GB2628568A

GB2628568A - Hybrid cross-car beam

Info

Publication number: GB2628568A
Application number: GB2304561.0A
Authority: GB
Inventors: Atkinson Matthew; Enion Louis; Davidson Connor; Breen Emily; Johnson Eilidh; Mannis Aaron; Gordon Michael; Quigley Peter
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2023-03-29
Filing date: 2023-03-29
Publication date: 2024-10-02
Also published as: WO2024200228A1; GB202304561D0

Abstract

A hybrid cross-car beam 100 for a vehicle includes a first beam portion 200, comprising a first material which may be metallic and which forms a first portion 102A of a cross-car span 102 of the beam; and a second beam portion 300 secured to the first beam portion 200, comprising a composite material and forming a second portion 102B of the cross-car span 102 of the beam. The first material has a higher Young’s modulus than the composite material, and the composite material has a lower density than the first material. The composite material may comprise a polymer or may be injection moulded. First beam portion 200 may have an upstanding section and a cross-car section, connected by a curved corner. A vehicle and manufacturing method are also provided.

Description

HYBRID CROSS-CAR BEAM

TECHNICAL FIELD

The present disclosure relates to a hybrid cross-car beam. In particular, but not exclusively it relates to a hybrid cross-car beam, a vehicle, and a method of assembling a hybrid cross-car beam.

BACKGROUND

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.

SUMMARY OF THE INVENTION

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

According to an aspect of the present invention there is provided a hybrid cross-car beam for a vehicle, the hybrid cross-car beam comprising: a first beam portion comprising a first material, the first material forming a first portion of a cross-car span of the hybrid cross-car beam; and a second beam portion secured to the first beam portion, the second beam portion comprising a composite material, the composite material forming a second portion of the cross-car span of the hybrid cross-car beam; wherein the first material of the first beam portion has a higher Youngs Modulus than the composite material of the second beam portion, and wherein the composite material of the second beam portion has a lower density than the first material of the first beam portion.

An advantage is an improved balance between beam rigidity and life-cycle environmental impact, taking into account the weight advantage of composite material.

In some examples, the hybrid cross-car beam comprises a steering column support secured to the first beam portion. An advantage of securing the steering column support to the more rigid material is that vibration to the steering column is minimised, without the whole cross-car span consisting of the rigid material.

In some examples, the first beam portion comprises a closed section shape. In some examples, the first beam portion is tubular. In some examples, the first material is a metallic material. An advantage of a closed section shape and a metallic material is improved rigidity.

In some examples, the composite material comprises a polymer and/or is an injection moulded material.

In some examples, the hybrid cross-car beam comprises a first outboard mount for securing to a first outboard side of a vehicle body, a second outboard mount for securing to a second outboard side of the vehicle body, and a first inboard mount for securing to an inboard location of the vehicle body, along the cross-car span. An advantage of additional inboard mounts is improved rigidity.

In some examples, the first outboard mount is for securing to a first A-pillar, and wherein the second outboard mount is for securing to a second A-pillar.

In some examples, the first beam portion is securable to the vehicle body via the first outboard mount and via the first inboard mount. An advantage is that the first beam portion is rigid because it has a short free span between mounts. In some examples, the second beam portion is securable to the vehicle body via at least the second outboard mount.

In some examples, the first inboard mount is below the first outboard mount and is for securing the first beam portion to a vehicle body lower portion. In some examples, the vehicle body lower portion is part of a floor pan assembly. In some examples, the first beam portion comprises a cross-car section extending from the first outboard mount, wherein the first beam portion comprises an upstanding section extending to the first inboard mount, and wherein the upstanding section is connected to the cross-car section via a curved corner. An advantage is improved rigidity because the first beam portion has a wrap-around span extending laterally and down, for wrapping around a steering column support to stiffen the steering column. An advantage of curved corners is reduced stress concentrations.

In some examples, the second beam portion is secured to the upstanding section of the first beam portion by a plurality of securing means. An advantage is improved rigidity.

In some examples, the second beam portion is securable to the vehicle body via the second outboard mount and via one or more further inboard mounts above and/or below the second outboard mount. An advantage is further improved rigidity.

According to another aspect of the present invention there is provided a vehicle comprising the hybrid cross-car beam.

