Cross car beam assembly with integral safety unit

A cross car beam assembly for use with a vehicle may include a beam having first and second portions that are spaced apart from each other in a lateral direction when the cross car beam assembly is mounted in the vehicle. The cross car beam assembly further includes a safety unit connected to the first and second portions so that the safety unit extends between the first and second portions. The safety unit includes a rigid member configured to cooperate with the first and second portions to provide continuous rigid structure from the first portion to the second portion. Furthermore, the rigid member is connected to at least one of the first and second portions with at least one integral connection feature that braces the rigid member in a longitudinal direction or a lateral direction of the vehicle when the cross car beam assembly is mounted to the vehicle.

TECHNICAL FIELD

The disclosure relates to a cross car beam assembly for a motor vehicle.

BACKGROUND

A cross car beam assembly is a structural member that typically extends between side pillars, which may be referred to as A-pillars, of a motor vehicle. An example cross car beam assembly is disclosed in U.S. Pat. No. 6,560,872.

SUMMARY

A cross car beam assembly for use with a vehicle may include a beam having first and second portions that are spaced apart from each other in a lateral direction when the cross car beam assembly is mounted in the vehicle. The cross car beam assembly further includes a safety unit connected to the first and second portions so that the safety unit extends between the first and second portions. The safety unit includes a rigid member configured to cooperate with the first and second portions to provide continuous rigid structure from the first portion to the second portion. Furthermore, the rigid member is connected to at least one of the first and second portions with at least one integral connection feature that braces the rigid member in a longitudinal direction or a lateral direction of the vehicle when the cross car beam assembly is mounted to the vehicle.

While exemplary embodiments are illustrated and disclosed, such disclosure should not be construed to limit the claims. It is anticipated that various modifications and alternative designs may be made without departing from the scope of the disclosure.

DETAILED DESCRIPTION

FIG.1shows a cross car beam assembly10according to the disclosure for use with a vehicle12having a vehicle body13. The cross car beam assembly10is a structural member that is attachable to the vehicle body13in any suitable manner, such as with fasteners and/or adhesive, to provide structural support to the vehicle body13. For example, the cross car beam assembly10may be connected to and extend between first and second side pillars14and16, respectively, such as A-pillars, of the vehicle body13. The cross car beam assembly10may also provide support to various vehicle components or elements, as explained below in detail.

In the embodiment shown inFIG.1, the cross car beam assembly10is a modular cross car beam assembly having a first beam section or intermediate beam section18, a second beam section or driver side beam section20and a third beam section or passenger side beam section22. Furthermore, the driver side beam section20and the passenger side beam section22are attachable on either side of the intermediate beam section18depending on whether the vehicle12is a left-hand-drive vehicle or a right-hand-drive vehicle. In the embodiment shown inFIG.1, the vehicle12is a left-hand-drive vehicle, so the driver side beam section20is on the left side of the cross car beam assembly10, and the passenger side beam section22is on the right side of the cross car beam assembly10. In the embodiment shown inFIG.2, the vehicle12′ is a right-hand-drive vehicle, so the driver side beam section20is on the right side of the cross car beam assembly10, and the passenger side beam section22is on the left side of the cross car beam assembly10. Furthermore, the driver side beam section20and the passenger side beam section22may have the same or similar length and end configurations to facilitate attachment on either side of the intermediate beam section18.

The cross car beam assembly10further includes first and second end beam sections24and26, respectively, disposed at opposite ends of the cross car beam assembly10. In the embodiment shown inFIG.1, the first end beam section24is attached to the driver side beam section20, and the second end beam section26is attached to the passenger side beam section22. In the embodiment shown inFIG.2, the first end beam section24is attached to the passenger side beam section22, and the second end beam section26is attached to the driver side beam section20. Furthermore, each end beam section24,26includes an upper portion28configured to be connected to the driver side beam section20or the passenger side beam section22, and a lower portion30that is configured to be spaced away from the intermediate beam section18when the cross car beam assembly10is assembled together.

