Background of the invention

The present invention relates to a cockpit carrier for a vehicle. The cockpit carrier is configured as a lightweight structure and comprises two base bodies made of plastic. The two base bodies give the cockpit carrier its basic shape when assembled and form the lightweight structure when assembled.

State of the art

Cockpit carriers for vehicles are known from the prior art. Cockpit carriers are carriers arranged within the vehicle. The primary purpose of cockpit carriers is to support display elements and/or operating elements, in particular displays, in such a way that the display elements and/or the operating elements are accessible and/or visible to a vehicle occupant. The cockpit carriers known from the prior art are configured either as one-piece and/or multipiece. One-piece cockpit carriers have the disadvantage that they are usually very massive and correspondingly heavy. To reduce the weight of one-piece cockpit carriers, lightweight but relatively cost-intensive materials such as magnesium are used.

Multi-part cockpit carriers have the advantage that in particular the part of the cockpit carrier facing the vehicle occupant - the instrument panel - can be configured in a modular manner, i.e. it can be configured to accommodate the corresponding display and/or control elements. However, even in the case of multi-part cockpit carriers known from the prior art, the parts connected to the vehicle body are regularly configured to be very solid in order to be able to transmit the forces acting during driving into the vehicle body. In addition, the manufacturing costs of such multi-part cockpit carriers are often high due to the variety of materials involved. Description of the invention

Based on the above prior art, it is therefore a task of the present invention to provide a cockpit carrier which eliminates the above-mentioned problems and disadvantages of the prior art. In particular, it is an object of the present invention to provide a cockpit carrier for a vehicle which can be manufactured simply and inexpensively, which is highly functional, which is highly stable, and which comprises a weight as low as possible.

The task is solved with a cockpit carrier according to claim 1. Advantageous further developments of the invention are the subject of the dependent claims.

The solution according to the invention comprises a cockpit carrier for a vehicle which comprises two base bodies, namely a first base body and a second base body. According to the invention, both base bodies are each made of a plastic. The first base body and the second base body are formed such that they each form one part of a lightweight structure of the cockpit carrier, for example they each form one part of a total of two parts of the lightweight structure of the cockpit carrier. When the first base body and the second base body are in the assembled state, the first base body and the second base body delimit a cavity and thereby provide the lightweight structure of the cockpit carrier, preferably the lightweight structure of the cockpit carrier in its entirety.

For the purposes of the present invention, the term "lightweight structure" is understood to mean a geometric structure which comprises a lower weight compared to an ordinary structure with at least the same stiffness, in particular with at least the same bending stiffness, stretching stiffness and/or torsional stiffness. Preferably, the lightweight structure is a self-contained structure.

According to the invention, this is advantageously provided by the fact that forces occurring between the joined base bodies during use in a vehicle can be transferred back and forth between the base bodies. In addition, the cavity can save material that would make no or only a negligible contribution to the rigidity of the cockpit carrier. The cockpit carrier according to the invention has the advantage that the cockpit carrier is particularly stable with a minimum of weight. The cockpit carrier according to the invention also has the advantage that the first base body and the second base body can each comprise a form that is relatively easy to manufacture. For example, each base body can be manufactured in a separate injection molding process, wherein the mold to be injected in each case can be of much simpler structure than the mold that the cockpit carrier comprises when the first base body and the second base body are joined together. Advantageously, this can significantly reduce manufacturing costs.

Preferably, the first base body and the second base body substantially form the basic shape of the cockpit carrier when assembled. For example, the first base body configures at least a first sidewall of the cockpit carrier. The second base body may configure a second sidewall of the cockpit carrier. Advantageously, the cockpit carrier can be substantially completed by joining the two base bodies together.

The self-contained lightweight structure of the cockpit carrier is preferably only achieved when the two base bodies are joined together. This means that each of the two base bodies contributes significantly to the structural integrity of the cockpit carrier. In particular, the lightweight structure of the cockpit carrier is not configured by one base body alone. One base body alone, for example, forms an unstable structure.

