Hybrid cross-car beam

Abstract

Aspects of the present invention relate to a hybrid cross-car beam (100) for a vehicle. The hybrid cross-car beam comprises a longitudinal axis defining a cross-car span of the hybrid cross-car beam. The hybrid cross-car beam comprises a first beam portion (200) which has a cross-car section (202) and an upstanding section (204), the upstanding section functioning as a support leg of the first beam portion (100). The first beam portion (200) comprising a first material, forming a first portion of the cross-car span of the hybrid cross-car beam and a second beam portion (300), secured to the first beam portion, comprises a second material different to the first material, and forms a second portion of the cross-car span of the hybrid cross-car beam. A fastening arrangement (500) secures the first beam portion and the second beam portion to each other via mechanical fasteners. The fastening arrangement includes a number of brackets connected to the first beam portion, each said bracket comprising mechanical fastener holes therethrough, wherein at least one said bracket extends from the upstanding section in a cross-car direction, the brackets configured to receive mechanical fasteners in different fastener insertion directions (502, 504).

Description

[0001] HYBRID CROSS-CAR BEAM

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a hybrid cross-car beam. In particular, but not exclusively, it relates to a hybrid cross-car beam, to a beam portion for the hybrid cross-car beam, and to a vehicle.

[0004] BACKGROUND

[0005] Vehicle bodies comprise body sides and various beams interconnecting the body sides. The instrument panel, or dashboard, of the vehicle is supported by an instrument panel cross-car beam (‘cross-car beam’ herein). The cross-car beam connects the instrument panel to the body sides of the vehicle. A traditional cross-car beam consists of a substantially straight structural metal tube extending the full width of the vehicle. Various mounts or brackets are attached to the tube. A traditional cross-car beam has a generally uniform stiffness across the full width of the vehicle but is generally a heavy component which increases whole-life vehicle emissions. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

[0006] SUMMARY OF THE INVENTION

[0007] Aspects and embodiments of the invention provide a hybrid cross-car beam, a beam portion, and a vehicle, as claimed in the appended claims.

[0008] According to an aspect of the present disclosure there is provided a hybrid cross-car beam for a vehicle. The hybrid cross-car beam comprises a longitudinal axis defining a cross-car span of the hybrid cross-car beam. The hybrid cross-car beam comprises a first beam portion comprising a first material, the first material forming a first portion of the cross-car span of the hybrid cross-car beam. The hybrid cross-car beam also comprises a second beam portion secured to the first beam portion, the second beam portion comprising a second material different to the first material, the second material forming a second portion of the cross-car span of the hybrid cross-car beam. The hybrid cross-car beam also comprises a fastening arrangement to secure the first beam portion and the second beam portion to each other via mechanical fasteners to connect the first beam portion of the hybrid crosscar beam to the second beam portion of the hybrid cross-car beam such that when secured to each other the first and second beam portions collectively form the cross-car span of the hybrid cross-car beam.

[0009] The first beam portion may comprise a cross-car section and an upstanding section wherein the upstanding section functions as a support leg of the first beam portion.

[0010] The fastening arrangement may comprise a plurality of brackets connected to the first beam portion, each said bracket comprising mechanical fastener holes therethrough, and wherein at least one said bracket extends from the upstanding section in a cross-car direction. In other arrangements two or three said brackets may extend from the upstanding portion. In one arrangement the fastening arrangement comprises three brackets, two said brackets extending in a cross-car direction from the upstanding section and the third extending substantially horizontally in a direction perpendicular to the crosscar direction, The third bracket may be attached to the cross-car section or to the upstanding section, optionally at a transition area between the crosscar section and the upstanding section.

[0011] It will be understood that, when the hybrid cross-car beam is fitted to a vehicle in use, the longitudinal axis defining the cross-car span may extend in a generally horizontal and lateral direction of the vehicle. Put another way, the longitudinal axis defining the cross-car span may be parallel to a “y-axis” of the vehicle when in use.

[0012] The fastening arrangement may be configured to receive one or more mechanical fasteners in a first fastener insertion direction and to receive one or more mechanical fasteners in a second fastener insertion direction which is different to the first fastener insertion direction.

[0013] The first and second fastener insertions being different directions (i.e., not parallel) provides an improved attachment in comparison to alternatives in which mechanical fasteners are only received in a single fastener insertion direction, because it facilitates joining of the first and second beam portions in multiple planes. In addition, having mechanical fasteners inserted in different directions facilitates “dialling out” any dimensional differences present in the first and second beam portions when they are joined together. For example, this configuration may allow differing dimensional tolerance bands present in the first and second beam portions to be accommodated, and may ensure that the hybrid cross-car beam has the correct overall dimensions and shape once the first and second beam portions are secured together.

[0014] The fastening arrangement may comprise mechanical fastening points for receiving said one or more mechanical fasteners, wherein at least one of the mechanical fastening points faces a first fastener insertion direction and at least one of the mechanical fastening points faces a second fastener insertion direction which is different to the first fastener insertion direction. In this context, the phrase “facing a fastener insertion direction” may be understood to mean that the mechanical fastening points each define an axis of insertion which is parallel to the respective fastener insertion direction. Put another way, the one or more mechanical fastening points may each define a mechanical fastener hole wherein a plane through the mechanical fastener hole is arranged perpendicular to the respective fastener insertion direction.

[0015] The first and second fastener insertions being different directions (i.e., not parallel) provides an improved attachment in comparison to alternatives in which mechanical fastening points only face a single fastener insertion direction, because it facilitates joining of the first and second beam portions in multiple planes. In addition, having mechanical fasteners inserted in different directions facilitates “dialling out” any dimensional differences present in the first and second beam portions when they are joined together. For example, this configuration may allow differing dimensional tolerance bands present in the first and second beam portions to be accommodated, and may ensure that the hybrid cross-car beam has the correct overall dimensions and shape once the first and second beam portions are secured together.

[0016] Optionally, the first fastener insertion direction is at an angle of at least 15 degrees to the second fastener insertion direction, optionally at least 30 degrees, optionally at least 45 degrees, optionally at least 60 degrees, optionally at least 75 degrees, optionally at approximately 90 degrees.

[0017] Such a range of angles may be particularly beneficial for “dialling out’ dimensional differences present in the first and second beam portions.

[0018] It will be understood that the first fastener insertion direction does not define a specific axis along which one or more fasteners may be inserted through the fastening arrangement, but rather defines a general direction (e g., horizontal, vertical, lateral, longitudinal, etc. relative to the orientation of the hybrid cross-car beam in use in a vehicle when the vehicle is stationary on a flat, level surface). Similarly, the second fastener insertion direction does not define a specific axis along which one or more fasteners may be inserted through the fastening arrangement, but rather defines a general direction (e.g., horizontal, vertical, lateral, longitudinal, etc. relative to the orientation of the hybrid cross-car beam in use in a vehicle when the vehicle is stationary on a flat, level surface). Therefore, the angle between the first fastener insertion direction and the second fastener insertion direction can be considered as an angle between first and second insertion axes which extend in the respective first and second directions, regardless of whether the first and second insertion axes intersect each other or are skew lines.

[0019] Optionally, the first fastener insertion direction is transverse to the longitudinal axis of the hybrid cross-car beam. Optionally, the first fastener insertion direction is an approximately horizontal direction. In other words, the first fastener insertion direction may be an approximately longitudinal direction of a vehicle in which the hybrid cross-car beam is installed in use (e.g., a forwards direction).

[0020] It will be understood that at least part of the first and second beam portions may overlap in order to be secured by the mechanical fasteners. It will also be understood that the cross-car span of the hybrid cross-car beam may be the longest dimension of the hybrid cross-car beam, and therefore it may be easier to provide an overlap along a portion of the cross-car span. Such an overlap may be easily secured by having the first fastener insertion direction transverse to the cross-car span of the hybrid cross-car beam.

[0021] Optionally, the second fastener insertion direction is transverse to the longitudinal axis of the hybrid cross-car beam. Optionally, the second fastener insertion direction is transverse (e.g., orthogonal) to each of the longitudinal axis of the hybrid cross-car beam and the first fastener insertion direction. Optionally, the second fastener insertion direction is an approximately vertical direction when the hybrid cross-car beam is provided in a vehicle in use and when the vehicle is stationary on a flat, level surface. The second fastener insertion direction being an approximately vertical direction (e.g., a downwards direction) may allow better access and easier insertion of mechanical fasteners (e.g., from above or below the hybrid cross-car beam) in comparison to mechanical fasteners inserted in a lateral direction (e.g., parallel to the cross-car span). This may simplify manufacturing / assembly of the hybrid cross-car beam.

[0022] Optionally, the first fastener insertion direction is approximately orthogonal to the longitudinal axis of the hybrid cross-car beam and the second fastener insertion direction is approximately orthogonal to each of the longitudinal axis of the hybrid cross-car beam and the first fastener insertion direction.

[0023] In this context, the term “orthogonal” will be understood that the respective directions / axes are parallel to lines which meet at a right angle, but which do not necessarily intersect. In other words, “orthogonal” is intended herein to cover both perpendicular intersecting lines, as well as skew lines arranged at approximately 90 degrees to each other.

[0024] Optionally, the fastening arrangement is configured to receive a plurality of mechanical fasteners in the first fastener insertion direction and / or a plurality of mechanical fasteners in the second fastener insertion direction.

[0025] In other words, multiple spaced apart fasteners may be inserted in the first fastening direction along different parallel insertion axes. Similarly, multiple spaced apart fasteners may be inserted in the second fastening direction along different parallel insertion axes.

[0026] Such a configuration may provide a more robust connection than other configurations in which a single fastener is inserted in the first fastener insertion direction and / or the second fastener insertion direction.

[0027] Optionally, the first fastener insertion direction is approximately orthogonal to the longitudinal axis of the hybrid cross-car beam and the second fastener insertion direction is approximately orthogonal to each of the longitudinal axis of the hybrid cross-car beam and the first fastener insertion direction, wherein the fastening arrangement is configured to receive more mechanical fasteners in the first fastener insertion direction than in the second fastener insertion direction.

[0028] The mechanical fasteners inserted in the first fastener insertion direction may inhibit bowing of the hybrid cross-car beam in a vertical direction at the joint between the first and second beam portions, whereas the mechanical fasteners inserted in the second fastener insertion direction may inhibit bowing of the hybrid cross-car beam in a longitudinal direction. Since gravitational forces will act to urge bowing of the hybrid cross-car beam in the vertical direction, but not the longitudinal direction, having more mechanical fasteners inserted in the first fastener insertion direction than the second fastener insertion direction may provide an improved means of inhibiting bowing of the hybrid cross car beam without using unnecessary mechanical fasteners.

[0029] In addition, it will be understood that the first and second beam portions may overlap in a direction parallel to the longitudinal axis of the hybrid cross-car beam (e.g., in a lateral cross-car direction) in order to accommodate the mechanical fasteners inserted in the first fastener insertion direction. The first and second beam portions may overlap in a direction perpendicular to the longitudinal axis of the hybrid cross-car beam (e.g., in a longitudinal direction of the vehicle) in order to accommodate the mechanical fasteners inserted in the second fastener insertion direction. Since the hybrid cross-car beam will typically have a longer dimension in the cross-car direction than the longitudinal direction, this facilitates a larger lateral overlap than longitudinal overlap. Therefore, it may be easier to accommodate more mechanical fasteners in the first fastener insertion direction than in the second fastener insertion direction.

[0030] Optionally, the fastening arrangement is configured to receive at least three mechanical fasteners in the first fastener insertion direction and at least two mechanical fasteners in the second fastener insertion direction.