The upper portions28of the end beam sections24,26cooperate with the intermediate beam section18(e.g., an upper portion31of the intermediate beam section18), the driver side beam section20, and the passenger side beam section22to define a beam having a continuous upper beam section or part that extends from a first end32of the beam to an opposite second end34of the beam. As a result, the continuous upper beam part provides continuous rigid structure that extends from the first end32of the beam to the second end34of the beam.

Each lower portion30of the end beam sections24,26may be spaced away from the intermediate beam section18(e.g., an upright side member35of the intermediate beam section18, or a support bracket attached to the side member35) by a distance in the range of 15 to 65 cm, or 25 to 65 cm, or 30 to 60 cm for example. As another example, each lower portion30may be spaced away from the intermediate beam section18by at least 15 cm, or at least 25 cm, or at least 30 cm.

The cross car beam assembly10may further include one or more safety units, such as airbag assemblies or modules, energy management brackets (e.g., plastically deformable brackets), etc., that are each connected to the intermediate beam section18and a respective end beam section24,26at first and second joints, respectively. In the illustrated embodiment, the cross car beam assembly10includes first and second safety units36and38, respectively, connected between the intermediate beam section18and the first and second end beam sections24and26, respectively. Specifically, the first safety unit36is connected to the intermediate beam section18(e.g., a support bracket attached to the left side member35and/or an intermediate lateral member or portion39of the intermediate beam section18) and the lower portion30(e.g., a support bracket of the lower portion30) of the first end beam section24, and the second safety unit38is connected to the intermediate beam section18(e.g., a support bracket attached to the right side member35and/or the intermediate lateral member39of the intermediate beam section18) and the lower portion30(e.g., a support bracket of the lower portion30) of the second end beam section26. Each safety unit36,38includes a rigid portion or member40, such as a support structure, frame, base, housing or housing portion, that is configured to be connected to, and span the distance between, the intermediate beam section18and the lower portion30of a respective end beam section24,26, so that each rigid member40cooperates with the intermediate beam section18(e.g., the intermediate lateral member39of the intermediate beam section18) and the lower portion30of the end beam section24or26to provide continuous rigid structure from an outer end of the end beam section24or26to an end of the intermediate beam section18opposite the safety unit36,38. Furthermore, the rigid members40cooperate with the lower portions30of the end beam sections24,26and the intermediate beam section18(e.g., the intermediate lateral member39) to provide continuous rigid structure along a lower beam section or part from the first end32of the beam to the second end34of the beam, so that the lower beam section of the cross car beam assembly10is substantially inflexible (e.g., flexes less than 1.0 mm, or less than 0.5 mm, over a length of 100 mm with a load of 1 kilonewton (kN) applied in a transverse direction) during normal use conditions of the vehicle10. More generally, each rigid member40is configured to cooperate with first and second portions (e.g., a portion of one of the end beam sections24,26and a portion of the intermediate beam section18) of the cross car beam assembly10to provide continuous rigid structure from the first portion to the second portion, so that the cross car beam assembly10is substantially inflexible (e.g., flexes less than 1.0 mm, or less than 0.5 mm, over a length of 100 mm with a load of 1 kN applied in a transverse direction) from an outer end of the first portion to an outer end of the second portion during normal use conditions of the vehicle10. Furthermore, the joints between each rigid member40and the first and second portions of the cross car beam assembly10may be configured to brace each end of each rigid member40in at least three different directions (e.g., x, y and z directions) so that each rigid member40may be inhibited or prevented from moving with respect to the first and second portions in any direction.

In the illustrated embodiment, each safety unit36,38is an airbag assembly, and each rigid member40is a housing, or part of a housing, of the associated airbag assembly. Furthermore, each housing receives or houses an airbag (not shown) of the associated airbag assembly, and each housing is openable to release the airbag during deployment of the airbag. For example, each housing may have a cover41that is pivotable or otherwise movable with respect to a rigid housing base42during deployment of the associated airbag. In addition, each housing, or at least the housing base42, is made of a rigid material, such as metal, plastic and/or a composite material, and each housing (e.g., housing base42) is connected to the intermediate beam section18and the lower portion30of a respective end beam section24,26in any suitable manner, such as with one or more fasteners43(e.g., screws or bolts). Furthermore, each end of each housing may include a locating tab44that is insertable into a slot formed in a downwardly facing section or support bracket portion of the intermediate beam section18or the lower portion30of a respective end beam section24,26for properly locating the housing with respect to the beam sections18,24,26.