The first and/or the second base body can be configured at least in sections in a form like a a U-profile, in particular at least in sections as a U-profile. In the assembled state, the two base bodies can then configure a stable rectangular cross-sectional form of the cockpit carrier.

The two base bodies can also comprise different and, in particular, any desired profile shapes, as long as the two base bodies form a stable and, in particular, closed profile when assembled. In the assembled state, the two base bodies can then configure a stable rectangular cross-sectional form of the cockpit carrier. The two base bodies can also comprise different and, in particular, any desired profile shapes, as long as the two base bodies form a stable and, in particular, closed profile when assembled. For example, the first base body can be configured, at least in sections, as a U-profile, and the second base body can be configured, at least in sections, as a plate. In the assembled state, the two base bodies would then form a rectangular profile.

In an exemplary embodiment of the cockpit carrier, at least one of the two base bodies comprises a display holder. The display holder can be configured such that a display can be fastened directly or indirectly to the cockpit carrier. Advantageously, the display holder ensures that the weight of a display can be transferred into the cockpit carrier in the best possible way. This has the advantage of a very stable connection of the display to the cockpit carrier.

For example, a display can be attached directly to the display holder. Preferably, the display is hooked into the display holder, glued to the display holder, screwed into the display holder and/or clipped into the display holder. This has the advantage that the number of components needed to connect the display to the cockpit carrier is reduced. This minimises the manufacturing costs.

Alternatively, a display can be attached to the display holder indirectly, preferably via an intermediate element. For example, the display holder can be configured to be connected with an adapter. Preferably, the adapter can be hooked into the display holder, glued to the display holder, screwed into the display holder and/or clipped into the display holder. The display can then be connected with the adapter. The indirect attachment of the display to the display holder advantageously means that a variety of displays with different sizes can be attached to the cockpit carrier without the need to change the basic shape of the cockpit carrier, in particular the basic shape of the display holder. This has the advantage that the cockpit carrier can be used modularly and the manufacturing costs can be minimised.

In another exemplary embodiment, the cavity forms a flow channel. The flow channel is preferably configured such that a fluid, in particular air, can flow through the flow channel. For example, exhaust air and/or cooling air from or for a display can flow through the flow channel. Alternatively or additionally, fresh air for the vehicle interior can flow through the flow channel. The cavity may also comprise a dividing wall. The dividing wall is preferably configured to divide the cavity into several flow channels, in particular into several fluidically separated flow channels. The embodiment in which the cavity forms a flow channel advantageously ensures that no additional flow channels need to be provided on the cockpit carrier. This has the advantage that additional components can be avoided and the manufacturing costs of the cockpit carrier are minimised.

In another exemplary embodiment of the cockpit carrier, the first base body comprises a stiffening structure at least in sections. The stiffening structure is preferably configured to stiffen the first base body at least in sections. Consequently, the stiffening structure can also stiffen the cockpit carrier. This is particularly the case when the first base body and the second base body are joined together. Preferably, the stiffening structure is formed onto the first base body. The stiffening structure can be configured in one piece with the first base body, in particular, it can be moulded with the first base body.

The stiffening structure of the first base body may be one or more stiffening ribs. For example, the stiffening rib can extend from a first side wall of the first base body to a second side wall of the first base body that is different from the first side wall. Alternatively or additionally, the stiffening rib may be configured as a dividing wall. For example, the stiffening rib can divide the cavity into several flow channels. Advantageously, the stiffening rib causes the side walls of the base body to be stiffened by the stiffening rib. This has the advantage that the side walls of the first base body can be configured very thin-walled and correspondingly light. This advantage can be further increased with the number and the specific arrangement of the stiffening ribs.

Independent of the above, the stiffening structure of the first base body can also be a honeycomb structure. In this case, the stiffening structure can configure a plurality of cells, in particular cavities, which preferably form a pattern in cross-section. The pattern can be configured regularly and/or irregularly. For example, the honeycomb structure may comprise a plurality of polygons, in particular triangles, in cross-section. The honeycomb structure may be laterally bounded by the side walls of the first base body. Advantageously, the honeycomb structure has the effect that the first base body, and in this respect also the cockpit carrier, is stiffened by the honeycomb structure. This has the advantage that the first base body, and in this respect also the cockpit carrier, is particularly stable.

