Crossbeams designed as instrument panel supports, composed of at least two components, and the use of an overlap arrangement in such a crossbeam

Abstract

A crossbeam (1, 15, 20, 25) for a vehicle, composed of at least two components and each having a connecting part at its end, designed as an instrument panel support, which crossbeam components (2, 3; 16 - 18; 21 - 24; 26, 27) extend longitudinally along the crossbeam and are positively connected to each other to form the crossbeam (1, 15, 20, 25), wherein two crossbeam components (2, 3; 16 - 18; 21 - 24; 26, 27) are arranged with an overlap (6) to each other, in that these crossbeam components (2, 3; 16 - 18; 21 - 24; 26, 27) are designed such that one crossbeam component (3, 18, 21, 22, 26) engages with one end section into the open end of the other The crossbeam component (2, 16, 24, 27) is inserted, characterized in that the two crossbeam components (2, 3; 16 - 18; 21 - 24; 26, 27) are connected by at least one element arranged in the overlap (6), which connects the two crossbeam components (2, 3; 16 - 18; 21 - 24;26, 27) or parts thereof are connected to each other by mutually clamping fasteners such that the force transmission between the two crossbeam components (2, 3; 16 - 18; 21 - 24; 26, 27) results from a preload force provided by at least one fastener, and that a fastener penetration (8) of at least one of the two crossbeam components (2, 3; 16 - 18; 21 - 24; 26, 27) is designed with a clearance that allows for elongation of the crossbeam (1, 15, 20, 25) in the event of a frontal impact, so that if a force acting on the crossbeam (1, 15, 20, 25) in the event of a frontal impact is exceeded, which is higher than a clamping force set between the two crossbeam components by the preload of at least one fastener (2, 3; 16 - 18; 21 - 24; 26, 27), the two crossbeam components (2, 3; 16 - 18; 21 - 24;26, 27) are adjustable against each other within the limits permitted by the movement.;

Description

[0001] The invention relates to a crossbeam for a vehicle composed of at least two components, each having a connecting part at its end, and comprising the features of the preamble of claim 1. The invention further relates to the use of an overlap arrangement in such a crossbeam.

[0002] These types of crossbeams include, for example, instrument panel supports. Instrument panel supports serve to mount instruments and the steering column in a vehicle. Such an instrument panel support is installed between two pillars, namely the A-pillars of a motor vehicle. To connect to the A-pillars, the instrument panel support has corresponding mechanical connectors at both ends. A key component of such an instrument panel support is a support structure. This extends between the pillars of the vehicle's body. Connections for instruments and other fixing points to the vehicle may be provided on the support structure, such as floor supports that brace the support structure against the vehicle floor, for example, in the area of ​​a tunnel.

[0003] An instrument panel support can be straight, but it doesn't have to be. Often, it is structured so that its components are offset from each other along their longitudinal axis. The support components are typically tubular bodies, which can also be composed of two or more shells or shell sections. Besides instrument panel supports made from a single, continuous tubular body, those are also used in which several support components are arranged along the longitudinal axis. Depending on the design of the desired instrument panel support, these components are either aligned axially or offset from each other along their longitudinal axis. In the former case, a connecting sleeve is generally used to join the two support components. In an offset arrangement, a connector, often a metal connector, is used to join the two support components.This bridges the gap between two adjacent support sections. Such instrument panel supports can, for example, have a section in the middle that is set back from the two outer support sections to create space for installing a vehicle component, such as the air conditioning system. The support structure is then guided around this component.

[0004] To meet the requirements placed upon it, the individual components of such a crossbeam are welded together to form a force-fit connection. Such a crossbeam, composed of several crossbeam components whose components are bonded together to achieve the desired force-fit connection, is known, for example, from the generic German patent application DE 10 2018 126 040 A1.

