An automobile instrument tube beam assembly

Abstract

The utility model discloses a kind of automobile instrument pipe beam assembly, including pipe beam body and the multiple groups of installation part of being arranged in the outer wall of pipe beam body, the pipe beam body is composed of outer layer pipe, inner layer pipe and cladding layer.The utility model, by integrated double-layer pipe beam structure and composite cladding design, the interface stress concentration and the problem of low energy transmission efficiency caused by the welded connection of split type crossbeam are solved, the synergistic effect of its inner and outer layer pipe material and helical reinforcing rib significantly improves overall bending stiffness, while the adhesive bonding of carbon fiber cladding layer and dissimilar metal pipe material effectively inhibits local buckling deformation, under the premise of guaranteeing lightweight, realizing efficient transmission and uniform dissipation of collision energy.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to an automotive instrument tube beam assembly. Background Technology

[0002] As domestic automotive collision safety regulations become increasingly stringent, the challenges in developing vehicle collision safety systems are growing. In a 25% small overlap frontal collision, due to the low overlap ratio, the vehicle's energy-absorbing structures, such as the energy-absorbing box and front longitudinal beams, cannot participate in energy absorption, resulting in significant impact on the A-pillar. Since some of the dashboard frame's anchor points are on the A-pillar, the dashboard frame also experiences significant impact, causing substantial lateral displacement of the steering column. This leads to lateral misalignment between the airbag and the occupant, rendering the airbag ineffective and causing severe injury. Existing solutions include increasing the mechanical strength of the body-in-white to reduce the intrusion and thus decrease the lateral displacement angle of the steering column; or increasing the mechanical strength of the dashboard frame itself to reduce the post-collision displacement angle of the dashboard frame, thereby decreasing the lateral displacement angle of the steering column and improving vehicle safety. However, both methods increase vehicle weight and production costs.

[0003] To address this, a publicly available technology proposes an automotive dashboard frame, including a left crossbeam assembly, a left end bracket, a steering column connecting bracket, and a front bulkhead connecting bracket. The left crossbeam assembly includes a main beam, a connecting beam, and a sub-beam. The connecting beam is made of a material with lower strength than the main beam and sub-beam. The connecting beam has a recessed portion along the y-direction on its side. Both ends of the connecting beam are fixedly connected to the first end of the main beam and the second end of the sub-beam, respectively. The second end of the main beam is fixedly connected to the first end of the right crossbeam, and the first end of the sub-beam is fixedly connected to the left end bracket. The steering column connecting bracket and the front bulkhead connecting bracket are arranged opposite to each other and fixedly connected to the side wall of the main beam. Using a structural strength zoning method to reduce the lateral offset angle of the steering column helps to reduce cost and weight.

[0004] However, in the aforementioned disclosed technology, the left crossbeam assembly and the right crossbeam are separate structures, and the separate structures are connected by welding. In practical applications, there is a problem that plastic deformation occurs first at the welded joint, and the collision energy transmission rate is greatly reduced. Therefore, it is necessary to further optimize and improve its structure. Utility Model Content

[0005] The purpose of this utility model is to address the shortcomings of existing technologies by proposing an automotive instrument tube beam assembly.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: an automotive instrument tube beam assembly, comprising a tube beam body and multiple mounting parts disposed on the outer wall of the tube beam body. The tube beam body is composed of an outer tube, an inner tube, and a covering layer. The inner tube is disposed on the inner side wall of the outer tube, and the inner tube and the outer tube are fixedly connected by a second adhesive layer. The inner tube is provided with three sets of spiral reinforcing ribs for improving strength. The covering layer is disposed on the outer wall of the outer tube, and a first adhesive layer is provided between the covering layer and the outer tube. The covering layer is composed of a first carbon fiber layer, a second carbon fiber layer, and a third carbon fiber layer distributed sequentially from the inside to the outside.

[0007] As a further description of the above technical solution:

[0008] The three sets of spiral reinforcing ribs are all spirally arranged on the inner wall of the inner tube. The axial spacing between two adjacent sets of spiral reinforcing ribs is 1.2-1.5 times the outer diameter of the inner tube. The protrusion height of the spiral reinforcing ribs towards the axis of the inner tube is 40% of the thickness of the inner tube wall.

[0009] As a further description of the above technical solution:

[0010] The laying angles between adjacent layers in the first, second, and third carbon fiber layers differ by 45°.

[0011] As a further description of the above technical solution:

[0012] The outer tube is a galvanized steel pipe with a wall thickness of 1.2-1.5 mm.