Alternatively or additionally, the second base body can also comprise a stiffening structure at least in sections. The above explanations regarding the stiffening structure of the first base body also apply in an analogous manner to the stiffening structure of the second base body. The advantages of the respective stiffening structures of the first base body and the second base body can complement or reinforce each other positively when the first base body and the second base body form the cockpit carrier in the assembled state.

In an advantageous further development of the cockpit carrier, the first base body and the second base body in the assembled state each form, at least in sections, a side surface of a sandwich structure. For the purposes of the present invention, the term "sandwich structure" is understood to mean a multi-layer structure formed from a juxtaposition of different types of structures and/or materials. For example, a sandwich structure may be formed from two panels between which a honeycomb structure is provided. Preferably, the first base body forms a first side surface, in particular a first plate, and the second base body forms a second side surface, in particular a second plate. A honeycomb structure may be provided between the two side surfaces. The honeycomb structure may be formed on the first base body and/or on the second base body. The honeycomb structure can be provided integrally with the first base body and/or with the second base body.

In a further exemplary embodiment of the cockpit carrier, the stiffening structure of the first base body and/or the stiffening structure of the second base body is arranged and/or configured at least in sections in such a way that the cockpit carrier forms an energy absorption structure for a vehicle occupant at least in sections. The cockpit carrier can thus be configured as an impact protection for a vehicle occupant. In particular, the energy absorption structure can convert the impact energy of a vehicle occupant, such as it occurs in a vehicle accident and is introduced into the cockpit carrier by the vehicle occupant, into deformation. Preferably, the impact energy of the vehicle occupant causes a deformation of the energy absorption structure. For example, the energy absorption structure may comprise predetermined breaking points and/or structurally yielding portions where the energy absorption structure is deformed when the vehicle occupant impacts the cockpit carrier during a vehicle accident. The energy absorption structure has the advantage that the cockpit carrier can make a significant contribution to the safety of the vehicle occupant.

The first base body and the second base body may comprise different plastics in a further embodiment of the cockpit carrier. Preferably, the first base body comprises a first plastic and the second base body comprises a second plastic. The first plastic may comprise a strength that is different from the strength of the second plastic. For example, the first plastic may comprise a greater modulus of elasticity than the second plastic. Advantageously, the use of different plastics causes the first base body and the second base body to comprise different material properties. The different material properties can result in particularly advantageous overall properties when the two base bodies are joined together. For example, the strength properties of the cockpit carrier can be locally adapted. This has the advantage that the material properties of the cockpit carrier can be optimised.

Alternatively or additionally, in a further embodiment of the cockpit carrier, one or more stiffening elements may be provided. Preferably, the stiffening elements comprise a material made of metal, for example magnesium or aluminium. However, the material can also be a metal alloy and/or a composite material. The stiffening elements may be provided on the first base body, on the second base body and/or between the first base body and the second base body. Advantageously, the stiffening elements have the effect that the cockpit carrier is stiffened by the stiffening elements at least in sections or at least locally. This has the advantage that the cockpit carrier is configured to be particularly stable, at least in sections or at least locally.

The first base body and the second base body can each comprise a joining section. Preferably, the first base body and the second base body are connected to each other in the joined state via the respective joining sections. The connection between the joining sections of the base bodies can be a frictional connection, preferably a screw connection, a positive mechanical engagement, preferably a snap-fit and/or latching connection, and/or a materiallocking connection, preferably a welded or bonded connection. For example, the joining sections can each be configured as a joining surface. When joining the two base bodies, the joining surfaces can be welded together by means of friction welding or infrared welding. The first base body and the second base body can also each comprise several joining sections. The multiple joining sections of a base body can be spaced apart from each other. Preferably, the joining sections of the first base body are connected with the respective corresponding joining sections of the second base body when the two base bodies are joined together to form a cockpit carrier. The joining sections can be formed onto the respective base body. For example, the joining sections can be configured as one piece with the respective base body, in particular be moulded with the respective base body. The joining sections, in particular the joining surfaces, have the advantage that the two base bodies can be easily and securely joined together. This has the advantage that the cockpit carrier can be manufactured particularly effectively and economically.

