Polymeric bracket for instrumental panel side passenger knee protection

The present invention in one or more embodiments provides a polymeric bracket for instrument panel side passenger knee protection, the polymeric bracket including first and second legs spaced apart from each other and to support an instrument panel at an assembly position, and a waist connecting the first and second legs and to support a cross car beam at the assembly position.

TECHNICAL FIELD

The present invention relates to a polymeric bracket for instrumental or instrument panel side passenger knee protection.

BACKGROUND

On a typical instrument panel, the structural support on the passenger side above the glovebox is often important for occupant knee protection upon an adverse impact.

Publication U.S. Pat. No. 6,609,727 discloses an energy absorbing knee bolster assembly for a vehicle, including a knee deflector for partially surrounding a steering column of the vehicle, where the knee deflector includes left and right energy absorbing knee bolster brackets on opposite sides of the knee deflector.

SUMMARY

In one or more embodiments, a polymeric bracket is provided for instrument panel side passenger knee protection, the polymeric bracket including first and second legs spaced apart from each other and to support an instrument panel at an assembly position, and a waist connecting the first and second legs and to support a cross car beam at the assembly position.

The first and second legs may define there-between first and second gaps spaced apart and differing in gap distance from each other.

At least one of the first and second legs and the waist may include a datum pin.

At least one of the first and second legs and the waist may define thereupon a fastener hole to at least partially receive a fastener there-through.

At least one of the first and second legs may include a first leg portion and a second leg portion positioned between the first leg portion and the waist along a longitudinal direction, the first leg portion includes a first outer wall and a first inner wall defining there-between a first width, the second leg portion includes a second outer wall and a second inner wall defining there-between a second width, and the second outer wall is positioned between the first outer wall and the first inner wall along a width direction.

The first width may be greater than the second width.

The first and second legs and the waist may be configured as a unitary one-piece.

The polymeric bracket may further include a bridge contacting the first and second legs and spaced apart from the waist.

The bridge may differ in material from the waist.

At least one of the first and second legs and the waist may define a through-aperture.

At least one of the first and second legs and the waist may include nylon.

The waist may further include a flange via which the waist is to be connected to an airbag bracket positioned on the cross bar beam.

One or more advantageous features as described herein are believed to be readily apparent from the following detailed description of one or more embodiments when taken in connection with the accompanying drawings.

DETAILED DESCRIPTION OF ONE OR MORE EMBODIMENTS

As referenced in the FIGS., the same reference numerals may be used herein to refer to the same parameters and components or their similar modifications and alternatives. These parameters and components are included as examples and are not meant to be limiting. The drawings referenced herein are schematic and associated views thereof are not necessarily drawn to scale.

The present invention in one or more embodiments is believed to be advantageous in at least reflecting the understanding of challenges associated with providing structural support to the instrument panel on the passenger side above the glovebox. The structural support is needed in order to meet certain requirements.

For instance, the glovebox door should stay relatively closed upon an adverse impact where the knee forms may push into the glovebox door. Consequently a lack of the support at or above the glovebox may induce the glovebox door to bend and open up upon the adverse impact, and unwanted injuries may result when the passenger knee impacts the area around the glovebox.

For instance also, during a passenger airbag deployment and as the airbag pushes through the glovebox door, the impact energy is likely to be transferred to the surrounding area of the instrument panel. This transfer of energy may cause the instrument panel to twist, the glovebox door may accordingly open, and unwanted injuries to the passenger may also result.

Yet for instance also, and during a passenger airbag deployment, a desirable structural stiffness of the instrument panel is important to ensure against unwanted movement, which helps permit the energy from the passenger airbag to be concentrated on the tear seam, resulting in a relatively clean tear or deployment of the seam.

In one or more embodiments, and as illustratively depicted inFIG. 1A,FIG. 1Band further in view ofFIG. 3andFIG. 4, a polymeric bracket generally shown at100is provided for instrument panel side passenger knee protection, the polymeric bracket100including first and second legs112,122spaced apart from each other along a width direction W and to support an instrument panel340at an assembly position such as the position depicted inFIG. 3andFIG. 4, and a waist130connecting the first and second legs112,122and to support a cross car beam350at the assembly position. In certain embodiments, the first and second legs112,122are in direct contact with the instrument panel340and the cross car beam350for improved connection and stability. The width direction W may be positioned relative to a left-to-right width direction of the vehicle with an angle there-between of no greater than 45 degrees, 35 degrees, 25 degrees or 15 degrees. The left-to-right width direction of the vehicle may further be defined as a direction connecting the left and right rear-view mirrors of the vehicle.

