Interior structure of vehicle and vehicle

Abstract

The embodiment of the application provides a kind of vehicle interior structure and vehicle, it is related to vehicle technical field.The vehicle interior structure includes front wall subassembly, instrument panel subassembly, at least one connecting component and at least one buffer pad.The connecting component of connecting component and second limiting piece are connected with connecting body, and the clamping piece is clamped with the front wall subassembly;Connecting body has recess in it, and the second limiting piece is located in the recess, part of the front wall subassembly is located in the recess, and the second limiting piece is in contact with the front wall subassembly to limit the displacement of the front wall subassembly along the clamping direction of the clamping piece;Buffer pad is covered on corresponding connecting body, and connecting body is in contact with instrument panel subassembly through corresponding buffer pad.The vehicle interior structure of the embodiment of the application can avoid friction or collision between instrument panel subassembly and front wall subassembly, so as to realize shock absorption and noise reduction, and further improve the passenger's ride experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an interior structure of a vehicle and a vehicle. Background Technology

[0002] The vehicle's interior structure includes a front fascia assembly and an instrument panel assembly. The instrument panel assembly is connected to the front fascia assembly, enabling the installation of the instrument panel assembly.

[0003] In related technologies, an interior structure of a vehicle includes a front bulkhead assembly and an instrument panel assembly, wherein the instrument panel assembly and the front bulkhead assembly are fixedly connected by means of screwing or snap-fitting.

[0004] However, during vehicle operation, vehicle vibrations can cause friction or collisions between the dashboard components and the front bulkhead components, resulting in noise and affecting the passenger's riding experience. Utility Model Content

[0005] This application provides an interior structure and vehicle that can prevent friction or collision between the dashboard assembly and the front bulkhead assembly, thereby achieving shock absorption and noise reduction, and thus improving the passenger's riding experience.

[0006] In a first aspect, embodiments of this application provide an interior structure for a vehicle, comprising:

[0007] Front panel assembly;

[0008] Dashboard components;

[0009] At least one connecting component, the connecting component including a connecting body, a snap-fit ​​member and a second limiting member, both the snap-fit ​​member and the second limiting member being connected to the connecting body, the snap-fit ​​member snapping into the front enclosure component; the connecting body has a groove, the second limiting member being located in the groove, a portion of the front enclosure component being located in the groove, the second limiting member abutting against the front enclosure component to limit the displacement of the front enclosure component along the snap-fit ​​direction of the snap-fit ​​member;

[0010] At least one buffer pad, each buffer pad corresponding to a connecting component, the buffer pad covering the corresponding connecting body, the connecting body abutting against the dashboard component through the corresponding buffer pad.

[0011] In some possible implementations, the second limiting element includes:

[0012] Connecting section, the connecting section is connected to the upper groove wall of the groove;

[0013] The abutting section is connected to the connecting section and extends toward the lower groove wall of the groove. The front enclosure assembly abuts against the side of the abutting section opposite to the connecting section, so that there is a first isolation gap between the front enclosure assembly and the connecting body.

[0014] In some possible implementations, a second isolation gap exists between the connecting segment and the front bulkhead assembly along the vertical direction.

[0015] In some possible implementations, the number of second limiting members is at least two, and each second limiting member together forms at least a portion of the first isolation gap.

[0016] In some possible implementations, the snap-fit ​​element is a snap-fit ​​hook, and the front assembly has snap-fit ​​holes in which the snap-fit ​​element snaps into.

[0017] In some possible implementations, the front fascia assembly has a first positioning hole;

[0018] The connecting component also includes a first positioning protrusion, which is connected to the upper groove wall of the groove and inserted into the first positioning hole.

[0019] In some possible implementations, the first positioning protrusion has a weight-reducing hole.

[0020] In some possible implementations, there is a clearance between the lower groove wall and the snap-fit ​​element, which is used for the insertion of the front assembly.

[0021] In some possible implementations, the connecting assembly also includes a guide connected to the lower groove wall of the groove, the guide being located within the clearance gap, and the width of the guide gradually decreasing in the vertical direction along the groove bottom to the groove opening. The guide is used to contact the front assembly during the installation or removal of the connecting assembly.

[0022] In some possible implementations, the front panel component includes:

[0023] First front panel;

[0024] Front bulkhead bracket, the front bulkhead bracket is connected to the first front bulkhead panel, and the front bulkhead bracket is snapped into the connecting assembly;

[0025] The second front bulkhead is connected to the front bulkhead bracket.

[0026] In some possible implementations, the front bulkhead support includes:

[0027] The base body is connected to the first front bulkhead, and the base body is snapped into the connecting assembly;

[0028] The first connecting part is connected to the base body and extends downward in the vertical direction. The first connecting part is connected to the second front panel.

[0029] In some possible implementations, the front bulkhead support also includes:

[0030] At least two extensions are provided, the extensions are connected to the base, the extensions extend downward in a vertical direction, and at least one extension is provided on both sides of the first connecting part;

[0031] At least two second connecting parts are provided, each of which is connected to an extension in a one-to-one correspondence. The second connecting parts extend toward the first connecting part and are connected to the second front panel.