According to a further aspect of the present invention there is provided a hybrid cross-car beam for a vehicle, the hybrid cross-car beam comprising: a first beam portion comprising a first material, the first material forming a first portion of a cross-car span of the hybrid cross-car beam; and a second beam portion secured to the first beam portion, the second beam portion comprising a second material, the second material forming a second portion of the cross-car span of the hybrid cross-car beam; wherein the first material of the first beam portion has a higher Youngs Modulus than the composite material of the second beam portion, and wherein the second material of the second beam portion has a lower density than the first material of the first beam portion.

According to a further aspect of the present invention there is provided a method of assembling a hybrid cross-car beam for a vehicle, the method comprising: providing a first beam portion comprising a first material, the first material forming a first portion of a cross-car span of the hybrid cross-car beam; providing a second beam portion for securing to the first beam portion, the second beam portion comprising a composite material, the composite material forming a second portion of the cross-car span of the hybrid cross-car beam, wherein the first material of the first beam portion has a higher Youngs Modulus than the composite material of the second beam portion, and wherein the composite material of the second beam portion has a lower density than the first material of the first beam portion; and securing the first and second beam portions to each other.

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 falls within the scope of the appended claims. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination that falls within the scope of the appended claims, 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.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: FIG. 1 illustrates an example of a vehicle; FIG. 2 illustrates an example of a hybrid cross-car beam; FIG. 3 illustrates an example of a second beam portion of a hybrid cross-car beam; FIG. 4 illustrates an example of a first beam portion of a hybrid cross-car beam; FIG. 5 illustrates an example of securing means for the first and second beam portions; FIG. 6A-6C illustrate examples of mechanical fastenings for securing the first and second beam portions; FIG. 7 illustrates an example of a hybrid cross-car beam with a sacrificial brace; FIGS. 8A-8B respectively illustrate methods of manufacturing and assembling a hybrid cross-35 car beam; and FIGS. 9A-9B illustrate an example of injection points for moulding a second beam portion of a hybrid cross-car beam.

DETAILED DESCRIPTION

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.

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.

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.

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.

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.

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.

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.

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.

FIG. 2 shows an example of an instrument panel cross-car beam 100, referred to herein as a cross-car beam 100, incorporating one or more aspects of the invention. The cross-car beam 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 7A, 7B. The cross-car beam 100 may connect to the A-pillars 7A, 7B at each end.

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.

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 (rnechanical fastening points'). alignable 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.

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, alignable 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.

The cross-car beam 100 has 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. 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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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 BA, 6B are often out-of-specification between the first and second outboard mounts 208, 308.

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 cross-car 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.

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.

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/m^3) than that of the first material.

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.

FIGS. 2 and 4 illustrates a first beam portion 200 comprising the first material. FIGS. 2 and 3 illustrate a second beam portion 300 comprising the second material. The second beam portion 300 may be a separately manufactured part than the first 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.

As shown in FIG. 2, the first 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.

The second 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 first beam portion 200 and the second beam portion 300 are connected to each other at the centre span section 103B of the cross-car beam 100.

Since the illustrated first 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 first beam portion 200 may therefore be shorter than the second 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%.

In the illustrated example, the second 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 first beam portion 200 may connect to the second beam portion 300 at the boundary between the centre span section 103B and the driver side section.

FIG. 4 is a zoomed-in view of the first beam portion 200. The first beam portion 200 comprises a metallic material. The first 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.

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

The illustrated first beam portion 200 has a complex shape. The first 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 first 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 first beam portion 200. An EA bracket is designed to deflect in a certain way during a crash. 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.

The upstanding section 204 may function as a support leg of the first beam portion 200. The upstanding section 204 of the first 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.

As shown in FIG. 2, the first 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.

The outboard end of the cross-car section 202 of the first 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 first 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.

The upstanding section 204 of the first beam portion 200 may be supported by the first lower inboard mount 209. A base of the upstanding section 204 of the first beam portion 200 may be supported by the first lower inboard mount 209. Therefore, the first 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 first 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 second beam portion 300 to which the first beam portion 200 is connected.

To further increase flexural rigidity, the first beam portion 200 may be fixed-ended. The ends of the first 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.

The first 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.

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 first beam portion 200, especially if formed by bending the first beam portion 200.

