Dashboard carrier

Abstract

A dashboard carrier (1) is disclosed comprising at least two crossmember portions (2, 3), forming a crossmember, which are connected to one another in the longitudinal extent L of the dashboard carrier (1), wherein the two crossmember portions (2, 3) are connected to one another by a connecting plate (7) on their respective end sides (8, 9a, 9b) which point towards one another, and the connecting plate (7) is part of a distal end of a support (4), which support (4) additionally has, at its distal end, a supporting portion 16, by way of which a crossmember portion (3) is supported in a manner spaced apart from the connecting plate (7). A special characteristic is that the distal end of the support (4) is formed in one piece in a profile-like manner, having two limbs (13, 14), wherein the connecting plate (7) and the supporting portion (16) are formed by the limbs (13, 14).

Description

[0001] instrument panel carrier

[0002] The invention relates to an instrument panel support for a motor vehicle, comprising the features of the preamble of claim 1.

[0003] An instrument panel carrier comprises a cross member as its core component, which is arranged between the two A-pillars and thus extends essentially transversely of a motor vehicle. Various components, including the pedals, displays, the steering column or steering column module, and air conditioning units, are connected to the instrument panel carrier. Such instrument panel carriers are also referred to as cross car beams.

[0004] Given that a variety of components are connected to the cross member, various requirements are placed on an instrument panel support. These include, in particular, its static and dynamic load capacity, a specific vibration behavior, particularly regarding its natural frequency, and sufficient crash performance, especially for a side impact. Vibration behavior is particularly relevant for any displays carried by or supported on the instrument panel support, as well as for the steering column module. The static load capacity for supporting the driver during steering or during the so-called skin straightening test is also strictly specified.

[0005] A requirement competing with the corresponding types of load is the goal of weight reduction in order to reduce the overall weight of the vehicle.

[0006] To achieve this goal, instrument panel supports are known that are divided into two or more parts with respect to their cross member. At least two cross member sections are connected to one another, approximately in the middle of the instrument panel support, together forming a cross member. CN 1 14852181 A discloses such a two-part cross member. The two cross member sections forming the cross member are connected to one another in a connecting region by means of a connecting plate, in which the end faces of the two cross member sections are connected to the connecting plate.

[0007] The instrument panel support proposed here is supported by a tunnel support, the distal end of which is housed in a recess provided on the instrument panel support. The recess is sleeve-shaped; the tunnel support is designed as a curved tube. The tunnel support supports the instrument panel support relative to the vehicle's tunnel, thus supporting it downwards.

[0008] A similar design is disclosed in DE 10 2010 020 706 A1. Here, too, two crossbeam sections are connected to each other by means of a connecting plate. A tunnel support mount is provided in the area of ​​the connecting plate. A tunnel support can also be inserted and mounted into this tunnel support mount.

[0009] The disadvantages of these previously known designs are the bulkiness of the corresponding connection between the tunnel support and the crossbeam or crossbeam sections, as well as the high material usage. The provision of various components for forming the connecting assembly, in addition to the provision of the corresponding mounting, makes it difficult to maintain the tight tolerances required for smooth assembly.

[0010] Another embodiment for connecting two cross member sections to form a cross member for an instrument panel support is disclosed in WO 2009 077 702 A1. Here, the tunnel support itself integrally forms the connecting plate that connects the two cross member sections.

[0011] While this type of connection is lighter than the aforementioned designs, it is also less stable and rigid, which adversely affects vibration behavior. In the event of a crash, such a cross member is at risk of buckling.

[0012] Against this background, it is the object of the invention to propose an instrument panel support comprising a cross member formed from two cross member sections, which on the one hand is designed to be lightweight and at the same time meets the stiffness and frequency requirements and has a good crash performance.

[0013] This object is achieved by a generic instrument panel support as mentioned above with the features of claim 1.

[0014] Advantageous embodiments emerge from the dependent claims and the description.

[0015] The core of the invention is to integrate the distal end of the support into the connection between the two cross member sections, in contrast to the prior art. This keeps the connection lightweight and slim, while at the same time avoiding any compromises in terms of rigidity, frequency response, and crash performance. For this purpose, the distal end of the support is designed in a profile-like manner, with two legs.