The cockpit carrier can be configured as a cockpit cross carrier. The cockpit cross carrier can extend in its width over essentially the entire width of a vehicle interior. For example, the cockpit cross carrier is configured to be connected to a vehicle body at its opposite ends. The cockpit cross carrier may additionally or alternatively rest on the floor of the vehicle interior, in particular on the vehicle body floor, when the cockpit cross carrier is installed in a vehicle. The embodiment of the cockpit carrier as a cockpit cross carrier has the advantage that no further load-bearing component is required for the cockpit in addition to the cockpit carrier. This means that the manufacturing effort can be reduced and the manufacturing costs can be minimised. The cockpit carrier may be configured for use in a vehicle. The vehicle may be, for example, a land vehicle, an aircraft and/or a watercraft. Preferably, the cockpit carrier is intended for use in a land vehicle, in particular a motor vehicle, such as a passenger car and/or a truck.

Brief description of the drawings

The different and exemplary features described above can be combined with each other according to the invention, as far as this is technically reasonable and suitable. Further features, advantages and embodiments of the invention will be apparent from the following description of examples of embodiments of the cockpit carrier according to the invention and from the figures. The figures show:

Fig. 1 a perspective illustration of an embodiment of a cockpit carrier,

Fig. 2 a perspective view of an exploded illustration of the embodiment of figure 1,

Fig. 3 a schematic perspective illustration of a section of a first base body,

Fig. 4 a schematic perspective illustration of a section of a second base body,

Fig. 5 a schematic sectional view of the cockpit carrier at a display holder according to a first example of embodiment, and

Fig. 6 a schematic sectional view of the cockpit carrier at a display holder according to a second example of embodiment.

Detailed description of the drawings

Figure 1 shows an illustration of a cockpit carrier 1 for a vehicle in perspective. The cockpit carrier 1 comprises a first base body 2 and a second base body 3. The first base body 2 and the second base body 3 are joined together in the embodiment shown in Figure 1 and thereby form a lightweight structure of the cockpit carrier 1. The cockpit carrier 1 is configured as a cockpit cross carrier 1 and accordingly comprises a first lateral vehicle body connection and a second lateral vehicle body connection 10. The first lateral vehicle body connection 9 and the second lateral vehicle body connection 10 can be used to connect the cockpit carrier 1 with a vehicle body, in particular with one side of a vehicle body in each case. The cockpit carrier 1 also comprises a floor-side vehicle body connection 11, with which the cockpit carrier 1 can be placed on the vehicle body floor and/or with which the cockpit carrier 1 can be connected to the vehicle body floor.

The first base body 2 is made of a plastic, in particular a first plastic. The second base body 3 is also made of a plastic, in particular a second plastic. The first plastic and the second plastic can comprise different strengths, in particular different moduli of elasticity. The first base body 2 and the second base body 3 are each formed such that the first base body 2 and the second base body 3 each provide one part of the lightweight structure of the cockpit carrier 1. When the first base body 2 and the second base body 3 are joined together as illustrated in Figure 1, the two base bodies 2, 3 together provide the lightweight structure of the cockpit carrier 1.

The first base body 2 and the second base body 3 together delimit a cavity 4 (cf. Figure 2). In the example shown, the cavity 4 forms a flow channel 13. Air can flow through the flow channel 13. The air can be cooling air and/or exhaust air for or from a display 14 (not shown in figure 1). Alternatively or additionally, the air can be fresh air for the vehicle interior.

Independently of this, the cockpit carrier 1 comprises several display holders 7. Each display holder 7 is configured to be able to be connected directly or indirectly with a display 14 (not shown in figure 1). With regard to the structural design of the display holder 7, it is referred to the figure descriptions of figures 5 and 6.