[0013] As a further description of the above technical solution:

[0014] The inner tube is an anodized aluminum alloy tube and its wall thickness is 0.7-0.8 times that of the outer tube.

[0015] As a further description of the above technical solution:

[0016] The second adhesive layer is an acrylic adhesive.

[0017] As a further description of the above technical solution:

[0018] The first adhesive layer is epoxy resin adhesive.

[0019] This utility model has the following beneficial effects:

[0020] Compared with existing technologies, this automotive instrument panel tube beam assembly solves the problems of interface stress concentration and low energy transfer efficiency caused by welding connections in split crossbeams through an integrated double-layer tube beam structure and composite coating design. The synergistic effect of its inner and outer tube materials and spiral reinforcing ribs significantly improves the overall bending stiffness. At the same time, the adhesive bonding of the carbon fiber coating layer and dissimilar metal tubes effectively suppresses local buckling deformation, achieving efficient transfer and uniform dissipation of collision energy while ensuring lightweight design. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of an automotive instrument tube beam assembly proposed in this utility model;

[0022] Figure 2 This is a cross-sectional view of the tube beam body of an automotive instrument tube beam assembly proposed in this utility model;

[0023] Figure 3 This utility model proposes an automotive instrument tube beam assembly. Figure 2 A magnified view of a section at point A in the middle;

[0024] Figure 4 This is a partial structural diagram of the inner tube of an automotive instrument tube beam assembly proposed in this utility model.

[0025] Legend:

[0026] 1. Tube beam body; 101. Outer tube; 102. Inner tube; 103. Covering layer; 1031. First carbon fiber layer; 1032. Second carbon fiber layer; 1033. Third carbon fiber layer; 2. Mounting part; 3. First adhesive layer; 4. Second adhesive layer; 5. Spiral reinforcing rib. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] Reference Figures 1 to 4 The present invention provides an automotive instrument tube beam assembly, comprising a tube beam body 1 and multiple sets of mounting parts 2 disposed on the outer wall of the tube beam body 1;

[0029] To improve impact resistance, the tube beam body 1 is composed of an outer tube 101, an inner tube 102, and a covering layer 103. The inner tube 102 is disposed on the inner side wall of the outer tube 101. The inner tube 102 and the outer tube 101 are fixedly connected by a second adhesive layer 4, which is an acrylic adhesive. The outer tube 101 is a galvanized steel pipe with a wall thickness of 1.5 mm, and the inner tube 102 is an anodized aluminum alloy pipe with a wall thickness of 0.8 times that of the outer tube 101.

[0030] The outer tube 101 is made of galvanized steel pipe with a wall thickness of 1.5mm. Its galvanized layer provides basic anti-corrosion function, and the galvanized steel pipe bears the main impact resistance. The inner tube 102 is made of anodized aluminum alloy pipe with a wall thickness of 0.8 times that of the outer tube 101. The inner tube 102 serves as an auxiliary support. The composite effect of the anodized film and the aluminum alloy substrate achieves dual optimization of lightweight and corrosion resistance. The second adhesive layer 4 of acrylic ester forms an elastic bonding interface to absorb the shear stress caused by the thermal expansion difference of dissimilar metals.

[0031] To enhance the bending stiffness and impact energy absorption capacity of the tube beam assembly, three sets of spiral reinforcing ribs 5 are provided on the inner tube 102 to improve strength. The three sets of spiral reinforcing ribs 5 are spirally arranged on the inner sidewall of the inner tube 102. The axial spacing between two adjacent sets of spiral reinforcing ribs 5 is 1.2-1.5 times the outer diameter of the inner tube 102, and the protrusion height of the spiral reinforcing ribs 5 towards the axis of the inner tube 102 is 40% of the wall thickness of the inner tube 102.

[0032] The spiral topology of the spiral stiffener 5 transforms local loads into circumferential stresses through a continuous support surface. The ratio of axial spacing to protrusion height ensures structural lightweighting while limiting radial deformation. When the tube beam body 1 is subjected to lateral impact loads, the spiral stiffener 5 and the inner tube 102 form a multi-directional load-bearing network. The protrusion height provides a gradient stiffness transition, causing the bending stress to gradually decrease along the spiral path.

[0033] To improve the directional transfer efficiency of collision energy and the structural buckling resistance, a cladding layer 103 is disposed on the outer wall of the outer tube 101. A first adhesive layer 3 is disposed between the cladding layer 103 and the outer tube 101. The cladding layer 103 is composed of a first carbon fiber layer 1031, a second carbon fiber layer 1032 and a third carbon fiber layer 1033 distributed sequentially from the inside to the outside. The laying angle between adjacent layers of the first carbon fiber layer 1031, the second carbon fiber layer 1032 and the third carbon fiber layer 1033 differs by 45°. The first adhesive layer 3 is epoxy resin adhesive.