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 z-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 the 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.

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

FIG. 3 is a zoomed-in view of the second beam portion 300 of the cross-car beam 100. The second 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 second beam portion 300 may optionally be substantially without undercuts. The second 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.

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.

Therefore, the second 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 second beam portion 300 may connect to the first beam portion 200 at several points along the upstanding section 204 of the first 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.

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 second beam portion 300 generally parallel to that of the first beam portion 200, and one or more of the mounts. For example, the features integrally moulded with the cross-car section 302 of the second 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.

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

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 second 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.

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 second 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 second beam portion 300 may however be less than four times the width of the cowl arm 304.

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

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 second 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.

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 second beam portion 300 to the first beam portion 200. The first beam portion 200 and second 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 first beam portion 200 and the second beam portion 300.

The first beam portion 200 and the second 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 second 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 first beam portion 200 may even be inboard (closer to the centreline of the vehicle 1) relative to the cowl arm 304 of the second beam portion 300. The lateral overlap of the first and second beam portions 100, 200 enables the first and second beam portions 200, 300 to be connected rigidly to each other.

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

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.

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

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. It is also desirable to apply all mechanical fasteners in one direction during assembly, especially when dealing with injection mouldings which have a fixed die direction. This can lead to mechanical fasteners along a tube 201 being subject to high peel loads, causing raised stress in the composite second beam portion 300.

The solution utilises one or more brackets 210, 220, 230 ('joining backplates') to secure the first beam portion 200 and the second beam portion 300 to each other via one or more mechanical fasteners 400 (fasteners shown in FIGS. 6A-6C), to connect the first portion 102A of the cross-car span 102 to the second portion 1026 of the cross-car span 102. The Figures show a plurality of brackets 210, 220, 230. As shown in the Figures, 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.

The brackets 210, 220, 230 may comprise metallic material. The brackets 210, 220, 230 may comprise the same metallic material as the first beam portion 200, or any other metallic material compatible for welding to the first 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.

The brackets 210, 220, 230 may be affixed to the first beam portion 200, such as the tube 201, prior to assembly with the composite second 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.

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 second beam portion 300.

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.

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.

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.

In a further embodiment, if the first 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.

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 second 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.

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.

The second 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.

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 first beam portion 200 to the second beam portion 300. They may be at different locations along the upstanding section 204, in other words at different heights.

The first and second brackets 210, 220 may be configured to secure the first 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 second beam portion 300. The first and second brackets 210, 220 may be securable to the centre span section 103B of the same moulding 301.

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

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.

The third bracket 230 may extend from the first beam portion 200 mostly or wholly in the longitudinal x-direction whereas the first and second brackets 210, 220 may extend from the first 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).

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.

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).

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.

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.

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.

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, 2120, 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.

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 second 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.

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

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 2188 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 first 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.

Regarding ease of assembly, the mechanical fasteners 400 may be applied from a same side of the cross-car beam 100. This reduces cycle time because the cross-car beam 100 would not need to be flipped on a jig. 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 second 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.

FIGS. 6A-6C illustrate different examples of specific mechanical fastening joint configurations which could be used to connect the first beam portion 200 to the second beam portion 300.

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 second beam portion 300, such as the moulding 301, likewise comprises a mechanical fastener hole 312.

The mechanical fastener hole 312 through the second 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 second 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.

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

In FIG. 6A, a compression limiter 404A is illustrated. The compression limiter 404A is inside the mechanical fastener hole 312 of the second beam portion 300. The compression limiter 404A may be secured to the inside of the mechanical fastener hole 312 of the second 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 second 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.

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 second beam portion 300. The flange 405 is illustrated to the opposite side of the mechanical fastener hole 312 of the second 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.

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 second 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. The threaded insert 406 may comprise a flange 407 at the bracket-facing side of the second 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 second 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.

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 joint 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 pull-out loads.

Another difference between FIG. 6C and FIGS. 6A-6B is that the mechanical fastener hole 312 of the second 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.

A problem that can occur during thermal moulding, such as injection moulding, is that shrinkage in the cooling phase can cause significant warpage in the moulding 301, creating difficulties with dimensional control and therefore fitting of the moulding 301 to the surrounding components. In the present instance where the moulding 301 is a long, unsupported structural member, this warpage can be further exaggerated and can become problematic.