Figure 2 shows an exploded view of the example shown in Figure 1. In the exploded view, the first base body 2 has been separated from the second base body 3 in order to provide a view of the interior of the cockpit carrier 1.

The first lateral vehicle body connection 9, the second lateral vehicle body connection 10 and the ground-side vehicle body connection 11 are provided on the first base body 2. Furthermore, the first base body 2 comprises several stiffening structures 5, 6, in particular several stiffening ribs 5 and a honeycomb structure 6. The stiffening structures 5, 6 are configured to stiffen the cockpit carrier 1 at least in sections. In the embodiment example shown in Figures 1 and 2, the side surfaces of the first base body 2 and the second base body 3 form a sandwich structure together with the honeycomb structure 6 in the assembled state. The sandwich structure gives the cockpit carrier 1 the particularly stable structure, especially the lightweight structure. The weight of the cockpit carrier 1 is reduced to a minimum.

The display holders 7 are provided on the second base body 3. Independently of this, the second base body 3 is shaped, at least in sections, in such a way that the flow channel 13 is configured substantially through the second base body 3. The flow channel 13 advantageously runs in the vicinity of a display holder 7. As a result, a display 14 attached to the display holder 7 can be optimally cooled, in particular optimally cooled on the rear side.

Figure 3 shows a schematic perspective view of a section of the first base body 2. In the section shown, the first base body 2 is essentially configured as a U-profile. Two spacedapartjoining surfaces 12 are formed on the U-profile of the first base body 2. Preferably, the joining surfaces 12 are provided in one piece with the first base body 2, in particular moulded with the first base body 2.

Figure 4 shows a schematic perspective view of a section of the second base body 3. In the section shown, the second base body 3 is essentially configured as a plate. The hatched sections of the second base body 3 form the joining surfaces 12 of the second base body 3 corresponding with the joining surfaces 12 of the first base body 2. When the first base body 2 and the second base body 3 are joined together, the respective joining surfaces 12 are joined together, in particular welded together.

Figure 5 shows a schematic sectional view of the cockpit carrier 1 at a display holder 7 according to a first example. The cockpit carrier 1 comprises the first base body 2 and the second base body 3, which are joined together, in particular welded together, at the joining surfaces 12. The first base body and the second base body 3 jointly delimit a cavity 4. In the embodiment shown, the cavity 4 is configured as a flow channel 13.

The display holder 7 is directly connected with a display 14. In the upper connection area, the display 14 is frictionally connected, in particular screwed, with the display holder 7. In the lower connection area, the display 14 is form-fittingly connected with the display holder 7, in particular suspended in the display holder 7. Figure 6 shows a schematic sectional view of the cockpit carrier 1 at a display holder 7 according to a second embodiment. In contrast to the first embodiment shown in Figure 5, the display holder 7 is configured as an indirect display holder 7.

An intermediate element 8 is provided on the display holder 7. The intermediate element 8 can be an adapter 8. The intermediate element 8 can be screwed, riveted and/or glued with the display holder 7. The display 14 is frictionally connected, in particular screwed, with the intermediate element 8 in the upper connection area. In the lower connection area, the display 14 is form-fittingly connected with the intermediate element 8, in particular suspended in the intermediate element 8.

In the second embodiment, the cockpit carrier 1 also comprises the first base body 2 and the second base body 3. The first base body 2 and the second base body 3 are joined to each other, in particular welded to each other, at the respective corresponding joining surfaces 12. The first base body 2 and the second base body 3 jointly delimit a cavity 4. The cavity 4 is also configured as a flow channel 13 in the embodiment example shown in Figure 6 in order to supply the display 14 with cooling air and/or to discharge exhaust air heated by the display 14.

REFERENCE LIST

1 cockpit carrier

2 first base body 3 second base body

4 cavity

5 stiffening ribs

6 honeycomb structure

7 display holder 8 intermediate element

9 first lateral vehicle body connection

10 second lateral vehicle body connection

11 floor-side vehicle body connection

12 joining surface 13 flow channel

14 display