Referring toFIGS.3A-4B, alternative attachment schemes are shown for connecting each of the safety units36,38to respective beam sections, such as the intermediate beam section18and the lower portion30of a respective end beam section24,26. In the embodiment shown inFIGS.3A and3B, the rigid member40of the safety unit36includes one or more upwardly oriented, integral interlocking features or connection features46, such as receptacles, tabs or legs, at one end that mate with, or otherwise cooperate with, one or more corresponding integral interlocking features or connection features48, such as receptacles, tabs or legs, formed on the lower portion30of the first end beam section24to interlock the components together, or otherwise facilitate connection of the components. For example, the connection features46may be molded, cast, stamped, or otherwise formed onto or into a main body of the rigid member40, or attached (e.g., welded and/or adhesively attached) to a main body of the rigid member40. Likewise, the connection features48may be molded, cast, stamped, or otherwise formed onto or into a main body of the lower portion30, or attached (e.g., welded and/or adhesively attached) to a main body of the lower portion30. One or more fasteners43, such as upwardly oriented screws or bolts, may also be used to connect the rigid member40to the first end beam section24. It should be understood that the opposite end (not shown) of the rigid member40of the safety unit36may be connected to the intermediate beam section18(not shown) in the same or similar manner. Likewise, the safety unit38may be connected to the intermediate beam section18and the lower portion30of the second end beam section26in the same or similar manner. As another example, the connection features shown inFIGS.3A and3Bmay be switched between the rigid member40of a respective safety unit36,38and the beam sections18,24,26.

Furthermore, the connection features46,48associated with each rigid member40and corresponding beam sections may cooperate to brace the rigid member40in a longitudinal direction and/or lateral direction of the vehicle12when the cross car beam assembly10is mounted to the vehicle12. For example, the respective connection features46,48may have engagement faces that extend transverse to the longitudinal direction of the vehicle12, and that are engageable with each other to brace each end of each rigid member40in forward and rearward directions of the vehicle12to inhibit or prevent movement of each rigid member40in the forward and rearward directions. In addition, or as an alternative, the respective connection features46,48associated with each end of each rigid member40may have engagement faces that extend in the longitudinal direction of the vehicle12, or generally in the longitudinal direction (e.g., within +/−30° or +/−20° or +/−10° of the longitudinal direction of the vehicle12), and that are engageable with each other to brace the left end of each rigid member40in the left direction of the vehicle12and to brace the right end of each rigid member40in the right direction of the vehicle12to inhibit or prevent lateral movement of each rigid member40. As another example, end faces of each rigid member40may be engageable with end faces of the corresponding beam sections18,24,26to laterally brace each rigid member40. Referring to the embodiment shown inFIG.3A, upwardly and downwardly facing engagement surfaces of each rigid member40and corresponding beam sections18,24,26may also be engageable with each other to brace each rigid member40in a vertical direction (e.g., z direction) to inhibit or prevent movement of each rigid member40in the vertical direction.

