + magnetic main unlocking + mechanical backup unlocking". It successfully solves the industry problem of inconvenient disassembly with traditional screw fixing methods and the ease of accidental release with simple snap-fit ​​structures.

[0047] The technical solutions protected by this utility model are not limited to the above embodiments. It should be noted that any combination of the technical solutions of any embodiment with one or more other embodiments is within the protection scope of this utility model. Although this utility model has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of this utility model are within the scope of protection claimed by this utility model.

Claims

1. A mounting structure for a vehicle's sub-instrument panel, characterized in that, Includes a snap-fit ​​(1) disposed on the sub-instrument panel (3) and a limiting member (21) disposed on the opposing member (2). The sub-instrument panel (3) is connected to the opposing member (2) through a locking engagement between the snap-fit ​​(1) and the limiting member (21). It also includes a magnet (4), at least a part of the snap-fit ​​member (1) is a magnetic attraction structure, the magnet (4) and the magnetic attraction structure are non-contact magnetic attraction cooperation, the magnetic attraction structure drives the snap-fit ​​member (1) to rotate or move relative to the limiting member (21) under the magnetic force of the magnet (4) so ​​as to release the locking state from the limiting member (21).

2. The automotive sub-instrument panel mounting structure as described in claim 1, characterized in that, It also includes an elastic element (12) and a backup unlocking mechanism. The elastic element (12) is connected to the latching element (1). Under the elastic force of the elastic element (12), the latching element (1) and the limiting element (21) remain locked. The backup unlocking mechanism is linked with the card connector (1) and is used to mechanically cooperate with the card connector (1) to unlock when the magnet (4) fails to unlock.

3. The automotive sub-instrument panel mounting structure as described in claim 2, characterized in that, The snap-fit ​​component (1) is rotatably connected to the side of the sub-instrument panel (3) facing the opponent component (2). The snap-fit ​​component (1) is a snap hook (11), and the limiting component (21) is a buckle (211) fixedly set on the opponent component (2) and corresponding to the snap hook (11). It also includes a rotating connection part (31) provided on the sub-instrument panel (3), the hook (11) is provided with a rotating engagement part (114), the hook (11) is rotatably engaged with the rotating connection part (31) through the rotating engagement part (114), and the elastic element (12) is a torsion spring that is engaged with the hook (11).

4. The automotive sub-instrument panel mounting structure as described in claim 3, characterized in that, The hook (11) has a hook-shaped part (113) at one end near the limiting member (21) for limiting and cooperating with the limiting member (21). The hook-shaped part (113) has a right-angle hook structure or an arc-shaped curved hook structure.

5. The automotive sub-instrument panel mounting structure as described in claim 4, characterized in that, The hook (11) is an L-shaped hook (11), including a snap-fit ​​part (111) and an anti-rotation part (112) connected to each other. The connection between the snap-fit ​​part (111) and the anti-rotation part (112) is provided with the rotation engagement part (114). The anti-rotation part (112) is provided at the end of the snap-fit ​​part (111) away from the limiting member (21). The hook-shaped part (113) is provided at the end of the snap-fit ​​part (111) close to the limiting member (21). The anti-rotation part (112) is provided with the magnetic attraction structure.

6. The automotive sub-instrument panel mounting structure as described in claim 2, characterized in that, The snap-fit ​​member (1) is movably connected to the side of the sub-instrument panel (3) facing the opponent member (2). The snap-fit ​​member (1) is a sliding latch (13), and the limiting member (21) is a locking groove (212) fixedly set on the opponent member (2) and corresponding to the sliding latch (13).

7. The automotive sub-instrument panel mounting structure as described in claim 6, characterized in that, It also includes a slide groove (32) provided on the sub-instrument panel (3), the sliding latch (13) slides in cooperation with the slide groove (32), a baffle (321) is provided at one end of the slide groove (32) away from the lock groove (212), the elastic element (12) is a spring (122), one end of the spring (122) is connected to the baffle (321), and the other end is connected to the sliding latch (13).

8. The automotive sub-instrument panel mounting structure as described in claim 1, characterized in that, One of the sub-instrument panel (3) and the counterpart (2) is provided with an unlocking indicator area (33), which corresponds to the working position of the magnet (4). Alternatively, one of the sub-instrument panel (3) and the counterpart (2) is provided with an unlocking indicator (34), which is used to indicate the working direction of the magnet (4).

9. The automotive sub-instrument panel mounting structure as described in claim 2, characterized in that, The backup unlocking mechanism includes a pressing rod (51), a reset spring (122), and a pressing hole (53) provided on the sub-instrument panel (3) or the counter piece (2); Along the unlocking direction of the latching member (1), the pressing rod (51) is disposed on the other side of the limiting member (21) relative to the latching member (1). The reset spring (122) is connected to the pressing rod (51). Under the action of the reset spring (122), the pressing rod (51) remains in a standby state away from the latching member (1). The pressing hole (53) is disposed corresponding to the end of the pressing rod (51) away from the latching member (1), and a hole cover (54) is provided at the pressing hole (53).

10. A vehicle, characterized in that, Including the automotive sub-instrument panel mounting structure as described in any one of claims 1-9.

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