[0016] One leg forms the connecting plate and is thus aligned transversely to the direction of extension of the cross member. This leg connects the two end faces of the cross member sections. It is certainly possible to provide at least one projection or similar feature on the connecting plate to accommodate at least one cross member section. This allows for precise positioning of the cross member section relative to the connecting plate.

[0017] The second leg serves to stabilize the cross member by being connected, preferably directly, to one of the two cross member sections, thereby supporting the corresponding cross member section. It preferably contacts the outer surface of the cross member section. By providing the support section in direct relation to the connecting plate, it can also be used to position the corresponding cross member section relative to the connecting plate. Further positioning assistance on the connecting plate for this cross member section is then not absolutely necessary.

[0018] To ensure effective force transmission between the two legs, the two legs are connected in one piece. This allows the distal end of the support to be lightweight. Furthermore, tolerances can be maintained more tightly, thus improving the overall support of the individual cross member sections.

[0019] The tunnel support simultaneously protrudes from the crossbeam due to its integration into the crossbeam. The force application or support on the crossbeam is distributed over a section extending longitudinally along the crossbeam, not only from the outside onto the outer surface of the crossbeam, but also through the connecting plate into the crossbeam itself and thus toward the opposite wall of the force introduction. The additional support provided by the support section, spaced from the connecting plate, simultaneously prevents the crossbeam from buckling due to the force introduction into the crossbeam through the support.

[0020] Preferably, the two legs of the distal end of the support are connected to one another by a web arranged therebetween. By spacing the two legs apart, the stabilizing effect of the support section is increased, since a certain lever arm is provided between the support section and the connecting plate. Furthermore, it can also be provided that the web is additionally connected to the cross member section, for example also contacting the lateral surface of the cross member section. In this way, multi-dimensional stabilization of the cross member section is achieved in the connection area and thus in the connection area of ​​the cross member as a whole, since the web and legs point in different directions. In particular, it can be provided that the support section is designed in its planar extension parallel to the planar extension of the connecting plate.The parallel design of the support section and the connecting plate counteracts buckling of the cross member, particularly in the event of a frontal crash, as the section modulus of the support section counteracts such buckling. Furthermore, the connecting plate and thus the most critical area of ​​the cross member are additionally supported, stiffening the entire connection area and optimizing its natural frequencies. This also allows the overall length of the weld seam connecting the two cross member sections to be reduced, allowing such an instrument panel support to be manufactured with greater energy efficiency.

[0021] The legs of the support can be part of a conventionally folded profile, such as an L-, U-, or rectangular profile. Other profile types, with at least two legs, are also conceivable.

[0022] In a particularly preferred embodiment, it can be provided that the distal end of the support is designed as a U-profile. It is then further preferably provided that the opening direction of the U-profile is aligned transversely to the longitudinal extent of the cross member. Such a distal end can be designed as a stamped and bent part and, against this background, is particularly simple and cost-effective to manufacture, while at the same time the necessary tolerances can be easily maintained, in particular between the connecting plate and the support section. This ensures high dimensional accuracy, even in series production. The opening direction of this U-profile is thus in the direction of travel or opposite to the direction of travel, although the web or back of the U-profile preferably points towards the passenger cell in order to avoid injuries in the event of a crash.

[0023] In many cases, the two cross member sections are designed as hollow profiles. Frequently, one of the two cross member sections is designed as a shell profile, comprising two interconnected shells, and the other cross member section is designed as an extruded tubular profile, for example. By using two shell profiles, a complex geometry is possible, particularly in the handlebar area, also with a view to the required rigidity, while the remaining part of the cross member, for example on the passenger side, can be manufactured lightweight and cost-effectively. It can be designed using a conventional tube, for example with a circular cross-section.

[0024] The end faces of the cross member sections can be provided to overlap. In this configuration, the two cross member sections are arranged offset from one another. In a cross-sectional view, the walls of the cross member sections, which are usually designed as hollow profiles, intersect. This overlap enables a positive force transfer from one cross member section to the other in the event of a side impact. This positive contact is distributed beyond the precise intersection points by the connecting plate arranged between them.

[0025] It can be provided that the connecting plate closes the cross-section, for example the two hollow profiles, of the two cross member sections in a stabilizing manner. The hollow space in the cross member sections facing the connecting plate is thus closed to a significant extent. The connecting plate then acts as a bulkhead plate within the cross member. This increases the stability of the two cross member sections in the connection area and prevents the two cross member sections from collapsing in the event of a crash. Smaller openings in the connecting plate can be provided to route cables or other lines through, although it is preferred to provide the connecting plate without any openings. This maximizes rigidity.