As yet another example, each end of each safety unit36,38may be connected to a respective beam section with an upwardly oriented interlocking feature or connection feature formed on one component that is received between offset interlocking features or connection features formed on the other component. In the embodiment shown inFIGS.4A and4B, for example, the rigid member40of the safety unit36includes an upwardly oriented, integral connection feature50, such as a tab or projection, at one end that is received between, or otherwise mates with, vertically and horizontally offset connection features52, such as tabs or projections, formed on the lower portion30of the first end beam section24to interlock the components together. In the illustrated embodiment, each connection feature50,52also has an opening, such as a threaded opening, for receiving a fastener43, such as a laterally oriented screw or bolt, to join the components together. Furthermore, the two fasteners43shown each in each ofFIGS.4A and4Bare oriented in opposite directions when inserted into the threaded openings. It should also be understood that the opposite end (not shown) of the rigid member40of the safety unit36may be connected to the intermediate beam section18(not shown) in the same or similar manner. Likewise, the safety unit38may be connected to the intermediate beam section18and the lower portion30of the second end beam section26in the same or similar manner. In addition, the connection features shown inFIGS.4A and4Bmay be switched between the rigid member40of a respective safety unit36,38and the beam sections18,24,26. Furthermore, as mentioned above, the connection features50,52associated with each rigid member40and corresponding beam sections may cooperate to brace the rigid member40in the longitudinal direction and/or lateral direction of the vehicle12when the cross car beam assembly10is mounted to the vehicle12. For example, the respective connection features50,52may have engagement faces that extend transverse to the longitudinal direction of the vehicle12, and that are engageable with each other to brace each end of each rigid member40in forward and rearward directions of the vehicle12to inhibit or prevent movement of each rigid member40in the forward and rearward directions. Likewise, the respective connection features50,52may have engagement faces that are engageable with each other to brace each rigid member40in left and right directions of the vehicle12to inhibit or prevent movement of each rigid member40in the left and right directions.

FIGS.5A-5Cshow another example safety unit36′ formed as an energy management bracket. The energy management bracket36′ includes a rigid member40′, such as a rigid portion or frame (e.g., rectangular frame or laterally extending member), connected in any suitable manner to the intermediate beam section18and the lower portion30of the first end beam section24(or the lower portion30of the second end beam section26if the energy management bracket is positioned on the right side of the vehicle). For example, the rigid member40′ may be screwed or bolted to the beam sections18,24. In the illustrated embodiment, the beam sections18,24include integral connection features53, formed as notches, recesses, or lips, for example, that each receive or otherwise cooperate with an end portion of the rigid member40′. For example, those connection features53may define upright abutment edges53athat cooperate with end edges of the rigid member40′ to brace the rigid member40′ in the lateral direction. More specifically, the abutment edge53aon the end beam section24may cooperate with (e.g., engage) the left end edge of the rigid member40′ to inhibit or prevent movement of the rigid member40′ to the left, and the abutment edge53aon the intermediate beam section18may cooperate with (e.g., engage) the right end edge of the rigid member40′ to inhibit or prevent movement of the rigid member40′ to the right. In addition, or as an alternative, each connection feature53may define one or more laterally extending abutment edges53bthat cooperate with (e.g., engage) the rigid member40′ to inhibit or prevent movement of the rigid member40′ in the vertical direction (e.g., z direction), and/or an abutment surface53cthat cooperates with (e.g., engages) the rigid member40′ to inhibit or prevent movement of the rigid member40′ in the longitudinal direction of the vehicle (e.g., in a forward direction of the vehicle).

The energy management bracket36′ further includes a plastically deformable portion54connected in any suitable manner to the rigid member40′ and positioned rearward of the rigid member40′ when the cross car beam assembly10is mounted in the vehicle12. For example, the plastically deformable portion54may be bolted, screwed and/or adhesively attached to the rigid member40′. In the illustrated embodiment, the plastically deformable portion54includes contact portions56and58that are generally alignable with knees of a vehicle occupant when the cross car beam assembly10is mounted in the vehicle12, and the occupant is sitting in a vehicle seat (not shown) directly behind the energy management bracket36′. The rigid member40′ and the plastically deformable portion54may each be made of any suitable material, such as plastic, metal, and/or composite material, but the rigid member40′ is configured to be more rigid than the plastically deformable portion54so that the rigid portion40′ remains substantially inflexible (e.g., flexes less than 1.0 mm, or less than 0.5 mm, over a length of 100 mm with a load of 1 kN applied in a transverse direction) during normal use conditions, and so that the plastically deformable portion54may deform prior to the rigid member40′ during an impact event. For example, the rigid member40′ may be made of a more rigid material and/or have a greater thickness than the plastically deformable portion54. Furthermore, the plastically deformable portion54is configured to plastically deform (e.g., crumple) during an impact event in order to manage (e.g., absorb or distribute) impact energy associated with the vehicle occupant, for example.