[0031] Optionally, the fastening arrangement comprises a first fastening region configured to receive one or more mechanical fasteners in the first fastener insertion direction and a second fastening region configured to receive one or more mechanical fasteners in the second fastener insertion direction. Optionally, the first and second fastening regions are offset from each other in a direction parallel to the longitudinal axis of the hybrid cross-car beam and / or in a direction which is orthogonal to the longitudinal axis of the hybrid cross-car beam. Optionally, the first fastening region is inboard of the second fastening region with respect to a lateral mid-point of the hybrid cross-car beam. Optionally, the first fastening region is aft of the second fastening region. Such a configuration may ensure that the connection between the first and second beam portions is stiff in at least two directions (e g., in three directions when the first and second fastening regions are offset in both the lateral cross-car direction and the longitudinal direction).

[0032] Optionally, the first fastening region is spaced apart from the second fastening region in the direction parallel to the longitudinal axis of the hybrid crosscar beam by at least 5cm, optionally by at least 10cm, optionally by at least 15cm.

[0033] In other embodiments, the first and second fastening regions may partially overlap in the lateral cross car direction. For example, the most outboard portion of the first fastening region may be between the most inboard and outboard portions of the second fastening region in the lateral cross-car direction.

[0034] Optionally, the first fastening region is spaced apart from the second fastening region in the direction orthogonal to the longitudinal axis of the hybrid cross-car beam by at least 5cm, optionally by at least 10cm, optionally by at least 15cm.

[0035] In other embodiments, the first and second fastening regions may partially overlap in the longitudinal direction. For example, the most forward portion of the first fastening region may be between the most rearward and forward portions of the second fastening region in the longitudinal direction.

[0036] Optionally, the fastening arrangement comprises one or more brackets connected to the first beam portion, wherein the fastening arrangement further comprises mechanical fastener holes through the one or more brackets.

[0037] Such brackets may facilitate easier connection and improved beam rigidity.

[0038] It will be understood that each of the one or more brackets may define an extension of the first beam portion which may be integrally formed with the rest of the first beam portion, or attached to the rest of the first beam portion (e g., via welding or fastening to another part of the first beam portion).

[0039] Optionally, the one or more brackets comprise a first bracket portion extending in a first bracket direction which is transverse to the first fastener insertion direction, and a second bracket portion extending in a second bracket direction which is transverse to the second fastener insertion direction. Optionally, the first and second bracket portions are defined by separate first and second brackets.

[0040] Optionally, the first and second bracket portions define the first and second fastening regions of the fastening arrangement.

[0041] Optionally, the fastening arrangement comprises a plurality of mechanical fastening points. Optionally, each mechanical fastening point comprises a mechanical fastening hole in the first beam portion and corresponding substantially aligned mechanical fastening hole in the second beam portion.

[0042] Such a configuration facilitates easy securing of the two beam portions. For example, the corresponding pairs of mechanical fastening holes may both be through-holes for receiving a threaded fastener which can be secured by a threaded hole component, such as a nut. Alternatively, one of the mechanical fastening holes may be a through-hole and the corresponding mechanical fastening hole may be a threaded hole for securing a threaded fastener.

[0043] Optionally, at least one of the mechanical fastening points comprises a tolerance arrangement in which the mechanical fastening hole in one of the first and second beam portions is enlarged relative to the corresponding mechanical fastening hole in the other of the first and second beam portions, to provide a tolerance in at least one direction, optionally in a direction which is parallel to the longitudinal axis of the hybrid cross-car beam.

[0044] In this way, if the beam portions are out of specification (or if vehicle body sides to which the hybrid cross-car beam is attached are out of specification), the dimensional variation can be absorbed by the enlarged mechanical fastener hole(s).

[0045] Optionally, the first beam portion comprises the enlarged mechanical fastening hole. In some embodiments, the corresponding mechanical fastening holes may both be enlarged in the same direction (e.g., defining parallel slots) or in different directions (e.g., defining intersecting slots). This may provide further tolerance to absorb dimensional variations.

[0046] Optionally, the mechanical fastening holes in the first beam portion are through-holes and the mechanical fastening holes in the second beam portion are threaded holes.

[0047] This may simplify assembly by not requiring access to an opposing side of the hybrid cross-car beam to fasten a corresponding threaded hole component, such as a nut.

[0048] Optionally, the second material comprises a composite material and the threaded holes are defined by threaded inserts which are secured to the composite material.

[0049] Threaded inserts which are secured to the composite material (e.g., via in-moulding) may provide a simple means of providing a threaded hole.

[0050] Optionally, the plurality of mechanical fastening points comprises at least two mechanical fastening points which face the first fastener insertion direction and which are spaced apart from each other in a direction transverse to the first and second fastener insertion directions, optionally in a direction which is parallel to the longitudinal axis of the hybrid cross-car beam.

[0051] In this way, the mechanical fasteners used to connect the first and second beam portions are distributed such that peel loads are significantly reduced and the mechanical fasteners are predominantly in tension and shear. This is particularly more favourable for the second beam portion when the second material is a composite material.

[0052] Optionally, the plurality of mechanical fastening points comprises at least two mechanical fastening points which face the second fastener insertion direction and which are spaced apart from each other in a direction parallel to the first fastener insertion direction.

[0053] In this way, the mechanical fasteners used to connect the first and second beam portions are distributed such that peel loads are significantly reduced and the mechanical fasteners are predominantly in tension and shear. This is particularly more favourable for the second beam portion when the second material is a composite material.

[0054] Optionally, the plurality of mechanical fastening points comprises a first mechanical fastening point which defines a first fastener insertion axis along which a mechanical fastener may be inserted through the first mechanical fastening point in the first fastener insertion direction, and the plurality of mechanical fastening points comprises a second mechanical fastening point which defines a second fastener insertion axis along which a mechanical fastener may be inserted through the second mechanical fastening point in the second fastener insertion direction, wherein the first and second fastener insertion axes are skew lines.

[0055] In other words, the first and second fastener insertion axes may be non-parallel and non-intersecting. Put another way, the first and second fastener insertion axes may be offset from each other in a direction parallel to the longitudinal axis of the hybrid cross-car beam (e.g., a lateral cross-car direction of the vehicle in use), and / or a direction which is orthogonal to the longitudinal axis of the hybrid cross-car beam (e.g., a longitudinal direction of the vehicle in use), and / or a vertical direction of the vehicle. Such a configuration may ensure that the connection between the first and second beam portions is stiffer than if the first and second fastener insertion axes intersected each other.

[0056] Optionally, the first material comprises a metallic material and / or the second material comprises a composite material.

[0057] Having a metallic material (which is typically stiffer and denser) may allow a component that is desired to have low vibration, such as a steering column support, to be supported by the first beam portion. Having the second beam portion, which may be a less critical part of a primary lateral load path, comprised of a composite material (which is typically less stiff and of lower density) may facilitate a lighter weight and cheaper overall hybrid cross-car beam.

[0058] A further aspect of the disclosure provides a beam portion for a hybrid cross-car beam comprising a longitudinal axis defining a cross-car span of the hybrid cross-car beam, the beam portion being adapted to form a portion of the cross-car span of the hybrid cross-car beam. The beam portion comprises mechanical fastener holes which are adapted to receive mechanical fasteners to enable the beam portion to be secured to a further beam portion forming a further portion of the cross-car span of the hybrid cross-car beam such that when secured to each other the beam portion and further beam portion collectively form the cross-car span of the hybrid cross-car beam.

[0059] At least one of the mechanical fastener holes may be configured to receive a mechanical fastener in a first fastener insertion direction, and at least one of the mechanical fastener holes may be configured to receive a mechanical fastener in a second fastener insertion direction which is different to the first fastener insertion direction.

[0060] The first and second fastener insertions being different directions (i.e., not parallel) provides an improved attachment of the beam portion to another beam portion, in comparison to alternatives in which mechanical fasteners are only received in a single fastener insertion direction, because it facilitates joining of the respective beam portions in multiple planes. In addition, having mechanical fasteners inserted in different directions facilitates “dialling out” any dimensional differences present in the beam portions when they are joined together. For example, this configuration may allow differing dimensional tolerance bands present in the beam portions to be accommodated, and may ensure that a hybrid cross-car beam formed by joining the beam portion to another beam portion has the correct overall dimensions and shape once the beam portions are secured together.

[0061] At least one of the mechanical fastener holes may face a first fastener insertion direction and at least one of the mechanical fastener holes may face a second fastener insertion direction which is different to the first fastener insertion direction.

[0062] The first and second fastener insertions being different directions (i.e., not parallel) provides an improved attachment of the beam portion to another beam portion, in comparison to alternatives in which the mechanical fastener holes face a single fastener insertion direction, because it facilitates joining of the respective beam portions in multiple planes. In addition, having mechanical fasteners inserted in different directions facilitates “dialling out’ any dimensional differences present in the beam portions when they are joined together. For example, this configuration may allow differing dimensional tolerance bands present in the beam portions to be accommodated, and may ensure that a hybrid cross-car beam formed by joining the beam portion to another beam portion has the correct overall dimensions and shape once the beam portions are secured together.

[0063] A further aspect of the present disclosure provides a metallic beam portion for a hybrid cross-car beam comprising a longitudinal axis defining a crosscar span of the hybrid cross-car beam, the metallic beam portion comprising a metallic material and being adapted to form a portion of the cross-car span of the hybrid cross-car beam. The metallic beam portion comprises mechanical fastener holes which are adapted to receive mechanical fasteners to enable the metallic beam portion to be secured to a further beam portion forming a further portion of the cross-car span of the hybrid cross-car beam such that when secured to each other the metallic beam portion and further beam portion collectively form the cross-car span of the hybrid cross-car beam.

[0064] At least one of the mechanical fastener holes may be configured to receive a mechanical fastener in a first fastener insertion direction, and at least one of the mechanical fastener holes may be configured to receive a mechanical fastener in a second fastener insertion direction which is different to the first fastener insertion direction.

[0065] At least one of the mechanical fastener holes may face a first fastener insertion direction and at least one of the mechanical fastener holes may face a second fastener insertion direction which is different to the first fastener insertion direction.

[0066] A further aspect of the present disclosure provides a composite beam portion for a hybrid cross-car beam comprising a longitudinal axis defining a crosscar span of the hybrid cross-car beam, the composite beam portion comprising a composite material and being adapted to form a portion of the crosscar span of the hybrid cross-car beam. The composite beam portion comprises mechanical fastener holes which are adapted to receive mechanical fasteners to enable the composite beam portion to be secured to a further beam portion forming a further portion of the cross-car span of the hybrid cross-car beam such that when secured to each other the composite beam portion and further beam portion collectively form the cross-car span of the hybrid cross-car beam.

[0067] At least one of the mechanical fastener holes may be configured to receive a mechanical fastener in a first fastener insertion direction, and at least one of the mechanical fastener holes may be configured to receive a mechanical fastener in a second fastener insertion direction which is different to the first fastener insertion direction.

[0068] At least one of the mechanical fastener holes may face a first fastener insertion direction and at least one of the mechanical fastener holes may face a second fastener insertion direction which is different to the first fastener insertion direction.

[0069] A further aspect of the present disclosure provides a vehicle comprising a hybrid cross-car beam as disclosed herein and / or a beam portion as disclosed herein.

[0070] Such a vehicle benefits from the advantages of the hybrid cross-car beam and / or beam portions outlined above.

[0071] Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner.

[0072] BRIEF DESCRIPTION OF THE DRAWINGS

[0073] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0074] FIG. 1 illustrates an example of a vehicle;

[0075] FIG. 2 illustrates an example of a hybrid cross-car beam;

[0076] FIG. 3 illustrates an example of a hole beam portion of a hybrid cross-car beam;

[0077] FIG. 4 illustrates an example of a bracket beam portion of a hybrid cross-car beam;

[0078] FIG. 5 illustrates an example of securing means for the bracket and hole beam portions;

[0079] FIG. 6A-6C illustrate examples of mechanical fastenings for securing the bracket and hole beam portions;

[0080] FIG. 7 illustrates an enlarged front perspective view of a hybrid cross-car beam; and

[0081] FIG. 8 illustrates a further enlarged front perspective view of a hybrid cross-car beam.