[0026] Preferably, the outer edge of the connecting plate extends beyond the respective cross-sections of the cross-member sections, forming a groove between the connecting plate and the respective cross-member section. This extension beyond the cross-member section not only offers the possibility of creating a fillet weld for connecting the cross-member sections to the connecting plate, but also increases the rigidity of the connection area in the manner of a supporting rib. Thus, it is also particularly provided that the connecting plate is flat in its connection area in order to maximize the section modulus introduced by the connecting plate.

[0027] Preferably, the two cross-member sections have different cross-sections, and the support section is connected to the cross-member section with the smaller cross-section. This additionally stabilizes and supports the weaker cross-member section toward the connection area, also with regard to the connection to the connecting plate.

[0028] Preferably, the support is formed entirely in one piece. This eliminates the need for additional mounting of the support to the instrument panel support. The support is thus fully integrated into the cross member and thus the instrument panel support, and thus protrudes from the cross member. At the other distal end of the support, it is usually connected to the rest of the vehicle's chassis, thus providing solid support for the instrument panel support.

[0029] Preferably, the support is a tunnel support, with which the instrument panel support is braced against the tunnel of a motor vehicle. Such a tunnel support is typically located in the center of the instrument panel support. Furthermore, the connection to the tunnel is considered rigid relative to the chassis, so that only minimal vibration is induced via the tunnel support into the instrument panel support, or rather, into the connecting area of ​​the two cross member sections.

[0030] Furthermore, it is provided that the instrument panel support further has a connecting strut pointing forward towards the front wall or cowl, which is aligned with the distal end of the support. The arrangement of the forward-facing connecting strut directly in the region of the support providing the connecting plate and the support section enables direct force transmission from the forward-facing connecting strut to the support. In this way, the cross member is not subjected to bending stress when forces are transferred from the connecting strut to the support, for example the tunnel support, which is particularly positive with regard to its vibration behavior. For example, it can be provided that the distal end of the support and the connecting strut have essentially the same width. In particular, it is preferably provided that they have the same type of profile and are aligned with regard to their legs.

[0031] In particular, it is particularly preferably provided that the connecting strut, in its section facing the cross member, has two legs and a web connecting the legs, and that the two legs are essentially aligned with the legs of the distal end of the support. This further improves force transmission and optimizes vibration behavior, since the cross member is thus supported multidirectionally both transversely and in its longitudinal extent, in particular essentially at right angles to one another, in that the connecting strut and the support are connected essentially at right angles to one another to the rest of the chassis of the motor vehicle with a view to the cross member. Against this background, the support and the connecting strut are aligned accordingly with one another and arranged on the circumference of the cross member.

[0032] It can also be provided that the legs of the connecting strut and the distal end are directly connected to one another, contact each other in a form-fitting manner in the direction of extension of the legs, or are connected with the interposition of a cross member section. In the latter case, the shortest distance between the legs along the lateral surface of the cross member section is only approximately 10%, preferably 5%, of the circumference. In this way, the force transmission from the connecting strut to the support is further improved without the risk of the interposed cross member section collapsing.

[0033] The invention is explained in more detail with reference to the accompanying figures. They show:

[0034] Fig. 1: A connection according to the invention of two cross member sections for forming a cross member of an instrument panel support in a three-dimensional view, Fig. 2: an exploded view of Figure 1,

[0035] Fig. 3: another three-dimensional view of the instrument panel support of Figure 1, rotated compared to the representation in Figure 1.

[0036] The figures show an instrument panel support 1 (not shown in detail). The instrument panel support 1 comprises a cross member composed of two cross member sections 2, 3 (only shown in sections in the figures). The cross member extends between the two A-pillars (not shown in detail) of a motor vehicle. A support 4, or rather a tunnel support, projects downwards from the cross member. The further extension of the support 4 is connected to the tunnel of the motor vehicle (not shown in detail) and supports the cross member relative to the tunnel essentially in the vertical direction, i.e., counter to the weight of the cross member or rather the instrument panel support 1.

[0037] The first cross member section 2 is a shell profile and is formed by two half-shells 5, 6, which are joined together in the area of ​​their free legs by welding. The second cross member section 3 is formed by an extruded tubular profile with a circular cross-section.