Initial experimentation revealed that the cowl arm 304 had a tendency to 'splay' during the cooling phase. The cowl arm 304 is a long unsupported beam part which connects the cross-car section 302 of the moulding 301 to the cowl 3 of the vehicle body 2. Due to disproportionate shrinkage throughout a relatively small section, this cowl arm 304 can deflect in excess of 10 millimetres which may result in parts being out of specification even after tuning. Note that this problem may apply to other similar beam parts in other embodiments, especially ones cantilevered from the cross-car section 302, such as one or more of the mounts 308, 309 described earlier.

Another difficulty is that due to tool direction, there may be a limitation on how close the injection drop points can be located to the end of the cowl arm 304. For some materials and geometries this may cause difficulties in adequately filling the cowl arm 304 with material.

An existing solution is to use a cooling jig. Cooling jigs are most often used in low-volume manufacture and prototyping. A disadvantage is that cooling jigs introduce additional labour, cycle time, and space.

Therefore, with reference to FIG. 7, a solution is proposed, to address the problems without the need for cooling jigs.

FIG. 7 illustrates a sacrificial brace 700 which connects the cowl arm 304 to the main cross-car section 302 of the moulding 301 of the cross-car beam 100. The sacrificial brace 700 can form an integral part of the moulding 301, and substantially immobilises the cowl arm 304 relative to the cross-car section 302 until the moulding 301 has cooled. The sacrificial brace 700 can either be an integrally moulded portion of the moulding 301, or can be an overmoulded element. If it is an overmoulded element, such as a metal or other material with a higher melting point than the moulding temperature, the sacrificial brace 700 could even be reusable by removing it and placing it back into the mould.

The sacrificial brace 700 is sacrificial because if the sacrificial brace 700 was permanently included in the second beam portion 300, it would cause a package clash with surrounding components and/or would increase the weight of the vehicle 1. Once the parts have cooled and the sacrificial brace 700 is no longer needed, the sacrificial brace 700 can be removed. For example, the sacrificial brace 700 can be cut off. The package clash depends on the implementation but could be a clash with any one or more of: an airbag module; or air ducting.

In FIG. 7, but not necessarily all examples, the sacrificial brace 700 is a sacrificial strut which connects the cowl arm 304 to the cross-car section 302 of the second beam portion 300 at an oblique angle to both elements. The illustrated sacrificial brace 700 is an elongate sacrificial strut. The sacrificial brace 700 has with a smaller cross-sectional area than the cowl arm 304 -it may on average be at least one order of magnitude smaller than the average or minimum cross-sectional area of the cowl arm 304 because the sacrificial brace 700 does not need to be particularly thick.

In the illustrated example, one end of the sacrificial brace 700 is connected to the upper edge 346 of the moulding 301, and the other end of the sacrificial brace 700 is connected to the cowl arm 304 at a distal location along the cowl arm 304, distal to the first end 305 of the cowl arm 304. The distal location may be close to the free, second end 306 of the cowl arm 304. The distal location may be greater than LJ3 from the first end 305 of the cowl arm 304, where L is the width of the cowl arm 304 from the first end 305 to the second end 306.

A triangulated frame may be defined by the sacrificial brace 700, a lateral edge of the cowl arm 304, and the upper edge 346 of the cross-car section 302. The sacrificial brace 700 may define the hypotenuse of the triangulated frame. The corner between the upper edge 346 of the cross-car section 302 and the cowl arm 304 may be approximately perpendicular, when the cross-car beam 100 is viewed in frontal elevation.

The internal angle a between the sacrificial brace 700 and the cross-car section 302 of the moulding 301, defining an internal angle of the triangulated frame, may be greater than 10 degrees and/or less than 70 degrees. Assuming the connecting point to the cowl arm 304 remains the same and the angle is adjusted by moving the connection to the main body of the second beam portion 300, then the lower the angle the better. The more tangential the sacrificial brace 700 can be to the cowl arm 304, the more it is acting in tension/compression which is the preferable loading.

In other embodiments, the frame could take another shape than a triangulated frame. An advantage of the illustrated shape of the sacrificial brace 700 will become apparent later when FIGS. 9A-9B are discussed.