[0005] US 7,048,325 B1 discloses an instrument panel support whose length is adjustable to the width of a vehicle's chassis. This instrument panel support consists of two crossbeam components designed as tubes with different diameters, so that one crossbeam component can be telescopically inserted into the other. In addition to this crossbeam formed by the two crossbeam components, which serves to absorb the forces generated in a side impact, this previously known crossbeam also has lower crossbeam arms arranged below it. After adjusting the length of the crossbeam by aligning the crossbeam components accordingly, the crossbeam components are welded together according to a preferred embodiment.

[0006] CN 2 06 568 920 U discloses a frame structure. This is located between the vehicle frame and a driver's seat and has telescopic connections so that, in the event of an impact, the seat supporting the driver or passenger can be adjusted.

[0007] US 2012 / 0038181 A1 discloses an instrument panel support that is supported on the windscreen by one or more arms. Such an arm has an interface through which the two arm sections can be telescopically adjusted in length relative to each other.

[0008] DE 10 2010 020 080 A1 discloses a bumper arrangement in which the crashbox engages telescopically in a socket arranged on the rear of the bumper cross member as a receptacle for the crashbox.

[0009] DE 195 37 408 C1 discloses a motor vehicle front end in which two parts connected to each other by screw fasteners can be moved telescopically relative to each other.

[0010] CN 111572639 A discloses a longitudinal beam for a vehicle in connection with the construction of the chassis. This beam consists of several telescopically interlocking support elements, which are in their maximum extended position in the unloaded normal position. The individual support elements are connected to each other by screw fasteners.

[0011] AT 360 808 B reveals a one-sided threaded insert.

[0012] DE 10 2008 057 549 A1 discloses a front-end module of a vehicle in which, for the purpose of compensating for tolerances in the fastening of its two components, these components can be adjusted relative to each other.

[0013] EP 1 647 469 A1 discloses an instrument panel carrier of a motor vehicle in which the cross member is connected to a connecting part by means of a telescopic connection.

[0014] German patent DE 197 38 830 A1 describes a body section with a cockpit crossmember. The cockpit crossmember is constructed from at least two crossmember sections to form a rigid beam unit. At least one of these sections is detachably arranged on the body and / or crossmember side. The two crossmember sections are offset from each other in the longitudinal direction of the vehicle with an overlap and are connected to each other by a joint. One of the two crossmember sections is rigidly attached to an A-pillar and to a center tunnel. This rigid attachment is used to create a joint at the end facing the other crossmember section, to which the other crossmember section can be detachably connected. Because one of the two crossmember sections is easily detachable, functional units arranged in the area of ​​the cockpit crossmember can be easily installed and removed.This connection point is provided by two retaining plates arranged at the overlapping end of each crossmember section. A force-fit connection is achieved via a bolted connection that clamps two adjacent retaining plates together. To allow for variable positioning of the two crossmember sections relative to each other, the fastener openings in the two retaining plates are designed as elongated holes, thus enabling length adjustment of the cockpit crossmember to compensate for manufacturing tolerances of the chassis, particularly regarding the distance between the opposing A-pillars.

[0015] In light of increasing demands on occupant protection, such crossmembers, especially when used as instrument panel supports, are being designed to be increasingly robust, primarily to withstand higher forces in the event of a frontal crash. For this purpose, more and more crossmember supports are being used; that is, supports that provide additional body-side bracing for the instrument panel support beyond its connection to the A-pillars, for example, via tunnel braces, braces to the floor pan, or to the cowl. This effort to adapt such instrument panel support crossmembers to increased requirements inevitably results in a weight increase.

[0016] Against this background, the invention is based on the objective of proposing a cross member for a vehicle, in particular as an instrument panel carrier, which can withstand higher loads in a frontal crash without having to accept a failure, for example in the area of ​​the connection of the cross member to the body or within it.

[0017] According to the invention, this problem is solved by a crossbeam of the generic type mentioned above, designed as an instrument panel support, having the features of independent claim 1.

[0018] The problem is further solved by using an overlap arrangement in such a crossbeam with the features of claim 17.