[0038] The first cross member section 2 and the second cross member section 3 are connected to each other by a connecting plate 7. For this purpose, the end faces 8, 9a, 9b of the two cross member sections 2, 3 are connected, here welded, to the flat connecting plate 7. The connecting plate 7 closes the cross-section of the hollow profiled cross member sections 2, 3, thereby providing additional stiffening.

[0039] The connecting plate 7 projects with its outer edge 10 beyond the respective cross sections of the cross member sections 2, 3 in the connection area, so that grooves 11, 12 are formed between the respective cross member sections 2, 3 and the connecting plate 7. Weld seams are provided along these grooves 11, 12 for connecting the cross member sections 2, 3 to the connecting plate 7.

[0040] The connecting plate 7 is part of the support 4 and, as part of the distal end of the support 4, is formed by a leg 13 of the U-shaped profiled support 4. The support 4 has a further leg 14 spaced from the first leg 13, which is connected to the first leg 13 by a web 15, forming the U-profile of the support 4. The second leg 14 is aligned with its planar extension parallel to the connecting plate 7 and thus also to the first leg 13.

[0041] It is provided that the support 4 is aligned in such a way that the U-profile formed by it itself is aligned with its opening direction transverse to the longitudinal extension direction L of the cross member.

[0042] The second leg 14 provides, at its distal end facing the cross member section 3, a support section 16 which contacts the lateral surface 17 of the second cross member section 3 and is connected, here welded, to it. This enables additional support of the second cross member section 3. In particular, the cross member section with the smaller cross section is additionally reinforced and supported. Furthermore, the connection between the two cross member sections 2, 3 in the region of the connecting plate 7 is stiffened by the support by means of the support section 16, also because forces introduced from the outside onto the connecting plate 7 via the support 4 are additionally introduced via the support section 16 into the cross member section 3 and thus into the cross member as a whole - at a distance from the connecting plate 7 and thus the critical connection of the cross member.

[0043] The two cross member sections 2, 3 overlap with their end faces. In a cross-sectional view not shown here, the two walls of the cross member sections 2, 3 intersect, as can be seen particularly in Figure 3. The alignment of the two cross member sections 2, 3 with respect to their end faces 8, 9a, 9b provides a force-efficient positive connection in the longitudinal direction L of the cross member, through which the forces introduced laterally into the motor vehicle can be transmitted, particularly in the event of a side impact.

[0044] The support 4 is formed in one piece here, and its lower section is cut away only for illustration purposes. It protrudes from the cross member formed by the two cross member sections 2, 3, as it is integrally incorporated into the connection between the two cross member sections 2, 3. It is thus part of the instrument panel support 1, or rather, the cross member.

[0045] To support the cross member, it is additionally supported by a connecting strut 18 pointing in the direction of travel, which is connected to a cowl (not shown in detail) or the front wall of the motor vehicle.

[0046] The connecting strut 18 is formed by a U-profile having two legs 19, 20, as well as a web 21 connecting the two legs 19, 20.

[0047] The connecting strut 18 is connected to the cross member in alignment with the support 4. The two legs 19, 20 are essentially spaced at the same distance as the legs 13, 14 of the support 4. In a connection area 22, one leg 20 of the connecting strut 18 is directly connected to the connecting plate 7, here by welding. A force introduced into the cross member via this leg 20 is thus directly transferred to the support 4. As a result, the cross member is less prone to vibration overall.

[0048] The other leg 19 of the connecting strut 18 has a support area 23, with which the connecting strut 18 is connected to the second cross member section 3; the support area 23 contacts the outer surface 17 of the second cross member section 3 and thus the same cross member section to which the support section 16 of the support 4 is also connected. The web 21 connecting the two legs 19, 20 of the connecting strut 18 is also integrally connected to the second cross member section 3.

[0049] The support area 23 of the connecting strut 18 extends around the second cross member section 3 into the area of ​​the support section 16 of the support 4. In this way, a force introduced into the cross member by the leg 19 of the connecting strut 18, which has the support area 23, is transmitted almost directly to the support 4. In any case, force transmission is only possible over a small circumference of the flat surface of the second cross member section 3, thus counteracting a collapse of the second cross member section 3.