[0082] DETAILED DESCRIPTION

[0083] FIG. 1 illustrates an example of a vehicle 1 in which embodiments of the invention can be implemented. In at least some examples, the vehicle is a passenger vehicle, referred to as a car or as an automobile. FIG. 2 illustrates a cross-car beam 100 and parts of a vehicle body 2 of the vehicle 1.

[0084] FIG. 1 is a front perspective view and illustrates a longitudinal x-axis between the front and rear of the vehicle 1 representing a centreline, an orthogonal lateral y-axis between left and right lateral sides of the vehicle 1 , and a vertical z-axis. A forward / fore direction typically faced by a driver’s seat is in the negative x-direction; rearward / aft is +x. A rightward direction as seen from the driver’s seat is in the positive y-direction; leftward is -y. These are a first lateral direction and a second lateral direction. An upwards direction is a positive z-direction, downwards is -z.

[0085] As shown in FIG. 2, the vehicle 1 comprises a vehicle body 2, beneath exterior trim panels. The vehicle body 2 can have a monocoque construction or a frame construction, for example. The vehicle body 2 can comprise steel or aluminium or other structural materials.

[0086] The vehicle body 2 comprises left and right vehicle body sides 6A, 6B. Each vehicle body side 6A, 6B may be a metal stamping, for example. Each vehicle body side 6A, 6B comprises a side door opening 9A, 9B, enabling user access to at least a front seat or front seats of the vehicle 1 . The lower edge of each side door opening 9A, 9B is defined by a lower sill 8A, 8B. The fore and aft edges of the or each side door opening 9A, 9B are each defined by an upright structural pillar 7A, 7B of the vehicle body 2 rising from a lower sill 8A, 8B. The top edge of the or each side door opening 9A, 9B may be defined by a roof which may or may not be part of the vehicle body 2, depending on whether the vehicle is a convertible or hard-top.

[0087] The upright structural pillars include A-pillars 7A, 7B. The A-pillars 7A, 7B are located towards the fore end of the vehicle body 2. The A-pillars 7A, 7B mark the fore edges of front side door openings 9A, 9B. Other pillars, aft of the A-pillars 7A, 7B, are not referred to in this disclosure and so are not labelled. Each A-pillar 7A, 7B can extend up from a lower sill 8A, 8B of the vehicle body 2 to a glasshouse of the vehicle 1 , and can extend further up as front windscreen pillars.

[0088] The vehicle body 2 further comprises various structural parts interconnecting the left and right vehicle body sides 6A, 6B. These include, for example, a cowl 3 shown in FIG. 2, and a vehicle body lower portion such as a floor pan arrangement 5. Other parts which are not referred to in this disclosure are not labelled.

[0089] The floor pan arrangement 5 can comprise one or more metal stampings. The floor pan arrangement 5 can be generally flat. The floor pan arrangement 5 can have an optional raised centre tunnel 5A extending in the x-axis approximately along the centreline of the vehicle 1 . Located beneath the centre tunnel 5A, a longitudinal driveshaft or other components may be found.

[0090] The cowl 3 provides structural support to one or more of the following features labelled in FIG. 1 : the rear of a hood 14 of a front compartment of the vehicle 1 ; the front windscreen 10; a dashboard (also referred to as an instrument panel 12); or pedals. The cowl 3 may comprise a beam which joins the front windscreen with the bonnet. The cowl 3 may be at the top of a firewall, the firewall separating a passenger cabin of the vehicle 1 from a front compartment of the vehicle 1 .

[0091] FIG. 2 shows an example of an instrument panel cross-car beam 100, referred to herein as a cross-car beam 100. The cross-car beam 100 is understood to mean a lateral structural beam at the fore of the vehicle 1 , for supporting the instrument panel 12, wherein its longitudinal location is to the cabin side of the cowl 3 and its vertical location is between the floor pan arrangement 5 and the cowl 3. Its longitudinal location may be aligned with the A-pillars 7 A, 7B. The cross-car beam 100 may connect to the A-pillars 7A, 7B at each end.

[0092] The cross-car beam 100 can support at least the instrument panel 12 of FIG. 1 . The instrument panel 12 and cross-car beam 100 are located fore of the driver. The instrument panel 12 may provide instrumentation and controls for operation of the vehicle 1 , and may comprise trim panels. The cross-car beam 100 is generally concealed from the occupants’ view behind the instrument panel 12.

[0093] In more detail, FIG. 2 shows the cross-car beam 100 comprising a first outboard mount 208 (also referrable to as a first ‘gable end’) configured to secure a first end region of the cross-car beam 100 to a first outboard side 6A of the vehicle body 2. The first outboard side 6A of the vehicle body 2 can comprise a first A-pillar 7A. The first outboard mount 208 may therefore be shaped to connect to the first A-pillar 7A. The first outboard mount 208 may have an upwardly elongated shape. The first outboard mount 208 may comprise fixing points 208A, 208B such as mechanical fastener holes (‘mechanical fastening points’), able to be aligned with corresponding mechanical fastener holes in the first A-pillar 7A. At least some fixing points 208A, 208B of the first outboard mount 208 may be vertically separated from each other.

[0094] The cross-car beam 100 of FIG. 2 further comprises a second outboard mount 308 (also referrable to as a second ‘gable end’) located to an opposite end of the cross-car beam 100 than the first outboard mount 208. The second outboard mount 308 is configured to connect a second end region of the cross-car beam 100, laterally opposite the first end region, to a second outboard side 6B of the vehicle body 2. The second outboard side 6B of the vehicle body 2 can comprise a second A-pillar 7B as shown in FIG. 1. The second outboard mount 308 may therefore be shaped to connect to the second A-pillar 7B. The second outboard mount 308 may have an upwardly elongated shape. The second outboard mount 308 may comprise fixing points 308A, 308B such as mechanical fastener holes, able to be aligned with corresponding mechanical fastener holes in the second A-pillar 7B. At least some fixing points 308A, 308B of the second outboard mount 308 may be vertically separated from each other. The terms outboard and inboard refer to a relative lateral distance from the longitudinal centreline of the vehicle 1 (y=0). The term outboard in the context of the cross-car beam 100 refers to a y-axis distance relatively far from the longitudinal centreline of the vehicle 1 (y=0). The term ‘inboard’ refers to a y-axis distance relatively close to the longitudinal centreline.

[0095] The cross-car beam 100 has a longitudinal axis which defines a cross-car span 102 between the first and second outboard mounts 208, 308. The width of the cross-car span 102 is measured in the y-axis of the vehicle. In other words, the longitudinal axis of the cross-car beam 100 is parallel to the y-axis of the vehicle 1 (i.e., the longitudinal axis of the cross-car beam 100 is orthogonal to the longitudinal x-axis of the vehicle 1). The cross-car span 102 comprises a driver side span section 103A, a centre span section 103B, and a passenger side span section 103C. The order of these sections depends on whether the vehicle 1 is left-hand drive or right-hand drive. The width of the cross-car span 102 depends on the width of the vehicle 1 . The width of the cross-car span 102 may depend on the width of the vehicle 1 between the A-pillars 7A, 7B of the vehicle 1 . To provide example values, the width of the cross-car span 102 may be from the range 1 .1 metres to 2 metres, measured between the centrelines of the most outboard mechanical fixing points 208A, 308A (or 208B, 308B) of the respective first and second outboard mounts 208, 308.

[0096] In FIG. 2, but not necessarily all examples, the cross-car beam 100 has a complex shape along its cross-car span 102. The cross-car beam 100 is not straight / linear along the cross-car span 102. The shape is described in more detail later.

[0097] In order to improve flexural rigidity of the cross-car beam 100 to reduce sag and vibration, one or more inboard mounts 209, 306, 309 can be provided along the cross-car span 102. Each inboard mount 209, 306, 309 can secure the cross-car beam 100 to a vehicle body part other than an A-pillar, at an inboard location of the vehicle body 2. FIG. 2 illustrates examples of inboard mount locations. FIG. 2 shows three inboard mounts 209, 306, 309, but it would be appreciated that more or fewer inboard mounts could be provided in different implementations.

[0098] At least one, some, or all of the inboard mounts 209, 306, 309 may be located within a central third or central two-thirds of the cross-car span 102. In FIG. 2, all of the inboard mounts 209, 306, 309 are located within the central third of the cross-car span 102.

[0099] If more than one inboard mount is provided, they can comprise at least one upper inboard mount 306 and at least one lower inboard mount 209, 309, below the at least one upper inboard mount 306. The use of upper and lower inboard mounts increases flexural rigidity against z-axis flexing. Alternatively, the cross-car beam 100 may employ lower inboard mounts and no upper inboard mounts, and vice versa.

[0100] The same inboard mounts, or different inboard mounts, can function as at least one fore inboard mount (e.g . , upper inboard mount 306) and at least one aft inboard mount (e.g., lower inboard mounts 209, 309), aft of the at least one fore inboard mount 306. The use of fore and aft inboard mounts increases flexural rigidity against x-axis flexing.

[0101] FIG. 2 shows a fore upper inboard mount 306 configured to connect the cross-car beam 100 to the cowl 3. The fore upper inboard mount 306 therefore functions as a cowl connection point. The fore upper inboard mount 306 may be shaped to connect to the cowl 3. The fore upper inboard mount 306 may comprise at least one fixing point 306A such as a mechanical fastener hole. The fore upper inboard mount 306 functions as a fore inboard mount because it is fore of one or more other inboard mounts 209, 309.

[0102] FIG. 2 shows a first lower inboard mount 209 and a second lower inboard mount 309, each configured to connect the cross-car beam 100 to a vehicle body lower portion such as the floor pan arrangement 5, or more specifically the centre tunnel 5A. The first and second lower inboard mounts 209, 309 also function as aft inboard mounts because they are aft of the fore upper inboard mount 306.

[0103] Therefore, the fore upper inboard mount 306 and the aft first and second lower inboard mounts 209, 309 of FIG. 2 together increase flexural rigidity against x-axis flexing and z-axis flexing.

[0104] In other examples, one or more of the inboard mounts 209, 306, 309 connect to other parts of the vehicle body 2, other than the cowl 3 and / or floor pan arrangement 5. At a driver side of the vehicle 1 , the shape of the cross-car beam 100 defines a driver side opening 240 through which various components (not shown) associated with the driver side of the vehicle 1 can extend without interference with the cross-car beam 100. The components can include, without limitation, one or more of: a steering column; an electronic control unit mount; or a driver side air duct. The inboard edge of the driver side opening 240 is defined by the first lower inboard mount 209. The outboard edge of the driver side opening 240 is defined by a lower part of the first outboard mount 208. The top edge of the driver side opening 240 is defined by a driver side span section 103A at a driver side of the cross-car beam 100.

[0105] The cross-car beam 100 may form an arch over the driver side opening 240. The first outboard mount 208, the driver side span section 103A, and the first lower inboard mount may form an arch defining the outboard edge, top edge and inboard edge of the driver side opening 240 respectively. The driver side span section 103A may arch over a steering column assembly (not shown). The steering column assembly may pass through the driver side opening 240. FIG. 2 illustrates a steering column support 206 secured to the cross-car beam 100 at the driver side of the vehicle 1 , to which part of a steering column assembly can be connected. The connection may be a hanging-type connection, wherein the steering column is supported from above by the steering column support 206. The steering column support 206 may be a steering column bracket.