[0019] Unlike previously known vehicle crossmembers, this crossmember implements a completely different concept. In this crossmember, two overlapping crossmember components can be adjusted relative to each other under stress, for example, in a frontal crash, when a certain force is exceeded. This overlapping section of the two crossmember components thus acts like a force-absorbing crash element that can withstand elongation. This crossmember is designed with a positive-locking connection between its at least two components to ensure that the connection meets the intended requirements. Only when a certain force is exceeded—specifically, the clamping force provided by at least one fastener—can the two overlapping crossmember components be adjusted relative to each other.The intended force-fit is provided by the clamping force resulting from the preload exerted by the fastener(s). The clamping force is the force with which the two crossbeam components are pressed together in the area of ​​their overlap. To allow the desired movement of the two crossbeam components connected in this way, at least one of the two interacting fastener openings is designed with a degree of clearance. This means that the cross-sectional area of ​​such a fastener opening is larger than the shank of the fastener passing through it by the required or desired degree of clearance. Such a fastener opening with the required clearance can, for example, have a circular circumference.When the fastener is mounted in the center of this fastener opening, the two crossbeam components connected in this overlap can, in principle, be adjusted relative to each other in any direction. Typically, however, the outline of such a fastener opening is designed so that adjustment of the two crossbeam components occurs in a preferred direction. In this case, such a fastener opening, which allows for movement, is typically designed like an elongated hole. Often, the shear force components arranged in the overlap are only adjustable relative to each other in a limited direction due to their overlap. In this crossbeam, the permissible movement between the two crossbeam components is typically designed to accommodate elongation of the crossbeam before failure occurs under higher forces.Therefore, such a crossmember can be easily designed to withstand the deformation path to be absorbed in a crash by appropriately dimensioning the play in its movement, so that it meets the test requirements. In a frontal crash, the relevant force acts on the central area of ​​a crossmember designed as an instrument panel support, causing it to deform towards the interior of the vehicle. With the crossmember according to the invention, this is possible at least within the limits of its play, thus relieving stress on other fixing points, such as the connection of the crossmember to the A-pillars of the vehicle body, and preventing them from failing even with only a small deformation path.A failure of a connection in the area in question poses the risk that crossbeam components will be deformed with their ends into the interior of the vehicle, which in turn represents an increased risk of injury to the occupants.

[0020] The frictional connection required for the intended use of the crossbeam between its at least two components can be adjusted by the preload applied by the fastener(s) clamping the two overlapping components. Further measures can enhance this connection by increasing the friction between the two components clamped by at least one fastener. The frictional connection can also be adjusted to the desired degree by varying the number of fasteners used in the overlap between the two components. Using multiple fasteners is preferred, as this allows for more precise adjustment of the frictional connection, particularly on the side of the crossbeam facing the vehicle interior and on its opposite outer side.

[0021] A further advantage of such a crossbeam is that, by connecting two crossbeam components using at least one, but preferably several, fasteners, especially screw fasteners, components made of different materials can be easily joined together. Unlike material-bonded connections, such a connection can also be disassembled if necessary.

[0022] As a result of the reduced stress on the crossmember's connection points to the vehicle body, these points can be designed to be slimmer. Furthermore, due to this deformation behavior, the crossmember can be dimensioned more accurately and does not require over-dimensioning in certain areas.

[0023] To facilitate the assembly of two crossbeam components to be fastened together in the area of ​​their overlap, one embodiment, in which several screw fasteners are used to connect and clamp the two crossbeam components in the area of ​​their overlap, provides that one of the two crossbeam components is already equipped with nuts. These could be, for example, weld nuts, punch nuts, or rivet nuts. This list is not exhaustive. Such a design is particularly advantageous when two hollow chamber profiles are to be joined together as crossbeam components, with one crossbeam component engaging with the open end of the other crossbeam component at one end section. In such a case, the nuts are assigned to the crossbeam component located on the inside of the overlap, specifically on its inner side.During assembly, the two crossbeam components only need to be aligned relative to each other. Then, the screw fasteners are screwed into the internal threads provided by the nuts. The fastener openings of the crossbeam component on the outside of the overlap are designed with the necessary clearance.