[0034] The high modulus properties of epoxy resin enable rigid coupling between the outer tube 101 and the carbon fiber layer. The 45° staggered carbon fiber layer prevents crack propagation through interlaminar shear stress dispersion mechanism, while converting axial collision energy into interlaminar shear dissipation. The carbon fiber coating layer 103 and the outer tube 101 form a composite force transmission channel. The 45° layup angle difference guides energy to be transmitted axially along the tube beam to the installation part 2, effectively avoiding structural instability caused by local buckling.

[0035] Working principle: The outer tube 101 is made of galvanized steel pipe with a wall thickness of 1.5mm. Its galvanized layer provides basic anti-corrosion function, and the galvanized steel pipe bears the main impact resistance. The inner tube 102 is made of anodized aluminum alloy pipe with a wall thickness of 0.8 times that of the outer tube 101. The inner tube 102 serves as an auxiliary support. The composite effect of the anodized film and the aluminum alloy substrate achieves dual optimization of lightweight and corrosion resistance. The second adhesive layer 4 of acrylic ester forms an elastic bonding interface, absorbing the shear stress generated by the thermal expansion difference of dissimilar metals. The spiral topology of the spiral reinforcing rib 5 transforms local loads into circumferential stress through a continuous support surface. The ratio of axial spacing to protrusion height is designed to ensure the lightweight of the structure. While limiting radial deformation, when the tube beam body 1 is subjected to lateral impact load, the spiral stiffener 5 and the inner tube 102 form a multi-directional load-bearing network, and the height of the protrusion provides a gradient stiffness transition, so that the bending stress gradually decreases along the spiral path; the high modulus characteristics of epoxy resin achieve rigid coupling between the outer tube 101 and the carbon fiber layer, and the 45° staggered carbon fiber layer prevents crack propagation through the interlaminar shear stress dispersion mechanism, while converting axial impact energy into interlaminar shear dissipation; the carbon fiber coating layer 103 and the outer tube 101 form a composite force transmission channel, and the 45° layup angle difference guides the energy to be transmitted along the tube beam axis to the installation part 2, effectively avoiding structural instability caused by local buckling.

[0036] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An automotive instrument panel tube beam assembly, characterized in that: The device includes a tube beam body (1) and multiple sets of mounting parts (2) disposed on the outer wall of the tube beam body (1). The tube beam body (1) is composed of an outer tube (101), an inner tube (102) and a covering layer (103). The inner tube (102) is disposed on the inner side wall of the outer tube (101). The inner tube (102) and the outer tube (101) are fixedly connected by a second adhesive layer (4). The inner tube (102) is provided with three sets of spiral reinforcing ribs (5) for improving strength. The covering layer (103) is disposed on the outer wall of the outer tube (101). A first adhesive layer (3) is provided between the covering layer (103) and the outer tube (101). The covering layer (103) is composed of a first carbon fiber layer (1031), a second carbon fiber layer (1032) and a third carbon fiber layer (1033) distributed sequentially from the inside to the outside.

2. The automotive instrument tube beam assembly according to claim 1, characterized in that: The three sets of spiral reinforcing ribs (5) are all spirally arranged on the inner wall of the inner tube (102). The axial spacing between two adjacent sets of spiral reinforcing ribs (5) is 1.2-1.5 times the outer diameter of the inner tube (102). The protrusion height of the spiral reinforcing ribs (5) towards the axis of the inner tube (102) is 40% of the wall thickness of the inner tube (102).

3. The automotive instrument tube beam assembly according to claim 1, characterized in that: The laying angle between adjacent layers in the first carbon fiber layer (1031), the second carbon fiber layer (1032), and the third carbon fiber layer (1033) differs by 45°.

4. The automotive instrument tube beam assembly according to claim 1, characterized in that: The outer tube (101) is a galvanized steel pipe with a wall thickness of 1.2-1.5 mm.

5. The automotive instrument tube beam assembly according to claim 1, characterized in that: The inner tube (102) is an anodized aluminum alloy tube and its wall thickness is 0.7-0.8 times that of the outer tube (101).

6. The automotive instrument tube beam assembly according to claim 1, characterized in that: The second adhesive layer (4) is an acrylic adhesive.

7. The automotive instrument tube beam assembly according to claim 1, characterized in that: The first adhesive layer (3) is epoxy resin adhesive.

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