[0050] Overall, the proposed connection of the two cross member sections 2, 3 provides an instrument panel support 1 that integrally incorporates the support 4 and connecting strut 18 projecting from the cross member into its design, and utilizes their supporting properties to improve the connection of the two cross member sections 2, 3. This provides a high-performance and rigid cross member with a low weight in the connection area. This low weight is a positive factor for the frequency response and vibration susceptibility.

[0051] The invention has been described using an exemplary embodiment. Without departing from the scope of protection described by the applicable claims, numerous further embodiments will become apparent to those skilled in the art to implement the inventive concept without the need for further explanation within the scope of these statements.

[0052] 1 instrument panel carrier

[0053] 2 first cross member section

[0054] 3 second cross member section

[0055] 4 Support

[0056] 5 first half shell

[0057] 6 second half shell

[0058] 7 Connecting plate, 9a, 9b End faces of the cross member sections

[0059] 10 Edge of the connecting plate

[0060] 1 1 , 12 throat

[0061] 13, 14 legs

[0062] 15 jetty

[0063] 16 support section

[0064] 17 Shell surface

[0065] 18 connecting strut

[0066] 19, 20 Legs of the connecting strut

[0067] 21 Web of the connecting strut

[0068] 22 Connection area

[0069] 23 Support area

[0070] L Longitudinal direction of the cross member

Claims

Patent claims 1. Instrument panel support comprising at least two cross member sections (2, 3) connected to one another in the longitudinal extent (L) of the instrument panel support (1), forming a cross member, wherein the two cross member sections (2, 3) are connected to one another by a connecting plate (7) at their respective mutually facing end faces (8, 9a, 9b), and the connecting plate (7) is part of a distal end of a support (4), which support (4) additionally has at its distal end a support section (16) with which a cross member section (3) is supported at a distance from the connecting plate (7), characterized in that the distal end of the support (4) is formed in one piece in a profile-like manner, having two legs (13, 14), wherein the connecting plate (7) and the support section (16) are formed by the legs (13, 14).

2. Instrument panel support according to claim 1, characterized in that the two legs (13, 14) of the distal end of the support (4) are connected to one another by a web (15) arranged therebetween.

3. Instrument panel support according to claim 2, characterized in that the support section (16) is designed in its planar extension parallel to the planar extension of the connecting plate (7).

4. Instrument panel support according to claim 2 or 3, characterized in that the distal end of the support (4) is designed as a U-profile, the opening direction of which is aligned transversely to the longitudinal extent of the cross member (L).

5. Instrument panel support according to one of claims 1 to 4, characterized in that the support (4) is designed as a tunnel support.

6. Instrument panel support according to one of claims 1 to 5, characterized in that the connecting plate (7) closes the cross section of the cross member sections (2, 3) in a stabilizing manner.

7. Instrument panel support according to one of claims 1 to 6, characterized in that the connecting plate (7) projects with its outer edge (10) beyond the respective cross sections of the cross member sections (2, 3), forming a groove (11, 12) between the connecting plate (7) and the respective cross member section (2, 3).

8. Instrument panel support according to one of claims 1 to 7, characterized in that the end faces of the cross member sections (8, 9a, 9b) overlap.

9. Instrument panel support according to one of claims 1 to 8, characterized in that one cross member section (2) is designed as a half-shell (5, 6) and the other cross member section (3) is designed as a tube.

10. Instrument panel support according to one of claims 1 to 9, characterized in that the two cross member sections (2, 3) have different cross sections and the support section (16) is connected to the cross member section (3) which has the smaller cross section.

11. Instrument panel support according to one of claims 1 to 10, characterized in that the instrument panel support (1) further comprises a connecting strut (18) for connecting the instrument panel support (1) to a front part of the chassis, such as the front wall or the cowl, which is aligned with the distal end of the support (4).

12. Instrument panel support according to one of claims 2 to 11, characterized in that the connecting strut (18) has, in its section facing the cross member, two legs (19, 20) and a web (21) connecting the legs (19, 20) and the two legs (19, 20) are substantially aligned with the legs (13, 14) of the distal end of the support (4).

13. Instrument panel support according to one of claims 1 to 12, characterized in that the legs (13, 14, 19, 20) of the connecting strut (18) and the distal end of the support (4) are directly connected to one another, contact one another in a form-fitting manner in the direction of extension of the legs or are connected with the interposition of a cross member section (3), wherein in the latter case the shortest distance between the legs (14, 19) along the lateral surface (17) of the cross member section (3) is only about 10%, preferably 5% of the circumference.

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