[0024] The movement typically extends in the direction of the longitudinal extension of the crossbeam.

[0025] Nuts can also be used for such a fastening that keep the two opposing surfaces of two crossbeam components at a distance from each other in the overlap area. In such a design, a nut with a section extends through the fastener opening of the crossbeam component located on the inside of the overlap and protrudes from the outer surface facing the other crossbeam component. In this configuration, the crossbeam component located on the outside of the overlap is then supported on the end face of such a nut. This achieves a concentration of force, so that, through this measure and also the dimensioning of the end face area, the degree of frictional engagement can be established up to which no relative movement of the two crossbeam components occurs.Pressing this end face into the wall of the crossbeam component facing it can also serve as a measure to establish the force-fit connection or the release force required to displace the two shear force components. To enlarge such a bearing surface, it can be provided that a flange is flattened from the fastener opening of the inner crossbeam component in the overlap, extending over the edge of the corresponding fastener opening. It is advantageous if such a nut also has a flange on the inside, since the formation of the outer flange then simultaneously creates a positive-locking connection between this nut and the crossbeam component. Other means of spacing two crossbeam components to be joined in an overlap are also possible.

[0026] Depending on the position of the two overlapping crossbeam components within the crossbeam, the range of motion can be designed differently, for example, directed in a specific direction or executed to a different extent. In this way, the deformation behavior of the crossbeam can be influenced.

[0027] Such a crossbeam can certainly have more than two crossbeam components connected to each other in the manner described above. In that case, such a crossbeam has several points that allow for crossbeam elongation (stretching) in the event of a frontal crash.

[0028] Typically, such a crossbeam is designed to comprise at least two crossbeam components extending longitudinally along the crossbeam. If such a crossbeam is composed of two such components with respect to its longitudinal extent, the overlap is preferably located in a central section of the crossbeam. The connection between two such crossbeam components will certainly be positioned where sufficient installation space is available. Sometimes, two longitudinal crossbeam components are also arranged at a distance from each other. These are then connected by a connecting component, which is typically cranked to provide space in the area of ​​the vehicle's center with respect to its transverse extent for accommodating a component.It is also quite possible that two such crossbeam components are connected to each other by the housing of a unit itself. The connection of these two crossbeam components to such a unit or to a connector component can be effected in the same manner as described above using two crossbeam components. In this case, the unit or the connector component constitutes a crossbeam component within the meaning of these explanations.

[0029] Instead of such a connecting piece, two crossbeam components arranged close together or even butted together can be joined by a third crossbeam component acting as a connector. This third component overlaps the other two crossbeam components and is connected to them in the manner described above. Such a third crossbeam component could, for example, be the connection point for a tunnel support or any other support for the crossbeam.

[0030] It is also quite possible to design the cross member with connecting parts for attaching the cross member to the vehicle body, for example the A-pillars, in such a way that these are connected to the cross member or a cross member component in the same way as a cross member component in the sense of these explanations.

[0031] The invention is described below using exemplary embodiments with reference to the accompanying figures. They show: Fig. 1: A perspective view of a schematically represented crossbeam designed as an instrument panel support according to a first inventive embodiment, Fig. 2: A front view of the crossbeam of the Fig. 1 without screw fasteners, Fig. 3: An enlarged detail view from the in Fig. 2 marked area of ​​the crossbeam of the Fig. 2, Fig. 4: A cross-sectional view through the crossbeam of the Fig. 2 along line AB, Fig. 5: A detailed enlargement of the cross-section of the Fig. 4, Fig. 6: A top view of the crossbeam of the preceding figures after a frontal crash load case, Fig. 7: A close-up of the deformed crossbeam of the Fig. 6 in a front view, shown without screw fasteners, Fig. 8: A force-displacement diagram to illustrate the deformation behavior of the crossbeam of the preceding figures in comparison to a crossbeam according to the prior art, Fig. 9: Another embodiment of a crossbeam according to the invention in a perspective view, Fig. 10: Another embodiment of a crossbeam according to the invention and Fig. 11: Another embodiment of a crossbeam according to the invention.

