Cockpit structure

Abstract

Cockpit structure (10) for arranging instruments in a motor vehicle, with a floor panel (20) for the lower boundary of a vehicle interior, a support frame (14) for supporting the instruments, wherein the support frame (14) has a cross member (16) for direct or indirect attachment to A-pillars and at least one fastening strut (18) projecting from the cross member (16) towards the floor panel (20), and a steering column (40) with a portion extending in the longitudinal direction for steering front wheels, wherein the cross member (16) of the support frame (14) runs below the steering column (40) characterized in that a knee airbag (44) is provided for the driver or front passenger, wherein the cross member (16) is arranged above the knee airbag (44) as part of a firing channel for the knee airbag (44) to specify a defined deployment direction of the knee airbag (44).

Description

[0001] The invention relates to a cockpit structure with the aid of which instruments can be arranged in a vehicle interior, in particular in an instrument console.

[0002] From DE 10 2013 212 878 A1 a cockpit structure is known in which a supporting frame mounted between A-pillars is attached to a centrally extending longitudinal cardan tunnel via short support feet projecting downwards.

[0003] From DE 197 38 830 A1 a cockpit structure with the features of the preamble of claim 1 is known.

[0004] From US 2017 / 0 247 061 A1 it is known to provide a knee airbag on the front side of a stiffening composite block provided on the driver side between a dashboard and a crumple zone.

[0005] There is a constant need to securely mount instruments and control units in the interior of a motor vehicle.

[0006] It is the object of the invention to show measures that enable a stable fastening of instruments and control devices in a vehicle interior of an electrically driven motor vehicle.

[0007] According to the invention, a cockpit structure for arranging instruments in a motor vehicle is provided, comprising a floor panel for the lower boundary of a driver's compartment, a supporting frame for supporting the instruments, wherein the supporting frame has a cross member for direct or indirect attachment to A-pillars and at least one fastening strut projecting from the cross member to the floor panel, and a steering column extending in a longitudinal direction for steering front wheels, wherein the cross member of the supporting frame extends below the steering column, wherein a knee airbag is provided for the driver / front passenger, wherein the cross member is arranged above the knee airbag as part of a firing channel for the knee airbag to specify a defined deployment direction of the knee airbag.

[0008] In hybrid vehicles, it is possible to drive a front wheel axle with the help of an internal combustion engine and a rear wheel axle with the help of an electric motor, or vice versa, so that it is no longer necessary to couple the front and rear wheel axles via a cardan shaft. A corresponding center tunnel running through the vehicle interior ("cockpit") can therefore be omitted. Typically, the cross member of the supporting frame runs above the steering column. In vehicles without a center tunnel, the supporting frame can no longer be attached to the center tunnel, so the mounting strut would actually have to be extended all the way to the floor panel. However, it was recognized that the comparatively very long design of the mounting strut in this case would result in the mounting strut being more likely to buckle and to give way elastically transversely to its longitudinal extent.This would compromise the stability of the instruments supported by the support frame, as well as the overall structure of the cockpit.

[0009] The cross member of the supporting frame can be moved to a height level below the steering column. It is possible to retain the supporting frame's cross-section. This makes it possible to move the supporting frame, together with at least one fastening strut, downwards by a distance that would correspond to the vertical height of the center tunnel. This avoids extending the longitudinal extent of the fastening strut, allowing the supporting frame to be supported on the floor panel via a comparatively short fastening strut. The risk of buckling or elastic deformation in the horizontal direction can be avoided, resulting in a rigid and stable supporting frame.Due to the arrangement of the cross member below the steering column, the supporting frame is positioned so low that the fastening strut can be comparatively short and rigid, which enables stable fastening of instruments and control units in the vehicle interior of an electrically powered motor vehicle.

[0010] Because a knee airbag is provided for a driver / front passenger, with the cross member arranged above the knee airbag, the cross member of the supporting frame can be provided in a vertical gap between the steering column and the knee airbag. The deployment of the knee airbag is therefore not hindered by the cross member of the supporting frame. Instead, the cross member is even provided to specify a defined deployment direction for the airbag and serve as part of a firing channel for the knee airbag. The cross member is also positioned low enough to allow for short and rigid mounting struts, while being high enough to effectively absorb the weight of a dashboard with installed instruments.

[0011] Preferably, the at least one mounting strut is attached directly to the floor panel. The weight forces introduced via the supporting frame can thus be transferred to the floor panel and a supporting structure connected to the floor panel.