[0032] In some possible implementations, the front support also includes reinforcing ribs, with reinforcing ribs provided at the edges of at least one of the base and the extension.

[0033] In some possible implementations, one of the base and the connecting component has a second positioning protrusion, and the other has a second positioning hole, with the second positioning protrusion inserted into the second positioning hole.

[0034] Secondly, embodiments of this application provide a vehicle, including a vehicle body and an interior structure of any vehicle provided in the first aspect connected to the vehicle body.

[0035] The vehicle interior structure and vehicle provided in this application embodiment are such that the snap-fit ​​component of the vehicle interior structure is connected to the connecting body and snap-fit ​​component is snapped to the front bulkhead assembly, which can realize the connection between the connecting component and the front bulkhead assembly, and the connecting component is not easy to detach from the front bulkhead assembly.

[0036] Furthermore, a groove is provided inside the connecting body, and the second limiting member is located inside the groove. Part of the front enclosure component is located inside the groove, and the second limiting member abuts against the front enclosure component. In this way, the second limiting member can limit the displacement of the front enclosure component along the snap-fit ​​direction of the snap-fit ​​member, thereby preventing the snap-fit ​​connection between the connecting component and the front enclosure component from becoming loose, ensuring the stability and reliability of the connection between the connecting component and the front enclosure component, and thus avoiding noise caused by loose connection, which would affect the passenger's riding experience.

[0037] In addition, the connecting body abuts against the instrument panel assembly through the corresponding buffer pad, so that the instrument panel assembly can be connected to the front bulkhead assembly through the buffer pad and the connecting assembly. When the vehicle vibrates, the buffer pad set on the connecting body can absorb and mitigate the vibration energy to avoid rigid contact between the instrument panel assembly and the connecting assembly, thereby reducing the transmission of vibration and achieving vibration reduction and noise reduction to improve the passenger's riding experience. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0039] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0040] Figure 2 A schematic diagram of the interior structure of a vehicle provided in an embodiment of this application;

[0041] Figure 3 A schematic diagram of a connection component provided in an embodiment of this application;

[0042] Figure 4 A cross-sectional schematic diagram of the interior structure of a vehicle provided in an embodiment of this application;

[0043] Figure 5 This is a schematic diagram of a front support structure provided in an embodiment of this application.

[0044] Explanation of reference numerals in the attached figures:

[0045] 10. Vehicle body; 11. Engine compartment; 12. Passenger compartment; 13. Luggage compartment; 20. Interior structure;

[0046] 100. Front bulkhead assembly; 120. Snap-fit ​​hole; 130. First positioning hole; 140. First front bulkhead panel; 150. Front bulkhead bracket; 151. Base; 152. First connecting part; 153. Extension part; 154. Second connecting part; 155. Reinforcing rib; 156. Second positioning protrusion; 160. Second front bulkhead panel;

[0047] 200. Dashboard components;

[0048] 300. Connecting component; 301. Clearance gap; 302. Second positioning hole; 303. Support member; 310. Connecting body; 320. Snap-fit ​​member; 330. Limiting member; 331. Connecting section; 332. Abutting section; 340. Groove; 350. First isolation gap; 360. Second isolation gap; 370. First positioning protrusion; 380. Weight reduction hole; 390. Guide member;

[0049] 400. Cushioning pad.

[0050] To facilitate understanding of the embodiments of this application, the spline curves and arrows used in the reference numerals in the accompanying drawings are explained below: the components indicated by spline curves without arrows can be solid components, that is, components with solid structures; the components indicated by spline curves with arrows can be virtual components, that is, components without solid structures; in some cases, the components indicated by spline curves with arrows can also be assemblies with solid structures or virtual structures.

[0051] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0053] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In the description of the embodiments of this application, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships (if present), are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the embodiments of this application. Furthermore, 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..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Where there is no conflict, embodiments of this application and the various features thereof can be combined with each other, all of which are within the scope of protection of this application.

[0054] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0055] This application does not limit the type of vehicle. For example, in terms of purpose, the vehicle can be a passenger car, such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV, sports car, pickup truck, or bus), or a commercial vehicle, such as a truck or special vehicle (e.g., fire truck, ambulance). In terms of power type, the vehicle can be a gasoline-powered vehicle, an electric vehicle (e.g., pure electric vehicle, plug-in hybrid electric vehicle, hybrid electric vehicle, or range-extended electric vehicle), or a fuel cell vehicle.

[0056] like Figure 1As shown, this application embodiment provides a vehicle, including a vehicle body 10 and an interior structure 20 connected to the vehicle body 10.

[0057] The vehicle body 10 is used to move the vehicle and also supports the interior structure 20. The interior structure 20 can support functional components such as the instrument cluster, air conditioning vents, audio system, and navigation display screen.

[0058] In some embodiments, the vehicle body 10 may include an engine compartment 11, a passenger compartment 12, and a luggage compartment 13, etc., and the interior structure 20 is disposed in the passenger compartment 12.