The sacrificial brace 700 may be oriented to provide stiffness to the cowl arm 304 in the y-direction. The sacrificial brace 700 may be oriented to provide stiffness to the cowl arm 304 in the z-direction. The sacrificial brace 700 may extend in the x, y and z directions. The sacrificial brace 700 may extend approximately linearly. The sacrificial brace 700 may be straight. The direction of the sacrificial brace 700 may be such that there is triangulation when the cross-car beam 100 is viewed in frontal elevation (y-z plane). The direction of the sacrificial brace 700 may be such that there is triangulation when the cross-car beam 100 is viewed in top elevation (x-y plane).

The sacrificial brace 700 shown in FIG. 7 was found in simulations to reduce the magnitude of the deflection of the cowl arm 304 from greater than 6 millimetres to less than 3 millimetres.

In the example shown, the shrinkage of the sacrificial brace 700 itself, as it cools, acts in opposition to the direction in which the cowl arm 304 tends to deflect. The sacrificial brace 700 and the second outboard mount 308 are to the same lateral side of the cowl arm 304.

Therefore, the shrinkage of the sacrificial brace 700 biases the second end 306 of the cowl arm 304 in the y-direction towards the second outboard mount 308.

Whatever the implementation, the sacrificial brace 700 could beneficially (but optionally) be located such that the shrinkage of the sacrificial brace 700 acts in opposition to the direction in which the beam part (e.g., 304) tends to deflect.

The location at which the sacrificial brace 700 is anchored could be selected as a location which is warping in a favourable direction, against the direction in which the beam part tends to deflect. For example, if at least part of the second outboard mount 308 is warping in a favourable direction, the sacrificial brace 700 could be connected to the favourably warping location of the second outboard mount 308 and the other end of the sacrificial brace 700 could be connected to the beam part. The two connected areas then work against each other, so that opposing shrinkages resisted by the sacrificial brace 700 pull each of them into position.

The sacrificial brace 700 is cut away or otherwise removed after the moulding 301 has fully cooled, therefore leaving a second beam portion 300 with improved dimensional capability while still fulfilling package constraints of the vehicle 1.

In order to aid removal of the sacrificial brace 700, the sacrificial brace 700 may comprise one or more frangible portions 702, 704 for enabling removal of the sacrificial brace 700 from the cowl arm 304, the one or more frangible portions 702, 704 including a first frangible portion 702 proximal to the cross-car section 302 and/or a second frangible portion 704 proximal to the cowl arm 304. The frangible portions 702, 704 may be at the ends of the sacrificial brace 700.

A frangible portion 702, 704 may be a portion of reduced cross-sectional area relative to the average cross-sectional area of the sacrificial brace 700. A frangible portion 702, 704 may have a cross-sectional area at least one or two times less than the average cross-sectional area of the sacrificial brace 700. Each frangible portion 702, 704 may be an integral part of the moulding 301. The frangibility of a frangible portion 702, 704 may be configured to enable snapping off the sacrificial brace 700 by hand. Alternatively, the frangibility of a frangible portion 702, 704 may be configured to enable snapping off the sacrificial brace 700 by a tool such as pliers or a chisel.

As an alternative to a strut-shaped sacrificial brace 700, the sacrificial brace 700 could instead be a solid-filled triangular web. However, a triangular web is not conducive to being cut out easily and quickly, and material may be wasted.

FIG. 8A defines a method 800 of manufacturing at least part 300 of a cross-car beam 100 for a vehicle 1.

The method 800 comprises, at block 802, forming a beam part 300 for the cross-car beam 100, the beam part 300 comprising the cross-car section 302 and a cantilevered beam part (e.g., 304) extending from the cross-car section 302. The cantilevered beam part may comprise the cowl arm 304, for example. The sacrificial brace 700 may be integrally moulded or overmoulded. The beam part 304 may be formed by a moulding technique such as injection moulding. Alternatively, depending on the material used, the beam part 304 may be formed by other raised-temperature processes such as casting.

The method 800 then comprises, at block 804, allowing the beam part to cool from a moulding temperature. The beam part may be allowed to cool for at least 40 minutes or at least one hour prior to removal of the sacrificial brace 700, before progressing to the next stage at block 806.