The polymeric bracket100may alternatively be referred to as a boomerang shape plastic bracket, which is to be attached between the cross car beam350and the instrument panel340right above a glovebox360. On the cross car beam350side, and as mentioned herein elsewhere, the attachment may be done to the same bracket where a passenger airbag is attached. On the instrument panel340side, each of the first and second legs112,122of the polymeric bracket100may be attached to the instrument panel340via any suitable connectors such as screws. The position of each of the first and second legs112,122should be chosen such that they are close to where the knee forms are expected to hit upon impact.

Referring back toFIG. 1AandFIG. 1B, the first and second legs112,122may define there-between first and second gaps162,164spaced apart from each other along the width direction W. The first gap162is of a first gap distance G1, the second gap164is of a second gap distance G2, and the second gap distance G2is different than the first gap distance G1. In certain embodiments, and as illustratively depicted inFIG. 1AandFIG. 1B, the first gap162is positioned between the waist130and the second gap164, with the first gap distance being smaller than the second gap distance G2. This configuration is believed to be advantageous in imparting a general “A” shape to the polymeric bracket100for enhanced assembly stability and energy absorption.

Referring back again toFIG. 1AandFIG. 1B, at least one of the first and second legs112,122and the waist130may include a datum pin such as a datum pin142positioned on the second leg122and a datum pin144positioned on the first leg112. The datum pin such as the datum pin142,144may be readily formed as an integral part of the first and second legs112,122via optionally injection molding. When desirable, more than one datum pins may be provided to the first leg112and/or the second leg122. When desirable also, one or more datum pins may be provided to other parts such as the waist130of the polymeric bracket100. Accordingly the polymeric bracket100may further be provided greater readiness for attachment and enhanced structural integrity.

By following this datum strategy, the polymeric bracket100may be located to the cross car beam350and the instrument panel340robustly and also help stabilize the whole area. The datum pins142,144may be molded in as part of the standard injection molding process.

With further reference again toFIG. 1AandFIG. 1B, at least one of the first and second legs112,122and the waist130may define thereupon a fastener hole such as a fastener hole150to receive a fastener (not shown). The fastener hole150may be alternative or in addition to the datum pin referenced herein elsewhere. For the waist130of the polymeric bracket100, the fastener hole150may be configured to accommodate the fastener with relatively more robust sizes and dimensions so as to ensure a greater connection to the cross car beam350. More than one fastener hole may be employed on any one of the first and second legs112,122and the waist130for added connection as desirable.

The polymeric bracket100may be configured as at least partially collapsible to further reduce unwanted energy imparted onto the passenger knees in the event of a collisional impact. In certain embodiments, and as illustratively depicted inFIG. 2, a polymeric bracket200as a collapsible version of the polymeric bracket100may be configured as a stepped triangular design, where at least one of first and second legs212,222includes a first leg portion252and a second leg portion254positioned between the first leg portion252and a waist230along a longitudinal direction L, the first leg portion252includes a first outer wall256and a first inner wall258defining there-between a first width W1along the width direction W, the second leg portion254includes a second outer wall260and a second inner262wall defining there-between a second width W2, and the second outer wall260is positioned between the first outer wall256and the second inner wall262along the width direction W. The longitudinal direction L may be positioned relative to a head-to-tail length direction of the vehicle with an angle there-between of no greater than 45 degrees, 35 degrees, 25 degrees or 15 degrees. In certain particular embodiments, the second outer wall260is positioned between the first outer wall256and the first inner wall258along the width direction W.

In certain embodiments, and as illustratively depicted inFIG. 2, a third or more leg portion264may be positioned between the waist230and the second leg portion254along the longitudinal direction L. The third leg portion includes a third outer wall266and a third inner wall268defining there-between a third width W3, and the third outer wall266is positioned between the second outer wall260and the third inner wall268along the width direction W. In certain particular embodiments, the third outer wall266is positioned between the second outer wall260and the second inner wall262along the width direction W.