[0059] In some embodiments, the vehicle body 10 may also include a floor, and the interior structure 20 may be connected to the floor.

[0060] In some embodiments, the vehicle body 10 may further include a power system, a transmission system, a braking system, a steering system, an electrical system, etc.

[0061] The interior structure of a vehicle typically includes a front fascia assembly and an instrument panel assembly. The instrument panel assembly is connected to the front fascia assembly, which allows for the installation of the instrument panel assembly.

[0062] In one related technology, the interior structure of a vehicle includes a front bulkhead assembly and an instrument panel assembly, wherein the instrument panel assembly and the front bulkhead assembly are fixedly connected by means of screwing or snap-fitting.

[0063] However, during vehicle operation (such as starting, stopping, or normal driving), the vehicle is subjected to various vibrations and impacts from the road surface, such as bumps caused by uneven road surfaces, and inertial forces during braking and acceleration. These vibrations are transmitted to the instrument panel assembly and / or the front bulkhead assembly. Since the connection between the instrument panel assembly and the front bulkhead assembly is rigid, the two will generate relative movement under the action of vibration, resulting in friction or collision between them, which in turn generates noise, which is then transmitted into the passenger compartment, affecting the passenger's riding experience.

[0064] In another related technology, the vehicle's interior structure also includes a connecting component that snaps into the front bulkhead component and overlaps the instrument panel component with the connecting component, thereby achieving the connection between the instrument panel component and the connecting component.

[0065] However, as the vehicle is used for a longer period of time and the number of vibrations accumulates, the clamping force between the connecting component and the front bulkhead component will gradually weaken, which may cause the connection between the connecting component and the front bulkhead component to loosen. This can lead to the connecting component and the front bulkhead component coming into contact and rubbing or colliding, resulting in noise and affecting the passenger's riding experience.

[0066] Figure 2This is a schematic diagram of one possible interior structure 20 of a vehicle provided in an embodiment of this application. Figure 3 This is a schematic diagram of a connection component 300 provided in an embodiment of this application. Figure 4 This is a cross-sectional schematic diagram of the interior structure 20 of a vehicle provided in an embodiment of this application.

[0067] In view of this, such as Figure 2 , Figure 3 and Figure 4 As shown, this application embodiment provides a vehicle interior structure 20, including a front bulkhead assembly 100, an instrument panel assembly 200, at least one connecting assembly 300, and at least one cushioning pad 400. Figure 3 As shown, the connecting assembly 300 includes a connecting body 310, a snap-fit ​​member 320, and a second limiting member 330. Both the snap-fit ​​member 320 and the second limiting member 330 are connected to the connecting body 310, and the snap-fit ​​member 320 snaps into the front fascia assembly 100. The connecting body 310 has a groove 340, and the second limiting member 330 is located within the groove 340. A portion of the front fascia assembly 100 is located within the groove 340, and the second limiting member 330 abuts against the front fascia assembly 100 to limit the displacement of the front fascia assembly 100 along the snap-fit ​​direction of the snap-fit ​​member 320. A buffer pad 400 corresponds one-to-one with the connecting assembly 300, and the buffer pad 400 covers the corresponding connecting body 310. The connecting body 310 abuts against the instrument panel assembly 200 through the corresponding buffer pad 400.

[0068] The groove 340 can be a regular shape such as square, circle, or ellipse, or it can be an irregular shape.

[0069] In this embodiment, the snap-fit ​​component 320 is connected to the connecting body 310 and snap-fitted to the front component 100, which can realize the connection between the connecting component 300 and the front component 100, and the connecting component 300 is not easy to detach from the front component 100.

[0070] Furthermore, a groove 340 is provided within the connecting body 310, and the second limiting member 330 is located within the groove 340. Part of the front enclosure assembly 100 is located within the groove 340, and the second limiting member 330 abuts against the front enclosure assembly 100. In this way, the second limiting member 330 can restrict the displacement of the front enclosure assembly 100 along the snap-fit ​​direction of the snap-fit ​​member 320, thereby preventing the snap-fit ​​connection between the connecting assembly 300 and the front enclosure assembly 100 from becoming loose, ensuring the stability and reliability of the connection between the connecting assembly 300 and the front enclosure assembly 100, and thus avoiding noise caused by loose connection, which would affect the passenger's riding experience.

[0071] In addition, the connecting body 310 abuts against the instrument panel assembly 200 through the corresponding buffer pad 400, so that the instrument panel assembly 200 can be connected to the front bulkhead assembly 100 through the buffer pad 400 and the connecting assembly 300. When the vehicle vibrates, the buffer pad 400 provided on the connecting body 310 can absorb and mitigate the vibration energy to avoid rigid contact between the instrument panel assembly 200 and the connecting assembly 300, thereby reducing the transmission of vibration and achieving vibration reduction and noise reduction to improve the passenger's riding experience.