The method 800 then comprises, at block 806, removing the sacrificial brace 700 from the beam part after the cooling. The removal may be as described earlier.

FIG. 8B illustrates a method 810 of assembling a hybrid cross-car beam 100 for a vehicle.

The method 810 comprises, at block 812, providing a first beam portion 200 comprising a first material, the first material forming a first portion 102A of a cross-car span 102 of the hybrid cross-car beam 100. In some, but not necessarily all examples, the material may be metallic or another material stiffer and denser than that of the second beam portion 300. The first beam portion 200 could be as described earlier.

The method 810 comprises, at block 814, providing a second beam portion 300 for securing to the first beam portion 200, the second beam portion 300 comprising a composite material, the composite material forming a second portion 1028 of the cross-car span 102 of the hybrid cross-car beam 100. The second beam portion 300 could be as described earlier. In some, but not necessarily all examples, the second beam portion 300 is the beam part produced via the method 800 of FIG. 8A. It is envisaged that by this time, the sacrificial brace 700 (if any) will have been removed. However, it could be alternatively removed after the beam portions have been connected.

The method 810 then comprises, at block 816, securing (connecting) the first and second beam portions 200, 300 to each other, to connect the first portion 102A of the cross-car span 102 to the second portion 102B of the cross-car span 102. In some, but not necessarily all examples of the disclosure, they are secured to each other via one or more mechanical fasteners 400 through one or more brackets 210, 220, 230 connected to the first beam portion 200, as described earlier.

In relation to block 802 of the method 800 (forming a beam part), FIGS. 9A to 9B illustrate an optimised approach where injection moulding is used. FIGS. 9A to 9B illustrate cylinders which schematically illustrate the injection drop points 900A, 9008, 900C, 900D, 900E, 900F (injection points) where mouldable thermoplastic material is injected into the cavity of the mould tool.

FIG. 9A illustrates an injection point pattern where a sacrificial brace 700 is not included or is a separate overmoulded part (not shown). FIG. 9B illustrates an injection point pattern where a sacrificial brace 700 is included as an integrally-moulded portion.

In both Figures, a plurality of injection points 900A, 900B, 900C, 900D, 900E, 900F are shown. There is shown one or more cross-car section injection points 900A, 900B, 900C which inject mouldable material directly into the part of the cavity corresponding to the cross-car section 302. There is shown one or more second outboard mount injection points 900E, 900F which inject mouldable material directly into the part of the cavity corresponding to the second outboard mount 308. There is shown a cowl arm injection point 900D which injects mouldable material directly into the part of the cavity corresponding to the approximate region of the first end 305 of the cowl arm 304, from where the mouldable material flows down towards the second end 306 of the cowl arm 304. There is also shown, in FIG. 9B, an additional dedicated sacrificial brace injection point 900G which injects mouldable material directly into the part of the cavity corresponding to the sacrificial brace 700.

Forming the second beam portion 300 according to block 802 of the method 800 can comprise sequentially injecting mouldable material into a mould tool at a plurality of mould tool injection points 900A-900G. The sequence may comprise initiating injection of the mouldable material at the cowl arm injection point 900D prior to initiating injection of the mouldable material at the sacrificial brace injection point 900G.

In effect, injection is initiated first from the injection points 900A or 900B that are a higher elevation in the mould tool, prior to initiating injection from the injection points 900C-900G at a lower elevation. The lower injection point is initiated once the mouldable material injected by the higher injection point has reached the location of the lower injection point. This prevents the formation of weld lines at undesirable locations. Weld lines create weak points. Therefore, the injection points are opened from the top, and progress lower down. This sequence of injection initiation may be configured to push the weld line all the way to the lowest point of the cavity, which may correspond to the end of the cowl arm 304. This approach is referred to as sequential gating.

Since the sacrificial brace injection point 900G is below the cowl arm injection point 900D, the injection from the sacrificial brace injection point 900G may only be initiated once the mouldable material has flowed to the location where the end of the sacrificial brace 700 meets the cowl arm 304. This prevents the mouldable material from the sacrificial brace injection point 900G from meeting the mouldable material from the cowl arm injection point 900D at a location inside the cowl arm 304, which could create a weld line that weakens the cowl arm 304.