[0012] Particularly preferably, a holding frame for defining an access opening to a receiving volume provided between the holding frame and the floor panel is fastened to the floor panel, wherein in particular the at least one fastening strut is fastened to the holding frame. It is also conceivable to implement the holding frame while still having a center tunnel of reduced height. The frame-shaped design of the holding frame can define the access opening so that a receiving volume can be reached through the holding frame. The receiving volume describes in particular the installation space that would otherwise be occupied by the center tunnel. Depending on the ergonomic requirements of the driver's footwell, it is possible under certain circumstances to position the holding frame in the outer center. The installation space created by the omission of the center tunnel can thus be accessed and used from the vehicle interior.For example, it can be provided that the receiving volume can be reached by a vehicle occupant via the access opening provided in the holding frame in order to use the receiving volume as storage space. It is also possible to provide motor vehicle components in the receiving volume that can be installed and / or serviced from the vehicle interior through the access opening of the holding frame. For this purpose, the holding frame can be arranged in particular in the transverse direction between two fastening struts that are already provided. An adaptation of the supporting frame is not necessary for this. At the same time, the frame-shaped design of the holding structure can additionally stiffen the fastening struts and / or the supporting frame, thereby increasing stability. The fastening struts can be connected to the supporting frame in addition to or as an alternative to being fastened to the floor panel.

[0013] In particular, the fastening strut extends laterally past the support frame, with the fastening strut being fastened transversely to the support frame and / or a side wall fastened to the support frame to delimit the receiving volume. The support frame and / or side walls fastened to the support frame can be arranged transversely between two fastening struts, thereby simplifying the correct alignment of the support frame with the receiving volume. In addition, the fastening strut can be stiffened and / or supported laterally by the support frame and / or the side wall.

[0014] Preferably, control units for communication with vehicle components and possibly elements of a battery junction box are arranged in the receiving volume. A battery junction box (“BJB”) is understood in particular to be a switching unit that connects or disconnects a rechargeable battery to a converter, in particular an electrical machine for the electrical drive of the motor vehicle. The battery junction box can contain electromechanical components such as relays, overcurrent protection, a fuse, a pre-charging resistor, a pre-charging relay and their electrical connections. These components can be combined in a container whose design can be easily adapted to the shape of the receiving volume, so that, in particular, even shapes of the receiving volume deviating from a cuboid shape can be optimally utilized.

[0015] Particularly preferably, the receiving volume is substantially wedge-shaped, in particular in the manner of a blunt wedge. This allows a volume not required by the vehicle occupants in the area otherwise occupied by a center tunnel to be utilized as fully as possible to accommodate objects (e.g., control units), with the selected wedge shape enabling effective load transfer.

[0016] In particular, the access opening is closed by a cover that is detachably attached to the support frame. This allows subsequent access, for example, during maintenance from the vehicle interior after components have been stowed in the receiving volume.

[0017] Particularly preferably, the support frame runs at an angle to the floor panel about an axis running in the transverse direction. The support frame can therefore run partly in the longitudinal direction and partly in the vertical direction. This makes it possible to fasten the support frame at the lower end, in particular directly, to the floor panel, while the upper end, which points forward in particular in the direction of travel, is supported on the floor panel via essentially vertical fastening feet. Viewed in the transverse direction, this results in a triangular cross-section over which the forces introduced via the fastening strut of the support frame, in particular dissipated weight forces, can be distributed over a larger area and dissipated without significant deformation. The fastening strut and the support frame can be arranged at an angle to one another. The fastening strut can be connected to the support frame in an articulated or rigid manner.

[0018] Preferably, the support frame is supported longitudinally in front of and longitudinally behind the at least one fastening strut on the floor panel. The fastening strut is thus attached to the support frame between the front and rear ends of the support frame in the direction of travel. The loads introduced via the fastening strut can thus be better distributed and absorbed with lower surface loads on the floor panel.

[0019] Particularly preferably, the support frame comprises two longitudinal struts and at least two transverse struts connected to the longitudinal struts to define the access opening, wherein, in particular, the longitudinal struts and the transverse struts are arranged in a common plane. The support frame can thus have a grid-like configuration. A plurality of transverse struts also enables additional stiffening and the formation of a corresponding number of access openings, which can lead to a common receiving volume or to separate receiving volumes.

[0020] In particular, a tray, particularly mounted on the floor panel, is attached to the support frame to limit the storage volume. The tray, particularly a one-piece one, can form side walls and a floor to limit the storage volume. Furthermore, the tray can contribute to stabilization and, for this purpose, can be supported, for example, on the floor panel.

[0021] Preferably, side walls are attached to the support frame to laterally delimit the receiving volume, with the bottom plate forming a floor that defines the receiving volume at the bottom. Since the bottom plate itself forms the floor of the receiving volume, a separate floor can be eliminated, thereby reducing material usage and manufacturing costs.

[0022] The invention will be explained below by way of example with reference to the accompanying drawings using preferred embodiments, wherein the embodiments presented below can represent an aspect of the invention both individually and in combination, the scope of protection being defined by the claims. They show: Fig. 1 a schematic interior view of a previously known cockpit structure, Fig. 2 a schematic perspective interior view of a cockpit structure according to the invention, in particular the holding frame. Fig. 3 a schematic simplified interior view of a detail of the cockpit structure from Fig. 2 and Fig. 4 a schematic sectional view of the cockpit structure from Fig. 2.