In a non-limiting fashion, the stepped triangular design of the polymeric bracket100may be implemented to strategize energy absorption and to accommodate design variations dependent upon vehicle types. The steps may be collapsible but may need to resist certain forces coming from the passenger's knees. One or more of the structural features mentioned herein may be readily tuned dependent upon the vehicle type and the impact size.

Referring back toFIG. 2, the first width W1may be designed to be greater than the second width W2. Accordingly, the first leg portion252may reasonably be expected to move relatively toward and absorb at least partially the second leg portion254upon an adverse impact. Similarly also the second width W2may be designed to be greater than the third width W3. Accordingly also, the second leg portion254may be reasonably expected to move relatively toward and absorb at least partially the third leg portion264.

The polymeric bracket100,200may include or be formed of any suitable polymeric materials such as thermoplastic and/or thermoset polymers suitable for molding and injection molding in particular, with a non-limiting example thereof including a low cost talc filled polypropylene (PP) and ethylene propylene diene monomer (EPDM) rubber of a general formula of PP+EPDM optionally with talc filled at any suitable weight percent such as at around 10 to 30 weight percent, where EPDM may be included to increase ductility and avoid fracture upon an adverse impact. Another non-limiting example of the material included in or forming the polymeric bracket100,200is nylon and its suitable variations.

The polymeric nature of the polymeric bracket100,200makes it possible for the first and second legs112,122,212,222and the waist130,230to be configured as an integral and unitary one-piece in consideration for improved strength and greater cost efficiencies. The unitary structure may be realized via injection molding in any suitable form and process.

In certain embodiments, and as illustratively depicted inFIG. 1AandFIG. 1B, the polymeric bracket100may further include a bridge170contacting the first and second legs112,122and being spaced apart from the waist130. The bridge170may also be formed as an integral part of the polymeric bracket100. The bridge170is believed to be beneficial in supporting the first and second legs112,122and maintaining the overall structural integrity of the polymeric bracket100.

In certain embodiments, the bridge170may differ in material from another part of the polymeric bracket100such as the waist130, the first leg112or the second leg122. The bridge170may include or be formed of a material more rigid or resistant to deformation in comparison to a material included in or forming the other part. The relatively greater rigidity is expected to enhance the supporting role of the bridge170. Because the bridge170is supporting the first and second legs112,122and therefore extends in a direction more parallel to the width direction W and less parallel to the longitudinal direction L. Accordingly the enhanced rigidity of the bridge170is not expected to impart any substantial impact to the passenger knees upon an adverse impact.

In certain embodiments, and as illustratively depicted inFIG. 1B, at least one of the first and second legs112,122and the waist130defines a through-aperture190extending along a thickness direction T. This configuration is believed to further an overall weight reduction and enhance collapsibility when desirable. This configuration may be readily realized via injection molding during which one or more of the through-aperture190may be formed along with other parts of the polymeric bracket100,200.

Viewed alternatively, the through-aperture190may be defined by reinforcing ribs192,194, which are believed to be beneficial in providing added strength and stiffness, while the through-aperture190imparts weight reduction and effectuates cost efficiencies as mentioned herein elsewhere. The reinforcing ribs192194may be formed along with the other structures of the polymeric bracket100,200via injection molding.

In certain embodiments, the first leg112,212differs from the second leg122,222in dimension such as in length, width or thickness. This configuration may be beneficial in situations where the first and second legs may each sit at a different position of the cross car beam350and/or the instrument panel340, which may vary according to vehicle types. The cross car beam350side of the attachment may also be where the passenger airbag is attached and therefore the polymeric bracket100may be attached to an airbag flange370to which the passenger airbag is located. The variable dimension of the first and second legs112,212,122,222may also beneficially accommodate the design need in locating support where the passenger knees may come into contact the instrument panel upon an adverse impact.

In one or more embodiments, the present invention as set forth herein is believed to have overcome certain challenges associated with knee protection upon an adverse impact in a passenger compartment. However, one skilled in the art will readily recognize from such discussion, and from the accompanying drawings and claims that various changes, modifications and variations can be made therein without departing from the true spirit and fair scope of the invention as defined by the following claims.