[0032] A crossmember 1 designed as an instrument panel support for a motor vehicle comprises two crossmember components 2, 3. In the illustrated embodiment, the crossmember components are designed as hollow chamber profiles. These hollow chamber profile crossmember components 2, 3 are formed from steel sheets into the shape shown in the figures. At their opposite ends, the two crossmember components 2, 3 each have an unspecified connecting part 4 or 5 for connecting the crossmember 1 to the A-pillars of a vehicle, between which the crossmember 1 extends.

[0033] The two crossbeam components 2 and 3 are designed with respect to their cross-sectional geometry such that one end section of crossbeam component 3 can be inserted into the open end of crossbeam component 2. The extent of the engagement of crossbeam component 3 into crossbeam component 2 is given in Fig. 1 is indicated by a dashed line. This area is also referred to as the overlap 6 in this description. In the area of ​​the overlap 6, the two crossbeam components 2, 3 are connected to each other and clamped against each other by several screw fasteners 7. In the illustrated embodiment, three screw fasteners are mounted on the front and three more screw fasteners on the opposite rear side of the crossbeam 1. The screw fasteners 7 do not penetrate the crossbeam components 2, 3 completely, but only the adjacent walls thereof. For the purpose of assembling the two crossbeam components 2, 3 together, the adjacent walls of the two crossbeam components 2, 3 – here: the respective front wall and the respective rear wall – are clamped together. For this purpose, both crossbeam components 2, 3 have aligned fastener openings 8, 9 in their overlap.

[0034] A special feature of crossbeam 1 is that the fastener openings 8 and 9 have different widths and cross-sectional areas. As shown in the figure, fastener opening 9 is designed with a Fig. As can be seen in Figure 4, a nut 10 is inserted. A screw fastener 7 engages in its internal thread 11 with its screw shank. In the front view of the crossbeam 1 of the Fig. 2 and Fig. Figure 3 shows this without the screw fasteners 7 screwed into the nuts 10. The close-up detail of the Fig. Figure 3, from the area of ​​the overlap 6, shows that the fastener openings 8 of the crossbeam component 2 are significantly larger than those of the inner crossbeam component 3. The position and diameter of the screw shank of the fasteners within the fastener opening 8 can be determined from the internal thread 11 of the nuts 10. The screw shank is arranged within the fastener opening 8 with a clearance. This clearance is the remaining space between the outer surface of the screw shank of a fastener 7 passing through the fastener opening 8 and the edge 12 of the fastener opening 8. The fastener opening 8 is designed in the form of an elongated hole, the axis of which points in the direction of the longitudinal extent of the crossbeam 1.This allows for a movement in which the two crossbeam components 2, 3 connected in the overlap 6 can be moved away from each other in the direction of the longitudinal extension of the crossbeam 1 when a corresponding force acting in this direction is applied.

[0035] In the illustrated embodiments, the nuts 10 are designed so that they can be connected to a section from the fastener opening 9, as shown in the Fig. 4 and Fig. As shown in Figure 5, the section of the nut 10 projecting from the flat side of the wall of the crossbeam component 3 is formed into a collar 13 that extends beyond the edge of the fastener opening 8. Thus, the collar 13 serves as a spacer to the adjacent wall of the crossbeam component 2. Due to the spacing between the two walls of the crossbeam components 2 and 3, which are adjacent to each other in the overlap 6, they can therefore be made of different materials without risking contact corrosion. As can be seen in the sectional view of the Fig. As can be clearly seen in Figure 4, the outer surface of the crossbeam component 3 located inside the overlap 6 is spaced all around from the inside of the outer crossbeam component 2.