[0106] At a passenger side of the vehicle 1 , the shape of the cross-car beam 100 defines a passenger side opening 340 through which various components (not shown) associated with the passenger side of the vehicle 1 can extend without interference with the cross-car beam 100. The components can include, without limitation, one or more of: a glovebox; a pollen filter housing; a passenger side airbag module; or a passenger side air duct. The inboard edge of the passenger side opening 340 is defined by the second lower inboard mount 309. The outboard edge of the passenger side opening 340 is defined by a lower part of the second outboard mount 308. The top edge of the passenger side opening 340 is defined by a passenger side span section 103C of the cross-car beam 100.

[0107] The cross-car beam 100 may form an arch over the passenger side opening 340. A lower edge 344 of the cross-car beam 100 at the passenger side span section 103C may have the arched shape. The passenger side span section 103C may arch over the one or more components associated with the passenger side of the vehicle 1 .

[0108] Centrally, within the central third of the cross-car span 102 (e.g . , between the respective inboard edges of the driver side opening 240 and the passenger side opening 340), the cross-car beam 100 may be configured to support at least part of an instrument panel (IP) centre console of the instrument panel 12.

[0109] In FIG. 2, the first and second lower inboard mounts 209, 309 are to either lateral side of a lower IP centre console opening 342. The lower IP centre console opening 342 may be between and below the adjacent driver side opening 240 and passenger side opening 340. Components (not shown) associated with the IP centre console can extend through the lower IP centre console opening 342, for example part of an air duct assembly and / or a wiring harness. Each lateral edge of the lower IP centre console opening 342 is defined by one of the first and second lower inboard mounts 209, 309. The top edge of the lower IP centre console opening 342 may be defined by a centre span section 103B of the cross-car beam 100, extending between the lower inboard mounts. The lower edge of the lower IP centre console opening 342 may be defined by the floor pan arrangement 5, such as a centre tunnel 5A of the floor pan arrangement 5, when in-situ on a vehicle.

[0110] The cross-car beam 100 may form an arch over the lower IP centre console opening 342. The illustrated centre span section 103B and the first and second lower inboard mounts 209, 309 may form an arch defining the top edge and lateral edges of the lower IP centre console opening 342, respectively. The centre span section 103B may arch over the one or more components associated with the IP centre console.

[0111] The material composition of the cross-car beam 100 is now discussed. Metals for structural applications are strong and stiff, but denser than composite alternatives. Steel has the least cost and life-cycle impact (end of life disassembly / recycling) , but incurs a significant weight penalty. Replacing steel with aluminium or magnesium reduces weight but increases the life-cycle impact. The introduction of composites, such as thermoplastic composites, promises an improvement by a reduced cost and life-cycle impact compared to magnesium and aluminium, and a reduced weight compared to steel. The load cases applied to the cross-car beam 100 may not allow it to be made entirely from composites due to stiffness and strength limitations. Therefore, the cross-car beam 100 described and shown herein combines composite material with metallic elements along key load paths, to create a 'hybrid' structure.

[0112] A sub-optimal hybrid structure would consist of a metallic tube running from the first outboard mount 208 to the second outboard mount 308, with the composite parts mechanically fixed or overmoulded to the tube. Because this distributes the high-stiffness material equally across the beam, it does not provide the optimum offering for vehicles which have exceptionally high steering column modal targets due to off-road capability attribute requirements. Considering the steering column support 206 as a mass hanging from the cross-car beam 100, the cross-car beam 100 should be as stiff as possible to minimise vibration transmitted to the steering column as a result of driving-related loads. This conflicts with the desire to reduce the weight and life-cycle impact of the cross-car beam 100.

[0113] Metallic tubes also provide limited opportunities for tuning the dimensions of the cross-car beam 100 in the lateral direction, which is invariably the longest dimension and therefore the most at risk of being out-of-specification. Alternatively, the vehicle body sides 6A, 6B are often out-of-specification between the first and second outboard mounts 208, 308.

[0114] The hybrid cross-car beam 100 described herein comprises a change of the type of material of the beam, along the primary lateral load path of the crosscar beam 100. The primary lateral load path refers to the cross-car spanwise load path, connecting the first and second outboard mounts 208, 308 to each other. The intrinsically stiffer and denser material, such as metal, directly supports the component that is desired to have low vibration, such as the steering column support 206. However, the other, less critical part of the primary lateral load path is comprised of the less intrinsically stiff, lower density composite material. In effect, there is a discontinuity of the type of material along the primary lateral load path of the hybrid cross-car beam 100.

[0115] This principle of construction of the cross-car beam 100 provides the ability to concentrate stiffness where it is needed, such as around the steering column support 206, without significantly increasing the weight of the cross-car beam 100. In addition, a spatial tolerance could be built into the connection between the beam parts, to compensate for the vehicle body sides 6A, 6B being out-of-specification. The connections are discussed later, in relation to FIG. 5.

[0116] The stiffer and denser material (‘first material’) has a higher Young’s Modulus and density than the composite material (‘second material’). The Young’s Modulus of the first material may be in the order of magnitude of hundreds of GPa (e g., >200GPa). The Young’s Modulus of the second material may be at least one or two orders of magnitude less (e g., 2 to 20 GPa) than that of the first material. The density of the first material may be in the order of magnitude of thousands of kilograms per metre cubed (e.g., >7000kg / mA3). The density of the second material may be at least 50% less (e.g., 1000- 2000kg / mA3) than that of the first material.

[0117] Regarding material composition, the first material may comprise a metallic material such as steel, aluminium, or magnesium. In some examples, the first material may comprise a metal alloy such as a steel alloy, an aluminium alloy, or a magnesium alloy. The second material may comprise a fibre-filled polymer. The fibres may comprise glass fibres, carbon fibres, natural fibres, or the like. The polymer matrix may comprise Nylon (e.g., Nylon 66 or Nylon 6), polypropylene, acrylonitrile butadiene styrene (ABS), or polycarbonate ABS (PCABS), or the like.

[0118] FIGS. 2 and 4 illustrate a first beam portion 200, which may otherwise be referred to as a bracket beam portion 200, comprising the first material. FIGS. 2 and 3 illustrate a second beam portion 300, which may otherwise be referred to as a hole beam portion 300, comprising the second material. The hole beam portion 300 may be a separately manufactured part than the bracket beam portion 200. Providing the cross-car beam 100 as multiple beam parts provides the advantage of ease of transport to the assembly line due to lower space requirements.

[0119] As shown in FIG. 2, the bracket beam portion 200 forms a first portion 102A of the cross-car span 102. In the illustrated implementation, the first portion 102A of the cross-car span 102 includes the driver side span section 103A of the cross-car beam 100.

[0120] The hole beam portion 300 forms a second portion 102B of the cross-car span 102. In the illustrated implementation, the second portion 102B of the cross-car span 102 includes the passenger side span section 103C of the cross-car beam 100. The bracket beam portion 200 and the hole beam portion 300 are connected to each other at the centre span section 103B of the cross-car beam 100.

[0121] Since the illustrated bracket beam portion 200 functions to stiffen the steering column support 206, it may not need to extend much further than the steering column support 206. The bracket beam portion 200 may therefore be shorter than the hole beam portion 300 in the y-direction. That is, the width of the first portion 102A of the cross-car span 102 may be shorter than 50% of the cross-car span 102 whereas the width of the second portion 102B of the cross-car span 102 may be greater than 50% of the cross-car span 102. In a more specific example of this, the ratio is less than 45%:55%.

[0122] In the illustrated example, the hole beam portion 300 is longer such that the second portion 102B of the cross-car span 102 includes not only the passenger side span section 103C of the cross-car beam 100 but also includes most or all of the centre span section 103B of the cross-car beam 100. The bracket beam portion 200 may connect to the hole beam portion 300 at the boundary between the centre span section 103B and the driver side section.

[0123] FIG. 4 is a zoomed-in view of the bracket beam portion 200. The bracket beam portion 200 comprises a metallic material. The bracket beam portion 200 may comprise a hollow structural section 201 . The hollow structural section 201 may be tubular. The hollow structural section 201 may comprise a closed section shape. The hollow structural section 201 may be extruded. The hollow structural section 201 may have a rounded profile (cross-section shape), for example a circle. FIG. 4 illustrates the hollow structural section 201 being a tube such as a hollow circular tube. Other parts such as brackets and / or the steering column support 206 may be welded to the tube 201 .

[0124] As an alternative to a closed section tube 201 , the bracket beam portion 200 may comprise an open section of material such as a sheet of metallic material.

[0125] The illustrated bracket beam portion 200 has a complex shape. The bracket beam portion 200 comprises a cross-car section 202 and an upstanding section 204. The cross-car section 202 may be substantially horizontal. The steering column support 206 can be secured (e.g., hung) along the span of the cross-car section 202 of the bracket beam portion 200. In some examples, one or more further brackets such as an energy absorbing (EA) bracket mount 242 may be secured to the cross-car section 202 of the bracket beam portion 200. The EA bracket mount 242 may be hung in the same manner as the steering column support 206, and alongside the steering column support 206.

[0126] The upstanding section 204 may function as a support leg of the bracket beam portion 200. The upstanding section 204 of the bracket beam portion 200 extends generally upwardly in the z-axis. The average angle of the upstanding section 204 relative to the horizontal plane may be greater than 45 degrees in the x-z plane and / or in the y-z plane.

[0127] As shown in FIG. 2, the bracket beam portion 200 can be directly mounted to the vehicle body 2 by the first outboard mount 208 and by at least one inboard mount such as the first lower inboard mount 209.

[0128] The outboard end of the cross-car section 202 of the bracket beam portion 200 may be supported by the first outboard mount 208. For example, the outboard end of the tube 201 may be affixed to the first outboard mount 208, such as by a weld. An additional brace 244 may be provided, connecting a mid-span portion of the cross-car section 202 of the bracket beam portion 200, outboard of the steering wheel support 206, to another location on the first outboard mount 208. The brace 244 may comprise a diagonal strut, for example. The brace 244 may improve overall structural performance. The brace 244 could also function as an electronic control unit support, in some examples.

[0129] The upstanding section 204 of the bracket beam portion 200 may be supported by the first lower inboard mount 209. A base of the upstanding section 204 of the bracket beam portion 200 may be supported by the first lower inboard mount 209. Therefore, the bracket beam portion 200 is connected to part of the vehicle body 2 at or near each of its ends while having a much shorter overall span width than the whole vehicle width, therefore ensuring high flexural rigidity. In an implementation, the stiff bracket beam portion 200 carries load to (or from) the steering column support 206 from the first A-pillar 7A to which the first outboard mount 208 is connected, and from the floor pan arrangement 5 to which the first lower inboard mount 209 is connected. Some of the load also comes from the hole beam portion 300 to which the bracket beam portion 200 is connected.

[0130] To further increase flexural rigidity, the bracket beam portion 200 may be fixed-ended. The ends of the bracket beam portion 200 may be rigidly connected to the respective mounts. The cross-car section 202 may be welded to the first outboard mount 208. The upstanding section 204 may be welded to the first lower inboard mount 209.

[0131] The bracket beam portion 200 may form the cross-car section 202 and the upstanding section 204. For example, the tube 201 may form the cross-car section 202 and the upstanding section 204. In an implementation, the tube 201 may be a bent tube, comprising a first curved corner 203A connecting the cross-car section 202 to the upstanding section 204. The internal angle of the first curved corner 203A may be an obtuse angle. Alternatively, the cross-car section 202 and the upstanding section 204 may be separate members connected to each other.

[0132] In the example of FIG. 4, the upstanding section 204 comprises a first curved corner 203A and further comprises at least one further curved corner 203B along the upstanding section 204, to further control the angle of the upstanding section 204. The shape of the upstanding section 204 may conform to the general shape of a lateral edge of an IP centre console of the instrument panel 12 of the vehicle 1 . The internal angle of each curved corner 203A, 203B may be obtuse. The obtuse curved corner or corners 203A, 203B helps to avoid stress concentrations in the bracket beam portion 200, especially if formed by bending the bracket beam portion 200.