[0023] The Fig. The cockpit structure 10 shown in Figure 1 has a front section 12 of a motor vehicle, in front of which a supporting frame 14 is provided, connected to two A-pillars (not shown). An instrument console can be connected to the supporting frame 14 in order to arrange instruments that can be perceived and / or operated by a driver of the motor vehicle. The supporting frame 14 has a cross member 16, which can be fastened to the opposing A-pillars. Two fastening struts 18 project downward from the cross member 16, which are fastened at their lower end to an upper end of a center tunnel 22 at a distance from a floor panel 20. The two fastening struts 18 are connected to one another approximately halfway between an upper side of the center tunnel 22 and the cross member 16 via an intermediate piece 24 running essentially parallel to the cross member 16 in order to stiffen the fastening struts 18.

[0024] If, as in Fig. 2, but a center tunnel 22 is not provided, instead of the center tunnel 22, a receiving frame 26 which is beveled in the direction of travel and is in particular grid-shaped can be provided, which can be fastened directly to the floor panel 20 at a rear lower end. At a front upper end, the receiving frame 26 can be fastened indirectly to the floor panel 20 via vertically running fastening feet 28. The receiving frame 26 has two longitudinal struts 30 which run in the direction of travel and are connected to one another via at least two cross struts 32. The longitudinal struts 30 and the cross struts 32 delimit at least one access opening 34 which can be closed by a cover and through which a receiving volume 36 formed between the receiving frame 26 and the floor panel is accessible. Side walls can be connected to the receiving frame 26 and the floor panel 20 in order to delimit the receiving volume 36, which is in particular essentially wedge-shaped.In the illustrated embodiment, a mounting plate 38 protruding upward from the mounting frame 26 is provided between the rear end and the front end of the mounting frame 26, to which the mounting struts 18 of the support frame 14 can be attached. The mounting plate 38 can also act as a cross strut 32 of the mounting frame 26. Additionally or alternatively, the mounting struts 18 can extend to the base plate 20 and be attached directly to the base plate 20.

[0025] As in Fig. As shown in Figure 3, the visual appearance of the center tunnel 22 can be replaced by the support frame 26. The cross member 16 of the support frame 14 can run below a steering column 40 and above a knee airbag. Fig. 1, the fastening struts 18 can be of substantially the same length and stable despite the lack of a center tunnel 22. The fastening struts 18 can be supported directly on the floor panel 20. Alternatively, the fastening struts 18 can be supported on the receiving frame 26 and only indirectly on the floor panel 20 via the holding frame 26. In this case, the fastening struts 18 can even be designed to be particularly short, thereby increasing stability and reducing the risk of buckling.

[0026] As in Fig.As shown in Figure 4, a control unit 42, for example a battery junction box for electrically coupling an electrical machine to a rechargeable battery, or other motor vehicle assembly, can be accommodated in the receiving volume 36 formed between the receiving frame 26 and the floor panel 20. The essentially cuboid-shaped control unit 42 can be easily inserted and mounted via one of the access openings 34 in the holding frame 30. In the illustrated embodiment, a portion of the receiving volume 36 is kept free above the control unit 42, which can be used, for example, by a vehicle occupant to store objects. It is also possible to adapt the shape of the control unit 42 to the shape of the receiving volume 36, so that a desired receiving space can be provided, particularly in front of and / or behind the control unit 42 in the direction of travel.

Claims

[1] Cockpit structure (10) for arranging instruments in a motor vehicle, with a floor panel (20) for the lower boundary of a vehicle interior, a support frame (14) for supporting the instruments, wherein the support frame (14) has a cross member (16) for direct or indirect attachment to A-pillars and at least one fastening strut (18) projecting from the cross member (16) towards the floor panel (20), and a steering column (40) with a portion extending in the longitudinal direction for steering front wheels, wherein the cross member (16) of the support frame (14) runs below the steering column (40) characterized by , that a knee airbag (44) is provided for the driver or front passenger, wherein the cross member (16) is arranged above the knee airbag (44) as part of a firing channel for the knee airbag (44) to specify a defined deployment direction of the knee airbag (44). [2] Cockpit structure (10) according to claim 1 characterized by that the at least one fastening strut (18) is fastened directly to the floor plate (20). [3] Cockpit structure (10) according to claim 1 or 2 characterized by that a holding frame (26) for defining an access opening (34) to a receiving volume (36) provided between the holding frame (26) and the floor plate (20) is fastened to the floor plate (20). [4] Cockpit structure (10) according to claim 3 characterized by that the fastening strut (18) is guided laterally past the holding frame (26). [5] Cockpit structure (10) according to claim 3 or 4 characterized by that a control unit (42) for communication with vehicle components is arranged in the receiving volume (36). [6] Cockpit structure (10) according to one of claims 3 to 5 characterized by that the access opening (34) is closed by a cover detachably attached to the holding frame (26).

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