[0036] The nuts 10 also have a collar 14 that projects radially on the inside beyond the fastener opening 9. In this way, they are positively locked to the wall of the crossbeam component 3.

[0037] If the two crossbeam components 2, 3 are clamped together by the screw fasteners engaging in the nuts 10, typically with a predefined clamping force, the clamping force generated is sufficiently high to meet the requirements for a force-fit connection between the two crossbeam components 2, 3 when the crossbeam 1 is used as intended.

[0038] In the event of a frontal crash that exceeds the clamping force between the two crossbeam components 2, 3 in the area of ​​the overlap 6, the crossbeam 1 will, as in Fig. As shown in Figure 6, the cross member 1 deforms in an S-shape towards the vehicle's interior. This deformation is possible due to the previously described connection of the two cross member components 2 and 3, as the remaining play allows for elongation (stretching) of the cross member 1. The force acting on the cross member 1 in such a case is thus initially converted into a deformation of the cross member 1, accompanied by force absorption that adjusts the two lateral force components 2 and 3 relative to each other. This results in significantly less stress on the connecting parts 4 and 5, and consequently on the connection of the cross member 1 to the A-pillars of the vehicle body. The risk of one of these connection points failing is correspondingly lower. Therefore, the cross member 1 can absorb more force in such a case without endangering the occupants inside the vehicle.By shifting the two crossbeam components 2, 3 relative to each other, this measure provides or absorbs a certain deformation path before further deformation occurs.

[0039] Fig. Figure 7 shows a detailed enlargement of the front view of crossbeam 1, corresponding to the representation of the Fig. 3, where, since the screw fasteners 7 are not shown, the change in the position of the internal threads 11 of the nuts 10 clearly indicates how far the two crossbeam force components 2, 3 have been moved relative to each other. The extent of this movement is the extent of the permissible elongation or strain of the crossbeam 1 in such a case.

[0040] The improved behavior of crossbeam 1 in a frontal crash load case is shown in the diagram of the Fig. 8 clearly. While a conventional crossbeam fails after a deformation path x, since at least one connection point has broken off and thus can no longer absorb further forces, a crossbeam of the same design according to the invention, but with the aforementioned range of motion, could still absorb forces even when the required deformation path had been reached. Therefore, failure could not be detected up to the deformation path y required to pass a deformation test.

[0041] This improved behavior is due to the fact that the crossbeam 1 is allowed a certain amount of elongation in the overlap 6 of its crossbeam components 2, 3, and that, as a result of the applied clamping force, the two crossbeam components 2, 3 can only be adjusted relative to each other by force. In the diagram of the Fig. In Figure 8, this section in the curve is identified as slippage resulting from exceeding the clamping force. The fact that the force required for adjustment does not decrease is clearly evident from the curve's trajectory in this section. Due to the possibility of displacing the two crossbeam components 2, 3 to cause elongation of the crossbeam 1, further deformation of the crossbeam 1 is only introduced when the play in movement is exhausted, i.e., when the screw shank of the screw fasteners 7 is at the edge 12 of the fastener opening 8, as shown in Figure 8. Fig. As shown in Figure 7, the range of motion has been reached. This means that the range of motion represents part of the required deformation path, within which the two crossbeam components 2, 3 can be adjusted relative to each other without damage.

[0042] In the embodiment shown in the preceding figures, the crossbeam 1 is composed of two crossbeam components 2, 3 that follow the longitudinal extent of the crossbeam 1. This also applies in principle to the one shown in Fig. The crossbeam 15 shown in Figure 9 differs from the crossbeam 1 in that the crossbeam component 16, located on the outside in the overlap area, is designed to allow a support 17, for example, a tunnel support, to be connected to it. The crossbeam component 16 is connected to the crossbeam component 18, which engages in its open end section and is exactly the same as the crossbeam component 2 from the previously described embodiment. The support 17 is connected to the crossbeam component 16 in the same way, with the upper end section of the support 17 also overlapping the connection section 19 facing the support 17.