[0133] The upstanding section 204 may be oriented in a tilted direction relative to the z-axis. The upstanding section 204 may be at an oblique angle relative to a horizontal plane when viewed in any one or more of the x-z plane, the x-y plane and the x-y plane. The base of the upstanding section 204 may be aft relative to the top of the upstanding section 204, to conform with the shape of a instrument panel 12. The base of the upstanding section 204 may be inboard (towards the vehicle longitudinal centreline) relative to the top of the upstanding section 204, to conform with the widening of an IP centre console towards the top of the IP centre console.

[0134] Various instrument panel mounting brackets (not shown) may be provided on the tube 201 and / or other parts connected to the tube 201 .

[0135] FIG. 3 is a zoomed-in view of the hole beam portion 300 of the cross-car beam 100. The hole beam portion 300 comprises a moulding 301 of composite material as described earlier. The moulding 301 may be formed as an open section, for example via injection-moulding. The moulding 301 may have an open section shape. The hole beam portion 300 may optionally be substantially without undercuts. The hole beam portion 300 may be formed from a moulding technique with a single fixed die direction. To generate flexural rigidity in the open section shape, the moulding 301 may have a non-planar shape when viewed in one or more of the following cross-sections: x-z plane, y-z plane, x-y plane.

[0136] As shown in FIG. 3, the moulding 301 can be directly mounted to the vehicle body 2 by the second outboard mount 308 and by at least one inboard mount. The moulding 301 may be directly mountable to the vehicle body 2 by the second outboard mount 308, the second lower inboard mount 309, and / or the upper inboard mount 306. Therefore, the moulding 301 may be supported by the second A-pillar 7B, a vehicle body lower portion such as the floor pan arrangement 5 (e g., centre tunnel 5A), and the cowl 3.

[0137] Therefore, the hole beam portion 300 is mountable to the vehicle body 2 at or near each of its ends while having a short overall span width, enabling high flexural rigidity. The hole beam portion 300 may connect to the bracket beam portion 200 at several points along the upstanding section 204 of the bracket beam portion 200, further increasing flexural rigidity. To ensure high flexural rigidity in three dimensions, the mounts and connections may collectively comprise offset pairs in all three planes.

[0138] The complex three-dimensional geometry of the illustrated moulding 301 enables several features to be integrally-moulded together (formed or cast of one piece) from one mould tool. These integrally-moulded features can include a main cross-car section 302 of the hole beam portion 300 generally parallel to that of the bracket beam portion 200, and one or more of the mounts. For example, the features integrally moulded with the cross-car section 302 of the hole beam portion 300 can include the second outboard mount 308 and / or one or more inboard mounts. The one or more inboard mounts can include the upper inboard mount 306 and / or a lower inboard mount such as the second lower inboard mount 309.

[0139] The cross-car section 302 of the hole beam portion 300 can span most or all of the passenger side span section 103C and the centre span section 103B combined.

[0140] The integrally-moulded features of the moulding 301 can comprise the cross-car section 302 and a cowl arm 304 which cantilevers the upper inboard mount 306 away from the cross-car section 302, wherein the upper inboard mount 306 is for connecting the hole beam portion 300 to the cowl 3. The cowl arm 304 may extend primarily in the x-axis in the fore direction. The cowl arm 304 may also extend slightly upwards so that the upper inboard mount 306 is at a higher elevation than the upper edge 346 of the moulding 301 . This is because the cross-car beam 100 is positioned below the elevation of the cowl 3 of the vehicle 1 .

[0141] The cowl arm 304 may be cantilevered from the cross-car section 302. The first, proximal end 305 of the cowl arm 304 is connected to the cross-car section 302 and the second, distal end of the cowl arm 304 is the cantilevered upper inboard mount 306. The width of the cross-car section 302 of the hole beam portion 300 may be more than twice the width of the cowl arm 304 (defined as the distance from the first end 305 of the cowl arm 304 to the second end 306 of the cowl arm 304). The width of the cross-car section 302 of the hole beam portion 300 may however be less than four times the width of the cowl arm 304.

[0142] Various instrument panel mounting brackets (not shown) may be provided on the moulding 301 or integrally-moulded with the moulding 301 .

[0143] The total height of the moulding 301 , defined as the vertical separation of its lower edge 344 from its upper edge 346, may vary with the y-axis position along the hole beam portion 300. The minimum height of the moulding 301 may be above the passenger side opening 340. The lower edge 344 may be shaped into an arch defining the passenger side opening 340. The maximum height of the moulding 301 may occur at the centre span section 103B.

[0144] The integrally-moulded features can further include bracket bearing surfaces 310, 320, 330 through which mechanical fastener holes 312, 322, 332 can be formed during the moulding 301 , or drilled afterwards. At least some of these bracket bearing surfaces 310, 320, 330 may be for receiving mechanical fasteners 400 (shown in FIGS. 6A-6C) securing the hole beam portion 300 to the bracket beam portion 200. The bracket beam portion 200 and hole beam portion 300 may be secured to each other by being mechanically joined to each other. The primary lateral load path may extend through the mechanical connections between the bracket beam portion 200 and the hole beam portion 300.

[0145] The bracket beam portion 200 and the hole beam portion 300 may overlap each other in the cross-car direction, when viewed in front elevation in the y- z plane. The cowl arm 304 of the hole beam portion 300 may be positioned in the region of overlap when the cross-car beam 100 is viewed from this direction. As a result of the overlap, the first lower inboard mount 209 of the bracket beam portion 200 may even be inboard (closer to the centreline of the vehicle 1) relative to the cowl arm 304 of the hole beam portion 300. The lateral overlap of the first and hole beam portions 100, 200 enables the first and hole beam portions 200, 300 to be connected rigidly to each other.

[0146] Methods of connecting the first and hole beam portions 200, 300 together are now described, with reference to FIGS. 3 and 4 and the zoomed-in view of FIG. 5.

[0147] Regarding the type of connection, the tube 201 cannot be conventionally overmoulded due to tolerance and pressure issues in the mould cavity. Unconventional overmoulding techniques exist, but these incur higher costs and make end-of-life disassembly more difficult.

[0148] Likewise, adhesives make disassembly difficult, as well as creating issues with contamination, emissions, and cycle time.

[0149] Mechanical fasteners are therefore a solution. However, fastening directly to a rounded tube 201 provides challenges because the inside of the mechanical fastener is inaccessible. The solution utilises one or more brackets 210, 220, 230 ( joining backplates ) to secure the bracket beam portion 200 and the hole beam portion 300 to each other via one or more mechanical fasteners 400 (fasteners shown in FIGS. 6A-6C), to connect the first beam portion 200 to the second beam portion 300, such that when secured to each other the first and second beam portions 200, 300 collectively form the cross-car span 102 of the hybrid cross-car beam 100. FIGS. 2 to 5 show a plurality of brackets 210, 220, 230. As shown in FIGS. 2 to 5, a plurality of mechanical fastener holes 212, 222, 232 may be provided through one or more or each of the plurality of brackets 210, 220, 230. Each bracket 210, 220, 230 may comprise one or more mechanical fastener holes 212, 222, 232. Such a configuration of one or more brackets 210, 220, 310 for receiving mechanical fasteners 400 is an example of a fastening arrangement 500 for securing the first and second beam portions 200, 300. In alternative configurations, other fastening arrangements 500 may be provided.

[0150] The brackets 210, 220, 230 may comprise metallic material. The brackets 210, 220, 230 may comprise the same metallic material as the bracket beam portion 200, or any other metallic material compatible for welding to the bracket beam portion 200. The brackets 210, 220, 230 may comprise steel, aluminium, magnesium, a steel alloy, an aluminium alloy, or a magnesium alloy, for example.

[0151] The brackets 210, 220, 230 may be affixed to the bracket beam portion 200, such as the tube 201 , prior to assembly with the composite hole beam portion 300. The affixing may comprise welding. This allows for the mechanical fasteners 400 to be applied to the brackets 210, 220, 230 rather than to the tube 201 itself, therefore allowing for a greater range of types of mechanical fasteners including those which require access from both sides. Access from both front and rear sides is possible because the cross-car beam 100 may be assembled prior to insertion into the vehicle body 2.

[0152] The brackets 210, 220, 230 also comprise a plurality of spaced mechanical fastener holes 212, 222, 232 to allow the mechanical fasteners 400 to be distributed along each bracket 210, 220, 230 such that peel loads are significantly reduced and the mechanical fasteners 400 are predominantly in tension and shear, which is a more favourable condition for the composite hole beam portion 300.

[0153] The distribution of the mechanical fasteners 400 away from the central axis of the tube 201 , as would be necessary if fixing directly to the tube 201 , also improves the overall stiffness of the cross-car beam 100.

[0154] The mechanical fasteners 400 of this solution may also be reversible, or even non-reversible fixings may be readily torn apart during disassembly when using the right tools. This means that disassembly is more cost effective and free from contaminants.

[0155] It would be appreciated that in some implementations, the solution could comprise one or more mechanical fasteners 400 per bracket, combined with adhesive. Some embodiments could use mechanical fasteners 400 to reinforce adhesive to improve peel resistance. The solution is differentiated from solutions that purely rely on adhesives or overmoulding.

[0156] In a further embodiment, if the bracket beam portion 200 comprises a stamping or sheet rather than a tube 201 , the brackets 210, 220, 230 could be integrally stamped / cast rather than welded in place.

[0157] Describing the brackets 210, 220, 230 in more detail, each bracket 210, 220, 230 may comprise at least one relatively flat fastener surface 214, 224, 234 securable to the hole beam portion 300 via a set of one or more mechanical fasteners 400. Each relatively flat fastener surface 214, 224, 234 is flatter than the exterior surface of the tube 201 , and is flat enough to seat a flange or washer of a mechanical fastener 400. Each bracket 210, 220, 230 can comprise either a separate flat fastener surface 214, 224, 234 for each mechanical fastener hole 212, 222, 232, or a continuously flat fastener surface comprising a plurality of the mechanical fastener holes 212 or 222 or 232, depending on how flat the bracket 210, 220, 230 is between the holes 212, 222, 232 of the bracket 210, 220, 230.

[0158] The mechanical fastener holes 212, 222, 232 of each bracket 210, 220, 230 may be offset from each other in at least the y-direction, or in another direction depending on the form of the bracket 210, 220, 230. Each bracket 210, 220, 230 may comprise a curved connection portion 216, 226, 236 ( weldable edge ), such as a notched end, securable to the rounded profile of the tube 201 . The shape of the curved connection portion 216, 226, 236 can generally follow the surface contours of the exterior surface of the tube 201 , enabling a length of weld to run along the curved connection portion 216, 226, 236 to secure the bracket 210, 220, 230 to the tube 201 .

[0159] The hole beam portion 300 can comprise bracket bearing surfaces 310, 320, 330 each shaped to conform to the abutting surface of one of the brackets 210, 220, 230, and each comprising the same number of mechanical fastener holes 312, 322, 332 as the bracket.

[0160] Individually, the illustrated brackets 210, 220, 230 comprise a first bracket 210, a second bracket 220, and a third bracket 230. The first and second brackets 210, 220 and optionally the third bracket 230 may each be configured to secure the upstanding section 204 of the bracket beam portion 200 to the hole beam portion 300. They may be at different locations along the upstanding section 204, in other words at different heights. Optionally, where the fastening arrangement comprises three brackets 210, 220, 230, two of the brackets 220, 230, extend in a cross-car direction from the upstanding section 204 and the third bracket 210 extends substantially horizontally in a direction perpendicular to the cross-car direction, The third bracket 210 may be attached to the cross-car section 202 or to the upstanding section 204 of the cross-car beam, optionally at a transition area between the cross-car section 202 and the upstanding section 204.