[0072] In some possible implementations, such as Figure 3 As shown, the second limiting member 330 includes a connecting section 331 and an abutting section 332. The connecting section 331 is connected to the upper groove wall of the groove 340. The abutting section 332 is connected to the connecting section 331 and extends towards the lower groove wall of the groove 340. The front fascia assembly 100 abuts against the side of the abutting section 332 opposite to the connecting section 331, thereby creating a first isolation gap 350 between the front fascia assembly 100 and the connecting body 310.

[0073] The connecting section 331 is connected to the upper groove wall of the groove 340, and the connecting body 310 can support the second limiting member 330. The abutting section 332 is connected to the connecting section 331, and the connecting section 331 can support the abutting section 332. The abutting section 332 extends toward the lower groove wall of the groove 340, and the front assembly 100 abuts against the side of the abutting section 332 opposite to the connecting section 331, so that the connecting body 310 can restrict the displacement of the front assembly 100 along the snap-fit ​​direction of the snap-fit ​​member 320. Therefore, it can be seen that while the connecting body 310 is engaged with the front bulkhead assembly 100 through the snap-fit ​​member 320, it also abuts against the front bulkhead assembly 100 through the second limiting member 330. This can limit the displacement of the front bulkhead assembly 100 along the snap-fit ​​direction of the snap-fit ​​member 320, so as to prevent the connection between the connecting component 300 and the front bulkhead assembly 100 from becoming loose due to vehicle vibration, thereby ensuring the stability and reliability of the connection between the connecting component 300 and the front bulkhead assembly 100, and thus avoiding noise caused by loose connection, which would affect the passenger's riding experience.

[0074] Furthermore, at the first isolation gap 350, the connecting component 300 does not contact the front bulkhead component 100, which can reduce the direct contact area between the connecting component 300 and the front bulkhead component 100, thereby reducing the force transmission path between the connecting component 300 and the front bulkhead component 100. This can reduce the vibration energy that can be transmitted between the instrument panel component 200 and the front bulkhead component 100, thereby improving the noise reduction effect of the interior structure 20 and thus improving the passenger comfort.

[0075] In some embodiments, the number of connection segments 331 may be one or more.

[0076] In some embodiments, the connecting segment 331 may be plate-shaped or block-shaped, etc.

[0077] In some embodiments, the connecting segment 331 may be integrally formed with the connecting body 310 or separately formed. When the connecting segment 331 and the connecting body 310 are separately formed, the connecting segment 331 and the connecting body 310 may be connected by means of screwing, snap-fitting, welding, etc.

[0078] In some embodiments, the number of abutment segments 332 can be one or more. When the number of abutment segments 332 is two or more, the abutment segments 332 correspond one-to-one with the connecting segments 331.

[0079] In some embodiments, the abutment segment 332 may be plate-shaped or block-shaped, etc.

[0080] In some embodiments, the connecting segment 331 may be integrally formed with the abutting segment 332 or may be separate from it. When the connecting segment 331 and the abutting segment 332 are separate from each other, the connecting segment 331 and the abutting segment 332 may be connected by means of screwing, snap-fitting, welding, etc.

[0081] In some embodiments, the side of the abutting section 332 facing away from the connecting section 331 can be a flat surface or an anti-slip surface. When the side of the abutting section 332 facing away from the connecting section 331 is an anti-slip surface, the anti-slip surface may have multiple protrusions or multiple anti-slip stripes, etc.

[0082] In some possible implementations, such as Figure 3 As shown, in the vertical direction, there is a second isolation gap 360 between the connecting section 331 and the front assembly 100.

[0083] The second isolation gap 360 can be formed by the connecting section 331, the abutting section 332, and the connecting body 310. At the second isolation gap 360, the connecting component 300 does not contact the front bulkhead component 100, which reduces the direct contact area between the connecting component 300 and the front bulkhead component 100, thereby reducing the force transmission path between the connecting component 300 and the front bulkhead component 100. This reduces the vibration energy that can be transmitted between the instrument panel component 200 and the front bulkhead component 100, thereby improving the noise reduction effect of the interior structure 20 and improving the passenger comfort.

[0084] In some embodiments, the shape of the second isolation gap 360 can be a regular shape such as a square or an arc, or it can be an irregular shape.

[0085] In some embodiments, the second isolation gap 360 may be filled with damping material.

[0086] In some possible implementations, the number of second limiting members 330 is at least two, and each second limiting member 330 together forms at least a portion of the first isolation gap 350. Exemplarily, each second limiting member 330 together forms the entire first isolation gap 350, or a portion of the first isolation gap 350 is located between each second limiting member 330, and a portion of the first isolation gap 350 is located outside the second limiting members 330 toward the connecting assembly 300.

[0087] By providing at least two second limiting members 330, the front assembly 100 can be abutted from multiple different positions to achieve multi-point limiting of the front assembly 100. Compared to single-point limiting, multi-point limiting can more effectively restrict the displacement of the front assembly 100 along the snap-fit ​​direction of the snap-fit ​​member 320, thereby improving the limiting effect of the front assembly 100 and preventing the snap-fit ​​connection between the connecting component 300 and the front assembly 100 from loosening. In addition, by providing at least two second limiting members 330, the difficulty of forming the first isolation gap 350 can be reduced, which is more conducive to achieving the effect of vibration reduction and noise reduction.