By connecting the sacrificial brace 700 along the cowl arm 304 but not at the very end of the cowl arm 304, it is easier to avoid a weld line problem. If the sacrificial brace 700 met the second end 306 of the cowl arm 304, the mouldable material from the sacrificial brace injection point 900G may come up to meet the descending mouldable material from the cowl arm injection point 900D, leading to a weld along the cowl arm 304.

If the tool direction is different from that shown in FIGS. 9A-9B, the sequential gating pattern may be different than that described above, but still starting from highest to lowest. In an example, if the tool direction is along the y-axis, the sequence could initiate a higher injection point in the mould cavity prior to initiating the sacrificial brace injection point 900G.

The illustrated sacrificial brace injection point 900G could aid filling of the cowl arm 304 at reduced pressures due to the proximity of the injection point 900G to the furthest end of the cowl arm 304.

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.

Although embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be appreciated that modifications to the examples given can be made without departing from the scope of the invention as claimed. For example, the cross-car beam could be implemented in a single-seat vehicle rather than a vehicle with a passenger side and a driver side.

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

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

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

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

CLAIMS1. A hybrid cross-car beam for a vehicle, the hybrid cross-car beam comprising: a first beam portion comprising a first material, the first material forming a first portion of a cross-car span of the hybrid cross-car beam; and a second beam portion secured to the first beam portion, the second beam portion comprising a composite material, the composite material forming a second portion of the cross-car span of the hybrid cross-car beam; wherein the first material of the first beam portion has a higher Youngs Modulus than the composite material of the second beam portion, and wherein the composite material of the second beam portion has a lower density than the first material of the first beam portion.
2. The hybrid cross-car beam of claim 1, comprising a steering column support secured to the first beam portion.
3. The hybrid cross-car beam of claim 1 or 2, wherein the first beam portion comprises a closed section shape, and is optionally tubular.
4. The hybrid cross-car beam of any preceding claim, wherein the first material is a metallic material.
5. The hybrid cross-car beam of any preceding claim, wherein the composite material comprises a polymer and/or is an injection moulded material.
6. The hybrid cross-car beam of any preceding claim, wherein the hybrid cross-car beam comprises a first outboard mount for securing to a first outboard side of a vehicle body, a second outboard mount for securing to a second outboard side of the vehicle body, and a first inboard mount for securing to an inboard location of the vehicle body, along the cross-car span.
7. The hybrid cross-car beam of claim 6, wherein the first outboard mount is for securing to a first A-pillar, and wherein the second outboard mount is for securing to a second A-pillar.
8. The hybrid cross-car beam of claim 6 or 7, wherein the first beam portion is securable to the vehicle body via the first outboard mount and via the first inboard mount, and wherein the second beam portion is securable to the vehicle body via at least the second outboard mount.
9. The hybrid cross-car beam of claim 6, 7 or 8, wherein the first inboard mount is below the first outboard mount and is for securing the first beam portion to a vehicle body lower portion.
10. The hybrid cross-car beam of claim 9, wherein the vehicle body lower portion is part of a floor pan assembly.
11. The hybrid cross-car beam of any one of claims 6 to 10, wherein the first beam portion comprises a cross-car section extending from the first outboard mount, wherein the first beam portion comprises an upstanding section extending to the first inboard mount, and wherein the upstanding section is connected to the cross-car section via a curved corner.
12. The hybrid cross-car beam of claim 1 1, wherein the second beam portion is secured to the upstanding section of the first beam portion by a plurality of securing means.
13. The hybrid cross-car beam of any one of claims 6 to 12, wherein the second beam portion is securable to the vehicle body via the second outboard mount and via one or more further inboard mounts above and/or below the second outboard mount.
14. A vehicle comprising the hybrid cross-car beam of any preceding claim.
15. A method of assembling a hybrid cross-car beam for a vehicle, comprising: providing a first beam portion comprising a first material, the first material forming a first portion of a cross-car span of the hybrid cross-car beam; providing a second beam portion for securing to the first beam portion, the second beam portion comprising a composite material, the composite material forming a second portion of the cross-car span of the hybrid cross-car beam, wherein the first material of the first beam portion has a higher Youngs Modulus than the composite material of the second beam portion, and wherein the composite material of the second beam portion has a lower density than the first material of the first beam portion; and securing the first and second beam portions to each other.