[0161] The first and second brackets 210, 220 may be configured to secure the bracket beam portion 200 to respective first and second bracket bearing surfaces 310, 320 at the centre span section 103B of the cross-car section 302 of the hole beam portion 300. The first and second brackets 210, 220 may be securable to the centre span section 103B of the same moulding 301 .

[0162] The third bracket 230 may be configured to secure the bracket beam portion 200 to a third bracket bearing surface 330 at the cowl arm 304 of the hole beam portion 300.

[0163] The two or more mechanical fastener holes 212A, 212B, 212C, 212D of the first bracket 210 may be spaced from each other mostly or wholly in the y- direction. The second bracket 220 is vertically offset from the first bracket 210. The two or more mechanical fastener holes 222A, 222B, 222C of the second bracket 220 may be spaced from each other mostly or wholly in the y-direction. The first bracket 210 and / or the second bracket 220 may each comprise more than two mechanical fastener holes 212, 222.

[0164] The third bracket 230 may extend from the bracket beam portion 200 mostly or wholly in the longitudinal x-direction whereas the first and second brackets 210, 220 may extend from the bracket beam portion 200 mostly or wholly in the cross-car y-direction. The third bracket 230 may be generally perpendicular to the first and second brackets 210, 220 (e.g. , within 25 degrees).

[0165] The third bracket 230 may extend substantially parallel to the cowl arm 304. The third bracket 230 may be securable to the cowl arm 304 via one or more mechanical fasteners 400. The third bracket 230 may be referred to as a ‘cowl arm bracket’. The third bracket 230 may be securable to the cowl arm 304 between the first end 305 and the second end 306 of the cowl arm 304. At least one mechanical fastener hole 232 of the third bracket 230 may be securable to the cowl arm 304 within the central third of the width of the cowl arm 304.

[0166] The mechanical fastener holes 232A, 232B of the third bracket 230 may face substantially the same direction as the mechanical fastener holes 212, 222 of the first and second brackets 210, 220. This enables a common mechanical fastener insertion direction (e.g., substantially along x-axis).

[0167] The mechanical fastener holes 232A, 232B of the third bracket 230 can be vertically offset from the mechanical fastener holes 212, 222 of the first and second brackets 210, 220.

[0168] The mechanical fastener holes 212A, 212B, 212C, 212D of the first bracket 210 may be lower than the mechanical fastener holes 222A, 222B, 222C of the second bracket 220. The first bracket 210 may be secured (e.g., welded) to the base of the tube 201 . The second bracket 220 may be secured (e.g., welded) at a higher position on the upstanding section 204 of the tube 201 than the first bracket 210. The third bracket 230 may be secured (e.g., welded) at a higher position on the upstanding section 204 than the second bracket 220. The mechanical fastener holes 232A, 232B of the third bracket 230 may be higher than the mechanical fastener holes 222A, 222B, 222C of the second bracket 220. The third bracket 230 may be secured to the top of the upstanding section 204, as shown, or to the cross-car section 202. The illustrated third bracket 230 is secured to the upstanding section 204 and is the closest bracket to the first curved corner 203A.

[0169] The mechanical fastener holes 232A, 232B of the third bracket 230 may be wholly (or partially) offset in the y-direction from the mechanical fastener holes 212A, 212B, 212C, 212D, 222A, 222B, 222C of the first and second brackets 210, 220. The mechanical fastener holes 232A, 232B of the third bracket 230 may be outboard of the mechanical fastener holes 212A, 212B, 212C, 212D, 222A, 222B, 222C of the first and second brackets 210, 220. The mechanical fastener holes 212A, 212B, 212C, 212D of the first bracket 210 may be partially (or wholly) offset in the y-direction from the mechanical fastener holes 222A, 222B, 222C of the second bracket 220. The terms ‘partially’ and ‘wholly’ refer to whether there is lateral overlap. The first bracket 210 may be slightly inboard of the second bracket 220 in the y-axis, which may result from the inboard tilt of the upstanding section 204. The third bracket 230 may be outboard of the second bracket 220, in the y-axis.

[0170] Two or more of the brackets 210, 220, 230 may be offset from each other in the x-axis. The mechanical fastener holes 212A, 212B, 212C, 212D of the first bracket 210 may be aft of the mechanical fastener holes 222A, 222B, 222C of the second bracket 220. The mechanical fastener holes 232A, 232B of the third bracket 230 may be fore of the mechanical fastener holes 222A, 222B, 222C of the second bracket 220. The mechanical fastener holes 232A, 232B of the third bracket 230 may be at different x-axis positions relative to each other.

[0171] The above-described arrangement of the brackets 210, 220, 230 and their mechanical fastener holes 212, 222, 232 ensures that the connection between the first and hole beam portions 200, 300 is stiff in three dimensions. The brackets 210, 220, 230 provide moment resisting connections against rotation in each of the x-axis, y-axis and z-axis.

[0172] Further optional features of the brackets 210, 220, 230 are described below.

[0173] The illustrated first bracket 210 can be a larger part that is also configured as the first lower inboard mount 209. The first lower inboard mount 209 may be an upstanding portion 218A of the first bracket 210, configured to connect the base of the tube 201 to the floor pan arrangement 5 such as a centre tunnel fixing point (not shown). The upstanding portion 218A of the first bracket 210 and a laterally extending bracket portion 218B of the first bracket 210 (218B comprising the holes 212A, 212B, 212C, 212D) may therefore together define a sideways T-shape or an L-shape. The upstanding portion 218A of the first bracket 210 and the upstanding part of the tube 201 may together define the upstanding section 204 of the bracket beam portion 200. In the illustrated example, the base of the tube 201 is connected to the upstanding portion 218A of the first bracket 210, and a lower end of the upstanding portion 218A of the first bracket 210 is connected to the floor pan arrangement 5 such as the centre tunnel fixing point.

[0174] In the arrangement of FIGS. 2 to 5, a single fastener insertion direction may be defined. The fastener insertion direction may be mostly or wholly parallel to the x-axis. The mechanical fasteners 400 may be applied from substantially a single direction. The mechanical fasteners 400 through the different brackets 210, 220, 230 may be substantially parallel to each other. The brackets 210, 220, 230 may be secured to the same side (fore / aft) of the hole beam portion 300 as each other. In the illustrations, the first, second and third brackets 210, 220, 230 are each secured to the aft side of the cross-car beam 100 and the fastener insertion direction may be from the same aft side or the opposite fore side. In another embodiment, the first, second and third brackets 210, 220, 230 are each secured to the fore side of the cross-car beam 100, and the fastener insertion direction may be from the same fore side or the opposite aft side. In some examples, the same fastener insertion direction may apply to various other fixing points such as the mechanical fastener holes 208A, 208B, 308A, 308B of the first and second outboard mounts 208, 308.

[0175] FIGS. 6A-6C illustrate different examples of specific mechanical fastening joint configurations which could be used to connect the bracket beam portion 200 to the hole beam portion 300.

[0176] FIG. 6A illustrates a first mechanical fastening joint configuration for a mechanical fastener hole of a bracket, which is labelled as a specific mechanical fastener hole 212 of the first bracket 210 but could be any of the holes in any of the brackets 210, 220, 230. A threaded hole component 402, such as a nut, may be secured to the bracket 210, for example by welding. The threaded hole component 402 is in coaxial alignment with a mechanical fastener hole 212 of the bracket 210. The hole beam portion 300, such as the moulding 301 , likewise comprises a mechanical fastener hole 312.

[0177] The mechanical fastener hole 312 through the hole beam portion 300 may be enlarged to provide a tolerance in at least the cross-car axis (y), and enlarged in size relative to the corresponding mechanical fastener hole 212 of the bracket. The mechanical fastener hole 312 of the hole beam portion 300 may have a width at least 1.5 times as wide as the mechanical fastener hole 212 of the bracket, when measured in the y-axis. Therefore, if the vehicle body sides 6A, 6B and / or the beam portions are out of specification, the dimensional variation can be absorbed by the enlarged mechanical fastener holes 312.

[0178] A threaded mechanical fastener 400, such as a bolt, is inserted through the enlarged mechanical fastener hole 312 of the hole beam portion 300, through the mechanical fastener hole 212 of the bracket, and into threaded engagement with the threaded hole component 402.

[0179] In FIG. 6A, a compression limiter 404A is illustrated. The compression limiter 404A is inside the mechanical fastener hole 312 of the hole beam portion 300. The compression limiter 404A may be secured to the inside of the mechanical fastener hole 312 of the hole beam portion 300 (but does not extend through, and is not secured to the hole 212 of the bracket 210). The compression limiter 404A is more rigid than the composite material at the boundary of the mechanical fastener hole 312 of the hole beam portion 300, to prevent the composite material from being crushed by the mechanical fastener 400. The above-mentioned enlarged width of the enlarged mechanical fastener hole 312 is measured as the inside diameter of the compression limiter 404A. The compression limiter 404A of FIG. 6A does not have a flange, making it ideal for small tolerance areas where the head of the mechanical fastener 400 and the compression limiter 404A can substantially overlap.

[0180] In FIG. 6B, the difference from FIG. 6A is that the straight compression limiter 404A is replaced with a flanged compression limiter 404B comprising a fastener-bearing flange 405 at a non-bracket-facing side of the hole beam portion 300. The flange 405 is illustrated to the opposite side of the mechanical fastener hole 312 of the hole beam portion 300 than the bracket. The flange 405 is to the side of the head of the mechanical fastener 400, to create a large contact area with the head of the mechanical fastener 400. The flange 405 means that the mechanical fastener 400 does not directly contact the composite material of the moulding 301 . The flange 405 enables transfer of more load using less bearing area.

[0181] In FIG. 6C, a compression limiter is omitted and the threaded hole component is a threaded insert 406 instead of a nut 402. The threaded insert 406 may be secured to the inside of the mechanical fastener hole 312 of the hole beam portion 300 (but does not extend through, and is not secured to the hole 212 of the bracket 210). The threaded insert 406 is secured to the moulding 301 , for example, by in-moulding the threaded insert 406 during formation of the moulding 301 . The threaded insert 406 may comprise a flange 407 at the bracket-facing side of the hole beam portion 300. The flange 407 is to the side of the head of the mechanical fastener 400. The head of the mechanical fastener 400 may be in contact with the bracket 210. Therefore, the flange 407 of the threaded insert 406 is illustrated to the same side of the mechanical fastener hole 312 of the hole beam portion 300 as the bracket. The flange 407 of the threaded insert 406 may be embedded in the moulding 301 to provide a substantially flush surface against which the bracket 210 can be secured. The bracket 210 may be in contact with the threaded insert 406. The bracket 210 may be in contact with the flange 407 of the threaded insert 406.

[0182] The arrangement in FIG. 6C is suitable for large tolerance areas where a bolt head and compression limiter may not substantially overlap. However, FIG. 6C is not as suited for high pull-out loads as FIGS. 6A-6B due to the dependence on the join between the composite moulding 301 and the threaded insert 406. A further advantage of FIGS. 6A-6B relative to 6C is the improved manner in which the composite material is held captive in the event of pullout loads.

[0183] Another difference between FIG. 6C and FIGS. 6A-6B is that the mechanical fastener hole 312 of the hole beam portion 300 is not enlarged whereas the mechanical fastener hole 212 of the bracket 210 is enlarged in at least the y-direction. Depending on the implementation, any one or both of the holes 212, 312 may be enlarged - this applies to any of FIGS. 6A-6C. The various fixing points between the composite moulding 301 and the brackets 210, 220, 230, and between the composite and the vehicle body 2, may also be extensively tuned using hole-creating inserts in the mould tool. During production, if parts are out-of-specification in a repeatable manner, the inserts in the mould tool could be replaced with positionally-adjusted inserts, to move the mechanical fastener hole locations to more optimal positions.