[0088] Of course, in addition to having at least two second limiting members 330, in some embodiments, the number of second limiting members 330 may also be one.

[0089] In some possible implementations, such as Figure 4 As shown, the snap-fit ​​component 320 is a snap-fit ​​hook, and the front assembly 100 has a snap-fit ​​hole 120, in which the snap-fit ​​component 320 snaps into the snap-fit ​​hole 120.

[0090] The snap-fit ​​hook and snap-fit ​​hole 120 are easy and quick to connect. The operator only needs to align the snap-fit ​​hook with the snap-fit ​​hole 120 and apply appropriate force to complete the connection. The snap-fit ​​hook and snap-fit ​​hole 120 are also easy to maintain. For example, when it is necessary to repair or replace the connecting component 300 or the front assembly 100, it can be quickly disassembled by simply pressing and pulling it out.

[0091] In some embodiments, the shape of the snap-fit ​​hole 120 can be a regular shape such as a circle, an ellipse or a square, or it can be an irregular shape.

[0092] In some possible implementations, such as Figure 4 As shown, the front assembly 100 has a first positioning hole 130, and the connecting assembly 300 also includes a first positioning protrusion 370. The first positioning protrusion 370 is connected to the upper groove wall of the groove 340 and is inserted into the first positioning hole 130.

[0093] During assembly, the operator only needs to align the first positioning protrusion 370 with the first positioning hole 130 and insert it to quickly complete the initial positioning. This enables precise positioning of the connecting component 300 and the front assembly 100, thereby improving assembly efficiency. Furthermore, after the first positioning protrusion 370 is inserted into the first positioning hole 130, it provides a certain limiting effect in the horizontal direction, preventing relative displacement between the connecting component 300 and the front assembly 100 in the horizontal direction, thus further improving the stability and reliability of the connection.

[0094] In some embodiments, the first positioning protrusion 370 may be clearance-fitted or interference-fitted with the first positioning hole 130. Clearance-fitting facilitates assembly and disassembly, while interference-fitting provides a stronger fixing effect.

[0095] In some embodiments, the first positioning hole 130 can be a regular hole such as a circular hole, an elliptical hole, or a square hole, or it can be an irregular hole.

[0096] In some embodiments, the number of first positioning holes 130 can be one or more. When the number of first positioning holes 130 is multiple, the positioning accuracy can be improved.

[0097] In some embodiments, the shape of the first positioning protrusion 370 may be block-shaped, column-shaped, etc.

[0098] In some embodiments, the number of first positioning protrusions 370 can be one or more. When there are multiple first positioning protrusions 370, each first positioning protrusion 370 corresponds to a first positioning hole 130.

[0099] In some possible implementations, such as Figure 4 As shown, the first positioning protrusion 370 has a weight-reducing hole 380. In this way, while ensuring the basic structural strength of the first positioning protrusion 370, the amount of material used in the first positioning protrusion 370 can be reduced, thereby achieving weight reduction and cost reduction.

[0100] In some embodiments, the shape of the weight reduction hole 380 can be a regular shape such as a circle, an ellipse, or a square, or it can be an irregular shape.

[0101] In some embodiments, the weight reduction hole 380 can be a through hole or a blind hole, etc.

[0102] In some possible implementations, such as Figure 3 and Figure 4 As shown, there is a clearance gap 301 between the lower groove wall of the groove 340 and the snap-fit ​​member 320, which is used for the insertion of the front assembly 100.

[0103] The clearance 301 provides ample operating space for the insertion of the front assembly 100, allowing it to smoothly enter the groove 340. This guides the front assembly 100, reducing the difficulty of installation and removal, ensuring smoothness and accuracy, and improving efficiency. Simultaneously, during the installation or removal of the connecting assembly 300, the clearance 301 maintains a suitable distance between the snap-fit ​​part 320 and the front assembly 100, preventing direct contact and surface damage to the front assembly 100, thus ensuring the integrity of its appearance.

[0104] In some possible implementations, such as Figure 3 As shown, the connecting assembly 300 may further include a guide 390, which is connected to the lower groove wall of the groove 340. The guide 390 is located within the clearance gap 301, and its width gradually decreases in the vertical direction along the groove bottom to the groove opening of the groove 340. The guide 390 is used to contact the front assembly 100 when installing or removing the connecting assembly 300. In this way, when installing or removing the connecting assembly 300, the guide 390 can contact the front assembly 100 to effectively guide the front assembly 100 into the groove 340, thereby improving the efficiency of installation and removal.