[0043] Another embodiment of a crossbeam according to the invention is described in Fig. Figure 10 shows that this crossbeam 20 has two crossbeam components 21, 22, which follow the longitudinal extent of the crossbeam 20. Furthermore, the crossbeam 20 has a support 23. These three crossbeam components 21, 22, 23 are connected by a connecting member 24, which is another crossbeam component. The crossbeam components 21, 22, 23 are connected to the connecting member 24, as shown in the embodiment of the Fig. The crossbeam components 2 and 3 are described in sections 1 to 7. Crossbeam 20 illustrates that the concept according to the invention can also be implemented at so-called "nodes".

[0044] The concept according to the invention can also be implemented on the connecting parts with which the cross member is connected to the vehicle body, typically the A-pillar of a vehicle. An example of this is shown. Fig. 11. This crossbeam 25 has a crossbeam component 26 that extends along the longitudinal length of the crossbeam 25. The end-end connecting part 27 is shown in an exploded view, spaced apart from the end of the crossbeam component 26. In a top view, the connecting part 27 is U-shaped and its legs overlap the end section of the crossbeam component 26. The crossbeam component 26 and the connecting part 27 are connected in the same manner as described above with reference to the other embodiments. In contrast to the nuts 10 of the preceding embodiments, the connecting part 27 has weld nuts 28 at the corresponding positions. Reference symbol list 1 crossbeam 2 Crossbeam component 3 Crossbeam component 4 Connection part 5 Connection part 6 overlap 7 screw fasteners 8 Fastener penetration 9 Fastener penetration 10 Mother 11 internal threads 12 Rand 13th Federal 14th Federal State 15 crossbeams 16 Crossbeam component 17 support 18 Crossbeam component 19 Connection section 20 cross members 21 Crossbeam component 22 Crossbeam component 23 support 24 Connecting link