[0184] FIGS. 7 and 8 show an example of a hybrid cross-car beam 100 incorporating one or more aspects of the invention. The cross-car beam 100 of FIGS. 7 and 8 is similar to that of FIGS. 2 to 5, and thus may be used in the vehicle 1 of FIG. 1 in a similar way. Common features between the cross-car beam 100 of FIGS. 7 and 8 and the cross-car beam of FIGS. 2 TO 5 are given the same reference numerals, and only differences will be described in detail.

[0185] The cross-car beam 100 of FIGS. 7 and 8 has a first beam portion 200 (which may also be referred to as a “bracket beam portion” herein) comprising a first material. The first material forms the first portion 102A of the cross-car span 102 of the cross-car beam 100. The cross-car beam 100 also has a second beam portion 300 (which may also be referred to as a “hole beam portion” herein) secured to the first beam portion 200. The second beam portion 300 comprises a second material forming the second portion 102B of the cross-car span 102 of the hybrid cross-car beam 100.

[0186] As in the cross-car beam of FIGS. 2 to 5, the second material is different to the first material. For example, the first material may be one of the metallic materials described above. Similarly, the second material may be one of the composite materials described above.

[0187] The cross-car beam includes a fastening arrangement 500 to secure the first beam portion 200 and the second beam portion 300 to each other via mechanical fasteners 400 to connect the first beam portion 200 to the second beam portion 300, such that when secured to each other the first and second beam portions 200, 300 collectively form the cross-car span 102 of the hybrid cross-car beam 100.

[0188] The fastening arrangement 500 of FIGS. 7 and 8 differs from that of FIGS. 2 to 5 in that the fastening arrangement 500 is configured to receive mechanical fasteners 400 in different fastener insertion directions 502, 504. In particular, the fastening arrangement 500 is configured to receive one or more mechanical fasteners 400 in a first fastener insertion direction 502 and to receive one or more mechanical fasteners 400 in a second fastener insertion direction 504 which is different to the first fastener insertion direction 502. This facilitates “dialling out” any dimensional differences present in the first and second beam portions 200, 300 when they are joined together.

[0189] In more detail, the fastening arrangement 500 of FIGS. 7 and 8 includes mechanical fastening points 506, 508 for receiving the mechanical fasteners 400. At least one of the mechanical fastening points 506 faces the first fastener insertion direction 502, and at least one of the mechanical fastening points 508 faces the second fastener insertion direction 504. In this context, the phrase “facing a fastener insertion direction” may be understood to mean that the mechanical fastening points 506, 508 each define an axis of insertion A1 , A2, A3, A4, A5, A6 which is parallel to the respective fastener insertion direction 502, 504. Put another way, the one or more mechanical fastening points 506, 508 may each define a mechanical fastener hole 212, 222, 232, 312, 322, 332, and a plane through the mechanical fastener hole 212, 222, 232, 312, 322, 332 may be arranged perpendicular to the respective fastener insertion direction 502, 504.

[0190] In more detail, each mechanical fastening point 506, 508 may include a mechanical fastening hole 212, 222, 232 in the first beam portion 200 and corresponding substantially aligned mechanical fastening hole 312, 322, 332 in the second beam portion 300. The mechanical fastening holes 212, 222, 232, 312, 322, 332 and respective mechanical fasteners 400 may be of any of the configurations illustrated in FIGS. 6A to 6C, or of any other suitable configuration.

[0191] In the arrangement of FIGS. 7 and 8, the first fastener insertion direction 502 is at an angle of approximately 90 degrees to the second fastener insertion direction 504. In other configurations, the first and second fastener insertion directions 502, 504 may be at acute angles to each other (e.g., at an angle of at least 15 degrees, e.g., at least 30 degrees, e.g., at least 45 degrees, e.g., at least 60 degrees, e.g., at least 75 degrees). It will be understood that the first fastener insertion direction 502 does not define a specific axis along which one or more mechanical fasteners 400 may be inserted through the fastening arrangement 500, but rather defines a general direction (e.g., horizontal, vertical, lateral, longitudinal, etc. relative to the orientation of the hybrid cross-car beam 100 in use in when the vehicle 1 is stationary on a flat, level surface). Similarly, the second fastener insertion direction 504 does not define a specific axis along which one or more mechanical fasteners 400 may be inserted through the fastening arrangement 500, but rather defines a general direction (e.g., horizontal, vertical, lateral, longitudinal, etc. relative to the orientation of the hybrid cross-car beam 100 in use in when the vehicle 1 is stationary on a flat, level surface). Therefore, the angle between the first fastener insertion direction 502 and the second fastener insertion direction 504 can be considered as an angle between a first insertion axis A1 , A2, A3, A4 which extends in the first fastener insertion direction and second insertion axis A5, A6 which extends in the second fastener insertion direction, regardless of whether the first and second insertion axes A1 , A2, A3, A4, A5, A6 intersect each other or are skew lines.

[0192] In FIGS. 7and 8, the first fastener insertion direction 502 is transverse to the longitudinal axis of the hybrid cross-car beam 100 (i.e., transverse to the y- axis of the vehicle 1). For example, the first fastener insertion direction 502 is an approximately horizontal direction. In other words, the first fastener insertion direction 502 is an approximately longitudinal direction of the vehicle 1 (e.g., a -x direction of the vehicle 1).

[0193] In FIGS. 7 and 8, the second fastener insertion direction 504 is transverse (e.g., orthogonal) to each of the longitudinal axis of the hybrid cross-car beam 100 and the first fastener insertion direction 502. In the illustrated arrangement, this corresponds to an approximately vertical direction when the vehicle 1 is stationary on a flat, level surface. In particular, the second fastener insertion direction 504 is a downwards direction (e.g., a -z direction of the vehicle 1).

[0194] In FIGS. 7 and 8, the fastening arrangement 500 is configured to receive a plurality of mechanical fasteners 400 in the first fastener insertion direction 502 and a plurality of mechanical fasteners 400 in the second fastener insertion direction 504. In other words, multiple spaced apart fasteners 400 may be inserted in the first fastening direction 502 along different parallel insertion axes A1 , A2, A3, A4. Similarly, multiple spaced apart fasteners 400 may be inserted in the second fastening direction 504 along different parallel insertion axes A5, A6.

[0195] In FIGS. 7 and 8, the fastening arrangement 500 is configured to receive more mechanical fasteners 400 in the first fastener insertion direction 502 than in the second fastener insertion direction 504. In particular, the fastening arrangement 500 is configured to receive four mechanical fasteners 400 in the first fastener insertion direction 502 (e.g., along axes A1 , A2, A3, A4) and two mechanical fasteners 400 in the second fastener insertion direction 504 (e.g., along axes A5, A6).

[0196] The mechanical fasteners 400 inserted in the first fastener insertion direction 502 may inhibit bowing of the hybrid cross-car beam 100 in a vertical direction at the joint between the first and second beam portions 200 , 300, whereas the mechanical fasteners 400 inserted in the second fastener insertion direction 504 may inhibit bowing of the hybrid cross-car beam 100 in a longitudinal direction. Since gravitational forces will act to urge bowing of the hybrid cross-car beam 100 in the vertical direction, but not the longitudinal direction, having more mechanical fasteners 400 inserted in the first fastener insertion direction 502 than the second fastener insertion 504 direction may provide an improved means of inhibiting bowing of the hybrid cross car beam 100 without using unnecessary mechanical fasteners 400.

[0197] In FIGS. 7 and 8, the fastening arrangement 500 has a first fastening region 210 configured to receive mechanical fasteners 400 in the first fastener insertion direction 502 and a second fastening region 230 configured to receive mechanical fasteners 400 in the second fastener insertion direction 504. In FIGS. 7 and 8, there are brackets 210, 230 connected to the first beam portion 200, and the brackets 210, 230 define the first and second fastening regions of the fastening arrangement 500. The fastening arrangement 500 includes mechanical fastener holes 212, 222, 232 through the brackets 210, 230. In other embodiments, the first and second fastening regions 210, 230 may be of a different construction.

[0198] In FIGS. 7 and 8, the first and second fastening regions 210, 230 are offset from each other in a direction which is orthogonal to the longitudinal axis of the cross-car beam 100 (i.e., in the x-axis direction of the vehicle 1). In particular, the first fastening region 210 is aft of the second fastening region 230.

[0199] In some examples, the first fastening region 210 is spaced apart from the second fastening region 230 in the direction which is orthogonal to the longitudinal axis of the cross-car beam 100 by at least 5cm, e.g., by at least 10cm, e.g., by at least 15cm.

[0200] As best illustrated in FIG. 7, the first and second fastening regions 210, 230 overlap in a direction parallel to the longitudinal axis of the cross-car beam 100 (i.e., in the y-axis direction of the vehicle). However, because the first fastening region 210 has a greater y dimension than the second fastening region 230, there are portions of the first fastening region 210 which do not overlap with the second fastening region 230. In particular, the second fastening region 230 overlaps with an outboard end of the first fastening region 210 but not with an inboard end of the first fastening region 210. In other words, the first fastening region 210 includes at least some mechanical fastener holes 212, 222 which are inboard of the mechanical fastening fastener holes 232 of the second fastening region 230 with respect to the y axis of the vehicle.

[0201] In other embodiments, the first fastening region 210 may be spaced apart from the second fastening region 230 in the direction parallel to the longitudinal axis of the cross-car beam 100 (i.e., in the y-axis direction of the vehicle 1), e.g., by at least 5cm, e.g., by at least 10cm, e.g., by at least 15cm.

[0202] In FIGS. 7 and 8, the brackets 210, 230 include a first bracket 210 defining a first bracket portion extending in a first bracket direction which is transverse to the first fastener insertion direction 502. In particular, the first bracket direction is a cross-car direction (i.e., along the y-axis). The first bracket 210 has at least two mechanical fastening points 506 which face the first fastener insertion direction 502, and which are spaced apart from each other in a direction transverse to the first and second fastener insertion directions 502, 504 (i.e., in the y-axis).

[0203] The brackets 210, 230 also include a second bracket 230 defining a second bracket portion extending in a second bracket direction which is transverse to the second fastener insertion direction 504. In particular, the second bracket direction is a longitudinal direction (i.e., along the x-axis). The second bracket 230 has at least two mechanical fastening points 508 which face the second fastener insertion direction 504 and which are spaced apart from each other in a direction parallel to the first fastener insertion direction 502 (i.e., in the x-axis).

[0204] In FIGS. 7 and 8, the first bracket 210 comprises a forward portion 210A and a rearward portion 210B which is aft of the forward portion 210A. The forward and rearward portions 210A, 210B are connected by a cranked portion 210C. Such a configuration may combine the function of the first and second brackets 210, 220 of FIGS. 2 to 5. In particular, the rearward portion 210B may correspond to the first bracket 210 of FIG. 4, while the forward portion 210A may correspond to the second bracket 220 of FIG. 4. The forward portion 210A and rearward portion 220B each define relatively flat fastener surfaces which are flat enough to seat a flange or washer of a mechanical fastener 400. The forward portion 210A has a plurality of the mechanical fastening holes 222 (in particular, three mechanical fastening holes 222). The rearward portion 210B has a single mechanical fastening hole 212. However, the number and arrangement of mechanical fastening holes 212, 222 may differ in other embodiments. For example, the rearward portion 210B may have a plurality of the mechanical fastening holes 212 (e.g., two mechanical fastening holes 212).