[0105] Meanwhile, since the snap-fit ​​member 320 is located on one side of the upper surface of the front bulkhead assembly 100, while the guide member 390 is located on one side of the lower surface of the front bulkhead assembly 100, if the snap-fit ​​member 320 comes into contact with the upper surface of the front bulkhead assembly 100, it may cause scratches on the upper surface of the front bulkhead assembly 100. However, contact between the guide member 390 and the front bulkhead assembly 100 will not affect the upper surface of the front bulkhead assembly 100, and therefore will not affect the overall appearance of the front bulkhead assembly 100, thus ensuring the aesthetics of the interior structure 20. In addition, since the guide member 390 does not exert any elastic force on the front bulkhead assembly 100, the force between the guide member 390 and the front bulkhead assembly 100 is relatively small, which can reduce damage to the surface of the front bulkhead assembly 100.

[0106] In some embodiments, the guide 390 may be plate-shaped or block-shaped, etc.

[0107] In some embodiments, the number of guides 390 can be multiple, and the multiple guides 390 can be distributed circumferentially along the lower groove wall of the groove 340, which can provide a more uniform guiding force and ensure that the front assembly 100 can be smoothly inserted or removed.

[0108] In some embodiments, the guide 390 may be an elastic element, such as a plastic or silicone element with a certain degree of elasticity.

[0109] In some embodiments, the surface of the guide 390 facing away from the lower groove wall of the groove 340 can be a plane or an arc surface, etc.

[0110] In some possible implementations, such as Figure 4 As shown, the front bulkhead assembly 100 includes a first front bulkhead panel 140, a front bulkhead bracket 150, and a second front bulkhead panel 160. The front bulkhead bracket 150 is connected to the first front bulkhead panel 140 and is snapped into the connecting assembly 300. The second front bulkhead panel 160 is connected to the front bulkhead bracket 150.

[0111] With this configuration, the front bulkhead bracket 150 can connect the first front bulkhead 140 and the second front bulkhead 160, and can also connect the front bulkhead assembly 100 and the instrument panel assembly 200 by snapping it into the connecting component 300. Therefore, by setting the front bulkhead bracket 150, the connection between the first front bulkhead 140, the second front bulkhead 160, and the instrument panel assembly 200 can be achieved, simplifying the assembly process and reducing the difficulty and cost of connecting them.

[0112] In some embodiments, the first front bulkhead 140 may be referred to as the upper front bulkhead or the upper front bulkhead assembly, etc.

[0113] In some embodiments, the first front panel 140 may be a single-layer panel or a multi-layer composite panel to meet different strength and sound insulation requirements.

[0114] In some embodiments, the second front bulkhead 160 may be referred to as the lower front bulkhead or the lower front bulkhead assembly, etc.

[0115] In some embodiments, the second front panel 160 may be a single-layer panel or a multi-layer composite panel to meet different strength and sound insulation requirements.

[0116] In some embodiments, the front support bracket 150 may be a metal component, such as a steel component or an aluminum alloy component, etc.

[0117] Figure 5 This is a schematic diagram of a front support bracket 150 provided in an embodiment of this application.

[0118] In some possible implementations, such as Figure 5 As shown, the front bulkhead bracket 150 includes a base 151 and a first connecting portion 152. The base 151 is connected to the first front bulkhead panel 140 and is snapped into the connecting assembly 300. The first connecting portion 152 is connected to the base 151, extends downward in a vertical direction, and is connected to the second front bulkhead panel 160.

[0119] The base 151 is connected to the first front bulkhead 140 and snapped into the connecting assembly 300, thereby enabling the connection between the first front bulkhead 140 and the connecting assembly 300, and thus enabling the connection between the front bulkhead assembly 100 and the instrument panel assembly 200.

[0120] Furthermore, since the lower space of the base 151 is relatively large, by setting the first connecting part 152, which is connected to the base 151 and extends downward in the vertical direction, the first connecting part 152 can be connected to the second front panel 160 in a larger operating space. This reduces the difficulty of connecting the first connecting part 152 to the second front panel 160 and increases the connection area between the first connecting part 152 and the second front panel 160, thereby improving the stability of the connection between the first connecting part 152 and the second front panel 160.

[0121] In some embodiments, the substrate 151 may be plate-shaped, frame-shaped, or mesh-shaped, etc.

[0122] In some embodiments, the base 151 may be integrally formed with or separately formed from the first front bulkhead 140. When the base 151 is separately formed from the first front bulkhead 140, the base 151 may be connected to the first front bulkhead 140 by means of screwing, welding, bonding, or other methods.

[0123] In some embodiments, the first positioning hole 130 may be disposed on the base 151, and the first positioning protrusion 370 of the connecting component 300 may be inserted into the first positioning hole 130.

[0124] In some embodiments, the snap-fit ​​hole 120 may be provided on the base 151, and the snap-fit ​​member 320 of the connecting component 300 may snap into the snap-fit ​​hole 120.

[0125] In some embodiments, the base 151 may be integrally formed with the first connecting portion 152 or separately formed. When the base 151 and the first connecting portion 152 are separately formed, the base 151 may be connected to the first connecting portion 152 by means of screwing, welding, bonding, etc.

[0126] In some embodiments, the first connecting portion 152 may be plate-shaped or block-shaped, etc.

[0127] In some embodiments, the shape of the extension path of the first connecting portion 152 may include a straight shape and a curved shape, etc.