Claims

[1] A cross member (1, 15, 20, 25) for a vehicle, composed of at least two components, each having a connecting part at its end, designed as an instrument panel support, which cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) extend in the longitudinal extent of the cross member and are non-positively connected to one another to form the cross member (1, 15, 20, 25), wherein two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are arranged with an overlap (6) to one another, in that these cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are designed in such a way that one cross member component (3, 18, 21, 22, 26) with its one end section in the open end of the other cross member component (2, 16, 24, 27) is inserted, characterized bythat the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are connected to one another by at least one fastener which is arranged in the overlap (6) and which extends through the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) or parts thereof and which clamps one another in such a way that the frictional connection between the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) results from a pretensioning force provided by the at least one fastener and that a fastener opening (8) of at least one of the two cross member components (2, 3; 16 - 18; 21 - 24;26, 27) is designed with a play of movement which permits an elongation of the cross member (1, 15, 20, 25) in the event of a frontal impact, so that when a force acting on the cross member (1, 15, 20, 25) in the event of a frontal impact is exceeded, which force is higher than a clamping force set by the pretension of the at least one fastener between the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27), the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are adjustable relative to one another to the extent permitted by the play of movement. [2] Cross member according to claim 1, characterized by that the at least one fastener is a screw fastener (7). [3] Cross member according to claim 2, characterized bythat several screw fasteners (7) are provided for connecting the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) in the region of their overlap (6), that one of the two cross member components (3, 17, 18, 21 - 23) is equipped with nuts (10) on its side facing away from the other cross member component (2, 16, 24), in the internal thread (11) of which the screw thread of a respective screw fastener (7) engages, and that a complementary fastener opening (8) of the other cross member component (2, 16, 24) is designed with the necessary play. [4] Cross member according to claim 3, characterized by that the nuts (10) of one cross member component (3) pass through the respective fastener opening (9) assigned to it with a section and protrude with this section from the fastener opening (9) in the direction of the other cross member component (2). [5] Cross member according to claim 4, characterized bythat the section of the nut (10) projecting from a fastener opening (9) is formed into a collar (13) which radially overlaps the edge of the fastener opening (9). [6] Cross member according to one of claims 1 to 5, characterized by that the movement play of the at least one fastener opening (8) allows freedom of movement of the fastener (7) penetrating this fastener opening (8) in several directions. [7] Cross member according to one of claims 1 to 6, characterized by that the movement play of the at least one fastener opening (8) allows freedom of movement of the fastener (7) passing through this fastener opening (8) in a preferred direction. [8] Cross member according to claim 7, characterized by that the at least one fastener opening (8) is designed in the manner of an elongated hole. [9] Cross member according to one of claims 3 or one of claims 4 to 8, each with reference to claim 3, characterized by that the play of movement of at least one fastener opening in relation to the existing play of movement for the screw fastener passing through it is designed differently than for other fastener openings. [10] Cross member according to one of claims 1 to 9, characterized by that the cross member (1, 15, 20) comprises at least two cross member components (2, 3; 16, 18; 21, 22) extending in the transverse direction thereof and arranged with an overlap (6) to one another. [11] Cross member according to claim 10, characterized by that the overlap (6) of the two cross member components (2, 3; 16, 18; 21, 22) is arranged in a central section of the cross member (1, 15, 20) with respect to its longitudinal extent. [12] Cross member according to claim 10 or 11, characterized bythat the cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are at least partially designed as hollow profiles and fasteners (7) are provided in the overlap (6) both on a side facing forward in the direction of travel and on a side opposite this side for connecting the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27). [13] Cross member according to one of claims 1 to 9, characterized by that two cross member components (21, 22) extending in the longitudinal extent of the cross member (15, 20) are connected to one another by a third cross member component (24) arranged with an overlap (6) to the two cross member components (21, 22). [14] Cross member according to one of claims 10 to 13, characterized by that the overlap (6) of the cross member components (16, 18; 21, 22) is provided in the region of a support (17, 23) connected thereto, for example a tunnel support. [15] Cross member according to one of claims 1 to 14, characterized by that the cross member (1, 15, 20, 25) is equipped at its ends with a connecting part (4, 5; 27) for connecting the cross member (1, 15, 20, 25) to the body of a vehicle as a cross member component with an overlap (6) to the adjacent cross member component (2, 3; 26). [16] Cross member according to one of claims 1 to 15, characterized by that the cross member (1, 15, 20, 25) is an instrument panel support. [17] Use of an overlap arrangement of a cross member (1, 15, 20, 25) composed of at least two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) and each having a connecting part at its end, for a vehicle, in particular designed as an instrument panel support, which cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) extend in the longitudinal extent of the cross member (1, 15, 20, 25) and are non-positively connected to one another to form the cross member (1, 15, 20, 25), wherein in each case two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are arranged with an overlap (6) to one another, in that these cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are designed such that one cross member component (3, 18, 21, 22, 26) is inserted with its one end section into the open end of the other cross member component (2, 16, 24, 27), characterized bythat the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are connected to one another by at least one fastener which is arranged in the overlap (6) and extends through the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) or parts thereof and clamps one another in such a way that the frictional connection in the overlap (6) between the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) results from a pretensioning force provided by the at least one fastener and that a fastener opening (8) of at least one of the two cross member components (2, 3; 16 - 18; 21 - 24;26, 27) is designed with a play of movement which permits an elongation of the cross member (1, 15, 20, 25) in the event of a frontal impact, so that when a force acting on the cross member (1, 15, 20, 25) in the event of a frontal impact is exceeded, which force is higher than a clamping force set by the pretension of the at least one fastener between the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27), the overlap (6) serves as a force-absorbing crash element which can be subjected to expansion, in which, in the event of force absorption, the two cross member components (2, 3; 16 - 18; 21 - 24; 26, 27) are adjusted relative to one another to the extent permitted by the play of movement. [18] Use according to claim 17, characterized by that the overlap arrangement has one or more features of the cross member (1, 15, 20, 25) according to one of claims 1 to 16.

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