[0205] In FIGS. 7 and 8, the mechanical fastening points 506 facing the first fastener insertion direction 502 define first fastener insertion axes A1 , A2, A3, A4 along which a mechanical fastener 400 may be inserted through the respective mechanical fastening point 506 (i.e., in the first fastener insertion direction 502). The mechanical fastening points 508 facing the second fastener insertion direction 504 define second fastener insertion axes A5, A6 along which a mechanical fastener 400 may be inserted through the respective mechanical fastening point 508 (i.e., in the second fastener insertion direction 504). In the illustrated configuration, the first fastener insertion axes A1 , A2, A3, A4 are skew lines to the second fastener insertion axes A5, A6. In other words, none of the first insertion axes A1 , A2, A3, A4 intersect either of the second fastener insertion axes A5, A6. In other embodiments, two or more of the fastener insertion axes A1 , A2, A3, A4, A5, A6 may intersect each other.

[0206] Although not visible in FIGS. 7 and 8, at least one of the mechanical fastening points 506, 508 may include a tolerance arrangement in which the mechanical fastening hole 212, 222, 232, 312, 322, 332 in one of the first and second beam portions 200, 300 is enlarged relative to the corresponding mechanical fastening hole 212, 222, 232, 312, 322, 332 in the other of the first and second beam portions 200, 300. This provides a tolerance in at least one direction. As an example, any of the enlargements illustrated in FIGS. 6A to 6C may be used.

[0207] In some configurations, the enlarged mechanical fastening hole(s) 212, 222, 232, 312, 322, 332 may be enlarged in a direction which is parallel to the longitudinal axis of the cross-car beam 100 (i.e., in the y-axis direction of the vehicle 1). For example, the enlarged mechanical fastening hole(s) 212, 222, 232, 312, 322, 332 may define slots which are elongate in the y-axis of the vehicle 1 . Alternatively, the enlarged mechanical fastening hole(s) 212, 222, 232, 312, 322, 332 may be enlarged in other directions (e.g., in the x or z-axis of the vehicle 1) in addition to, or instead of being enlarged in the y- axis of the vehicle 1 . In some configurations, all of the mechanical fastening points 506, 508 include an enlarged mechanical fastening hole 212, 222, 232, 312, 322, 332.

[0208] In some configurations, the first beam portion 200 includes the enlarged mechanical fastening hole(s) 212, 222, 232. For example, the mechanical fastening points 506, 508 may have a configuration similar to that illustrated in FIG. 6C. In some configurations, the second beam portion 300 includes the enlarged mechanical fastening hole(s) 312, 322, 332 (e.g., instead of or in addition to those on the first beam portion 200). For example, corresponding mechanical fastening holes 212 222, 232, 312, 322, 332 may both be enlarged in the same direction (e.g., defining parallel slots) or in different directions (e.g., defining intersecting slots).

[0209] In some configurations, the mechanical fastening holes 212, 222, 232 in the first beam portion 200 are through-holes and the mechanical fastening holes 312, 322, 332 in the second beam portion 300 are threaded holes. For example, the mechanical fastening points 506, 508 may have a configuration similar to that illustrated in FIG. 6C. In such a configuration, the second material may be a composite material and the threaded holes 312, 322, 332 may be defined by threaded inserts 406 which are secured to the composite material (e.g., by in-moulding into the moulding 301 of the composite material).

[0210] It will be understood that any of the features of the cross-car beam 100 of FIGS. 2 to 5 which are not shown or described in relation to FIGS. 7 and 8 may be provided in the cross-car beam 100 of FIGS. 7 and 8, as long as they are compatible with the feature of the fastening arrangement 500 being configured to receive mechanical fasteners 400 in first and second fastener insertion directions 502, 504. For example, a non-exhaustive list of possible additions or modifications to the cross-car beam of FIGS. 7 and 8 includes: the first beam portion 200 may include an EA bracket mount 242 similar to that illustrated in FIG. 4; the outboard mounts 208, 308 may be of a similar configuration to those illustrated in FIGS. 2 to 4; a steering column support 206 similar to that illustrated in FIG. 4 may be supported by the first beam portion 200 of FIGS. 7 and 8; the first beam portion 200 may include a brace 244 similar to that illustrated in FIG. 4; the first beam portion 200 may include a cross-car section 202 and an upstanding section 204 similar to that illustrated in FIGS. 2 and 4; and the first beam portion 200 may include a lower inboard mount 209 similar to that illustrated in FIGS. 2 and 4.

[0211] It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

[0212] It should also be noted that whilst the appended claims set out particular combinations of features described above, the scope of the present disclosure is not limited to the particular combinations hereafter claimed, but instead extends to encompass any combination of features herein disclosed.

[0213] Features described in the preceding description may be used in combinations other than the combinations explicitly described.

[0214] Although functions have been described with reference to certain features, those functions may be performable by other features whether described or not.

[0215] Although features have been described with reference to certain embodiments, those features may also be present in other embodiments whether described or not.

[0216] Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and / or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims

1. CLAIMS1 . A hybrid cross-car beam for a vehicle, the hybrid cross-car beam comprising a longitudinal axis defining a cross-car span of the hybrid crosscar beam, the hybrid cross-car beam comprising: a first beam portion comprising a cross-car section and an upstanding section wherein the upstanding section functions as a support leg of the first beam portion, the first beam portion comprising a first material, the first material forming a first portion of the cross-car span of the hybrid crosscar beam; a second beam portion secured to the first beam portion, the second beam portion comprising a second material different to the first material, the second material forming a second portion of the cross-car span of the hybrid cross-car beam; and a fastening arrangement to secure the first beam portion and the second beam portion to each other via mechanical fasteners to connect the first portion of the hybrid cross-car beam to the second beam portion of the hybrid cross-car beam such that when secured to each other the first and second beam portions collectively form the cross-car span of the hybrid cross-car beam, the fastening arrangement comprising a plurality of brackets connected to the first beam portion, each said bracket comprising mechanical fastener holes therethrough, wherein at least one said bracket extends from the upstanding section in a cross car direction; wherein the fastening arrangement is configured to receive one or more mechanical fasteners in a first fastener insertion direction and to receive one or more mechanical fasteners in a second fastener insertion direction which is different to the first fastener insertion direction.

2. The hybrid cross-car beam of claim 1 , wherein the first fastener insertion direction is at an angle of at least 15 degrees to the second fastener insertion direction, optionally at least 30 degrees, optionally at least 45 degrees, optionally at least 60 degrees, optionally at least 75 degrees, optionally at approximately 90 degrees.

3. The hybrid cross-car beam of claim 2, wherein the first fastener insertion direction is an approximately horizontal direction which is transverse to the cross-car span of the hybrid cross-car beam and the second fastener insertion direction is an approximately vertical direction.

4. The hybrid cross-car beam of any preceding claim, wherein the fastening arrangement is configured to receive a plurality of mechanical fasteners in the first fastener insertion direction and / or a plurality of mechanical fasteners in the second fastener insertion direction.

5. The hybrid cross-car beam of claim 4, wherein the first fastener insertion direction is an approximately orthogonal to the longitudinal axis of the hybrid cross-car beam and the second fastener insertion direction is approximately orthogonal to each of the longitudinal axis of the hybrid cross-car beam and the first fastener insertion direction, and wherein the fastening arrangement is configured to receive more mechanical fasteners in the first fastener insertion direction than in the second fastener insertion direction.

6. The hybrid cross-car beam of any preceding claim, wherein the fastening arrangement comprises a first fastening region configured to receive one or more mechanical fasteners in the first fastener insertion direction and a second fastening region configured to receive one or more mechanical fasteners in the second fastener insertion direction, wherein the first and second fastening regions are offset from each other in a direction parallel to the longitudinal axis of the hybrid cross-car beam and / or in a direction which is orthogonal to the longitudinal axis of the hybrid cross-car beam; optionally, wherein the first fastening region is inboard of the second fastening region with respect to a lateral mid-point of the hybrid cross-car beam; and / or optionally, wherein the first fastening region is aft of the second fastening region.

7. The hybrid cross-car beam of any preceding claim, wherein the fastening arrangement comprises one or more brackets connected to the first beam portion, wherein the fastening arrangement further comprises mechanical fastener holes through the one or more brackets; optionally, wherein the one or more brackets comprise a first bracket portion extending in a first bracket direction which is transverse to the first fastener insertion direction, and a second bracket portion extending in a second bracket direction which is transverse to the second fastener insertion direction; optionally, wherein the first and second bracket portions are defined by separate first and second brackets.

238. The hybrid cross-car beam of any preceding claim, wherein the fastening arrangement comprises a plurality of mechanical fastening points, wherein each mechanical fastening point comprises a mechanical fastening hole in the first beam portion and corresponding substantially aligned mechanical fastening hole in the second beam portion.

9. The hybrid cross-car beam of claim 8, wherein at least one of the mechanical fastening points comprises a tolerance arrangement in which the mechanical fastening hole in one of the first and second beam portions is enlarged relative to the corresponding mechanical fastening hole in the other of the first and second beam portions, to provide a tolerance in at least one direction, optionally in a direction which is parallel to the longitudinal axis of the hybrid cross-car beam; optionally, wherein the first beam portion comprises the enlarged mechanical fastening hole.

10. The hybrid cross-car beam of claim 8 or 9, wherein the mechanical fastening holes in the first beam portion are through-holes and the mechanical fastening holes in the second beam portion are threaded holes; optionally, wherein the second material comprises a composite material and wherein the threaded holes are defined by threaded inserts which are secured to the composite material.11 . The hybrid cross-car beam of claim 8, 9 or 10, wherein the plurality of mechanical fastening points comprises at least two mechanical fastening points which face the first fastener insertion direction and which are spaced apart from each other in a direction transverse to the first and second fastener insertion directions, optionally in a direction which is parallel to the longitudinal axis of the hybrid cross-car beam; and / or wherein the plurality of mechanical fastening points comprises at least two mechanical fastening points which face the second fastener insertion direction and which are spaced apart from each other in a direction parallel to the first fastener insertion direction.

12. The hybrid cross-car beam of any preceding claim, wherein the first material comprises a metallic material and / or the second material comprises a composite material.

13. A metallic beam portion for a hybrid cross-car beam comprising a longitudinal axis defining a cross-car span of the hybrid cross-car beam, the metallic beam portion comprising a metallic material and being adapted to form a portion of the cross-car span of the hybrid cross-car beam, wherein the metallic beam portion comprises mechanical fastener holes which are adapted to receive mechanical fasteners to enable the metallic beam portion to be secured to a further beam portion forming a further portion of the cross-car span of the hybrid cross-car beam such that when secured to each other the metallic beam portion and further beam portion collectively form the cross-car span of the hybrid cross-car beam, wherein at least one of the mechanical fastener holes is configured to receive a mechanical fastener in a first fastener insertion direction, and at least one of the mechanical fastener holes is configured to receive a mechanical fastener in a second fastener insertion direction which is different to the first fastener insertion direction.

14. A composite beam portion for a hybrid cross-car beam comprising a longitudinal axis defining a cross-car span of the hybrid cross-car beam, the composite beam portion comprising a composite material and being adapted to form a portion of the cross-car span of the hybrid cross-car beam, wherein the composite beam portion comprises mechanical fastener holes which are adapted to receive mechanical fasteners to enable the composite beam portion to be secured to a further beam portion forming a further portion of the cross-car span of the hybrid cross-car beam) such that when secured to each other the composite beam portion) and further beam portion) collectively form the cross-car span) of the hybrid cross-car beam, wherein at least one of the mechanical fastener holes is configured to receive a mechanical fastener in a first fastener insertion direction, and at least one of the mechanical fastener holes is configured to receive a mechanical fastener in a second fastener insertion direction which is different to the first fastener insertion direction.

15. A vehicle comprising the hybrid cross-car beam of any one of claims 1 to 12 and / or the metallic beam portion of clam 13 and / or the composite beam portion of claim 14.

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