[0128] In some embodiments, the first connecting portion 152 can be connected to the second front panel 160 by means of screwing, snap-fitting, welding, bonding, etc.

[0129] In some possible implementations, such as Figure 5As shown, the front bulkhead bracket 150 may further include at least two extensions 153 and at least two second connecting portions 154. The extensions 153 are connected to the base 151 and extend downwards in a vertical direction. At least one extension 153 is provided on each side of the first connecting portion 152. The second connecting portions 154 are connected to the extensions 153 in a one-to-one correspondence, extending towards the first connecting portion 152, and are connected to the second front bulkhead panel 160.

[0130] The extension 153 is connected to the base 151 and extends vertically downwards. The base 151 provides support for the extension 153. The second connecting portion 154 is connected to each extension 153 in a corresponding manner, and the base 151 provides support for the second connecting portion 154 through the extension 153. Each second connecting portion 154 is connected to the second front bulkhead 160, enabling multi-point connection between the front bulkhead support 150 and the second front bulkhead 160 to improve connection stability. Furthermore, at least one extension 153 is provided on both sides of the first connecting portion 152, and the second connecting portions 154 extend towards the first connecting portion 152. This disperses the connection points between the front bulkhead support 150 and the second front bulkhead 160, resulting in a more uniform distribution of connection points. This allows the front bulkhead support 150 to better distribute and transfer loads, further improving the stability of the connection between the front bulkhead support 150 and the second front bulkhead 160.

[0131] In some embodiments, the number of extensions 153 may be two, three, or four, etc.

[0132] In some embodiments, the extension 153 may be plate-shaped or block-shaped, etc.

[0133] In some embodiments, the base 151 may be integrally disposed with the extension 153 or separately disposed. When the base 151 and the extension 153 are separately disposed, the base 151 may be connected to the extension 153 by means of screwing, welding, bonding or other methods.

[0134] In some embodiments, the extension 153 may be symmetrically or asymmetrically arranged on both sides of the first connecting portion 152.

[0135] In some embodiments, the extension 153 may be integrally provided with the second connecting portion 154 or separately provided. When the extension 153 and the second connecting portion 154 are separately provided, the extension 153 may be connected to the second connecting portion 154 by means of screwing, welding, bonding or other methods.

[0136] In some embodiments, the second connecting portion 154 may be plate-shaped or block-shaped, etc.

[0137] In some embodiments, the extension direction of the second connecting portion 154 toward the first connecting portion 152 is parallel to the horizontal direction or has an angle with the horizontal direction.

[0138] In some embodiments, the second connecting portion 154 may be connected to the second front panel 160 by means of screwing, welding, snap-fitting or bonding.

[0139] In some possible implementations, the front support bracket 150 may further include reinforcing ribs 155, with reinforcing ribs 155 provided on the edges of at least one of the base 151 and the extension 153. Exemplarily, the edge of the base 151 is provided with reinforcing ribs 155, or, as... Figure 5 As shown, the edge of the extension 153 is provided with reinforcing ribs 155, or both the edges of the base 151 and the extension 153 are provided with reinforcing ribs 155.

[0140] When the edge of the base 151 is provided with reinforcing ribs 155, the reinforcing ribs 155 can disperse and transfer various loads acting on the base 151 to improve the overall structural strength and rigidity of the base 151, thereby reducing the possibility of deformation or damage to the base 151 when subjected to external forces.

[0141] When the edge of the extension 153 is provided with reinforcing ribs 155, the reinforcing ribs 155 can disperse and transfer various loads acting on the extension 153, thereby improving the overall structural strength and rigidity of the extension 153 and reducing the possibility of deformation or damage to the extension 153 when subjected to external forces.

[0142] In some embodiments, the reinforcing rib 155 may be provided on a portion of the edge of the base 151 and / or the extension 153, for example, the reinforcing rib 155 may be provided only at the edge position where the stress is greater, so as to achieve the necessary reinforcement effect and save material costs.

[0143] Alternatively, in other embodiments, the reinforcing ribs 155 may be continuously provided along the entire edge of the base 151 and / or the extension 153 to form a complete reinforcing frame, thereby achieving all-round reinforcement of the base 151 and / or the extension 153.

[0144] Alternatively, in other embodiments, the reinforcing rib 155 may be provided discontinuously along the entire edge of the base 151 and / or the extension 153, that is, multiple independent reinforcing rib segments may be provided at different locations on the edge.

[0145] In some embodiments, the reinforcing rib 155 may extend in a horizontal or vertical direction. Alternatively, in other embodiments, the reinforcing rib 155 may extend in a direction that forms an angle with the horizontal or vertical direction.

[0146] In some embodiments, the reinforcing rib 155 may be integrally formed with the base 151 and / or the extension 153 or separately formed. When the reinforcing rib 155 is separately formed from the base 151 and / or the extension 153, the reinforcing rib 155 and the base 151 and / or the extension 153 may be fixedly connected by welding or other means.

[0147] In some possible implementations, such as Figure 4 and Figure 5 As shown, one of the base 151 and the connecting assembly 300 has a second positioning protrusion 156, and the other has a second positioning hole 302, with the second positioning protrusion 156 inserted into the second positioning hole 302.

[0148] By providing a second positioning protrusion 156 on one of the base 151 and the connecting assembly 300, and a second positioning hole 302 on the other, with the second positioning protrusion 156 inserted into the second positioning hole 302, it is beneficial to achieve positioning of the front bracket 150 and the connecting assembly 300. Specifically, during the assembly process of the front bracket 150 and the connecting assembly 300, by identifying the position of the second positioning hole 302, the correct installation position can be quickly found, thereby improving assembly efficiency and making the connection between the front bracket 150 and the connecting assembly 300 more convenient and faster.

[0149] In some embodiments, the second positioning protrusion 156 may be columnar or block-shaped, etc.

[0150] In some embodiments, the number of second positioning protrusions 156 may be one or more.

[0151] In some embodiments, the second positioning hole 302 may be a through hole or a blind hole.

[0152] In some embodiments, the number of second positioning holes 302 can be one or more. When the number of second positioning holes 302 is two or more, the second positioning holes 302 correspond one-to-one with the second positioning protrusions 156.

[0153] In some embodiments, the second positioning hole 302 may be in a regular shape such as a circle, ellipse, or square, or it may be in an irregular shape.

[0154] In some embodiments, such as Figure 4 and Figure 5 As shown, the base 151 has a second positioning protrusion 156, and the connecting assembly 300 has a second positioning hole 302. Figure 4As shown, the connecting assembly 300 may further include a support member 303, which is connected to the connecting body 310. The support member 303 may be located on one side of the second positioning hole 302. When the second positioning protrusion 156 is inserted into the second positioning hole 302, the second positioning protrusion 156 may overlap the top of the support member 303, and the support member 303 may provide support for the second positioning protrusion 156. Thus, the support member 303, together with the snap-fit ​​member 320 and the limiting member 330, can limit the front assembly 100 to improve the firmness of the connection between the connecting assembly 300 and the front assembly 100.

[0155] It should be understood that the embodiments of this application are not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An interior structure for a vehicle, characterized in that, include: Front panel assembly; Dashboard components; At least one connecting component, the connecting component including a connecting body, a snap-fit ​​member and a second limiting member, both the snap-fit ​​member and the second limiting member being connected to the connecting body, the snap-fit ​​member snapping into the front enclosure component; the connecting body having a groove, the second limiting member being located within the groove, a portion of the front enclosure component being located within the groove, the second limiting member abutting against the front enclosure component to limit the displacement of the front enclosure component along the snap-fit ​​direction of the snap-fit ​​member; At least one buffer pad, each buffer pad corresponding to a connecting component, the buffer pad covering the corresponding connecting body, the connecting body abutting against the dashboard component through the corresponding buffer pad.

2. The interior structure of the vehicle according to claim 1, characterized in that, The second limiting member includes: A connecting segment, the connecting segment being connected to the upper groove wall of the groove; An abutting section is connected to the connecting section and extends toward the lower groove wall of the groove. The front enclosure assembly abuts against the side of the abutting section opposite to the connecting section, so that there is a first isolation gap between the front enclosure assembly and the connecting body.

3. The interior structure of the vehicle according to claim 2, characterized in that, In the vertical direction, there is a second isolation gap between the connecting segment and the front enclosure assembly.

4. The interior structure of the vehicle according to claim 2, characterized in that, The number of the second limiting members is at least two, and each of the second limiting members together forms at least a portion of the first isolation gap.

5. The interior structure of the vehicle according to any one of claims 1-4, characterized in that, The snap-fit ​​component is a snap-fit ​​hook, and the front enclosure assembly has a snap-fit ​​hole, into which the snap-fit ​​component snaps.

6. The interior structure of the vehicle according to any one of claims 1-4, characterized in that, The front enclosure assembly has a first positioning hole; The connecting component further includes a first positioning protrusion, which is connected to the upper groove wall of the groove and inserted into the first positioning hole.

7. The interior structure of the vehicle according to any one of claims 1-4, characterized in that, There is a clearance between the lower groove wall of the groove and the snap-fit ​​component, and the clearance is used for the insertion of the front panel assembly.

8. The interior structure of the vehicle according to claim 7, characterized in that, The connecting assembly further includes a guide connected to the lower wall of the groove. The guide is located within the clearance gap and its width gradually decreases in the vertical direction along the groove bottom to the groove opening. The guide is used to contact the front assembly when installing or removing the connecting assembly.

9. The interior structure of the vehicle according to any one of claims 1-4, characterized in that, The front fascia assembly includes: First front panel; A front bulkhead bracket, which is connected to the first front bulkhead panel and is snapped into the connecting assembly; The second front bulkhead is connected to the front bulkhead bracket.

10. A vehicle, characterized in that, Includes the vehicle body and the interior structure of the vehicle as described in any one of claims 1-9, which is connected to the vehicle body.

Images