Each of the beam sections18,20,22,24and26may likewise be made of any suitable material, such as metal, plastic and/or a composite material. Example metals include magnesium, aluminum and/or steel. Example plastics include polypropylene, acrylonitrile butadiene styrene (ABS) and/or nylon, with and without fillers including minerals and/or glass (e.g., fibers), for example. Example composite materials include carbon, glass and/or mineral filled materials, tape based materials and any combination of the previously mentioned materials. Furthermore, one beam section18,20,22,24,26may be made of one material, and another beam section, such as an adjacent beam section, may be made of another material. In the illustrated embodiment, each of the beam sections18,20,22,24and26also has a lattice or grid structure that includes a plurality diagonally extending, interconnected webs. Such a structure may provide significant rigidity combined with light weight.

As mentioned above, the cross car beam assembly10may also provide support to various vehicle components or elements. For example, the driver side beam section20may support a steering column and steering wheel (not shown), the passenger side beam section22may support a glovebox frame (not shown), and the intermediate beam section18may support instrument panel elements (not shown), such as a radio, a navigation system, and/or a climate control system. Furthermore, the cross car beam assembly10may include various support brackets (not shown) connected to the beam sections18,20,22,24,26for supporting the above elements.

In addition, the beam sections18,20,22,24and26may be connected together in any suitable manner, such as with one or more fasteners and/or welds. Furthermore, opposite ends of the upper portion31of the intermediate beam section18and inner ends of the upper portions28of the end beam sections24and26may have the same or similar configuration (e.g., attachment configuration), and opposite ends of each of the side beam sections20and22may also have the same or similar configuration (e.g., attachment configuration), which is complementary to the configuration of the ends of the upper portion31of the intermediate beam section18and the inner ends of the upper portions28of the end beam sections24and26, to facilitate attachment of each side beam section20,22on either side of the intermediate beam section18. For example, opposite ends of the upper portion31of the intermediate beam section18may have mirror-image configurations (e.g., attachment configurations), and the inner ends of the upper portions28of the end beam sections24and26may also have mirror-image configurations (e.g., attachment configurations) so that the left end of the upper portion31of the intermediate beam section18has the same configuration as the inner end of the upper portion28of the end beam section26, and so that the right end of the upper portion31of the intermediate beam section18has the same configuration as the inner end of the upper portion28of the end beam section24. Likewise, opposite ends of each of the side beam sections20and22may have mirror image configurations (e.g., attachment configurations) so that the ends of the driver side beam section20have the same configuration as the ends of the passenger side beam section22, and so that the left end of each side beam section20,22is complementary to the inner end of the upper portion28of the end beam section24and the right end of the upper portion31of the intermediate beam section18, and the right end of each side beam section20,22is complementary to the inner end of the upper portion28of the end beam section26and the left end of the upper portion31of the intermediate beam section18.

In the illustrated embodiment, adjacent beam sections are connected together by at least one tapered joint60, such as a dovetail joint, that is tapered in two different directions, as explained below in detail. Furthermore, each tapered joint60may include at least one engagement member or structure, such as a projection or tenon, formed on one beam section, and at least one mortise, such as a socket, formed on another beam section that receives one or more of the engagement structures formed on the one beam section. Moreover, for each tapered joint60, each engagement structure is tapered in a first direction and a second direction different than the first direction, and each corresponding socket is also tapered in the first direction and the second direction.

Referring toFIGS.6-9, for example, each tapered joint60may include two engagement structures, such as projections62, formed on one beam section, such as the driver side beam section20, and two sockets64formed on the adjacent beam section, such as the first end beam section24. Furthermore, each projection62is tapered in a first direction66a,66b, such as a longitudinal direction relative to the cross car beam assembly10and the vehicle12, and a second direction68a,68b, such as a lateral direction relative to the cross car beam assembly10and the vehicle12, that is different than the first direction66a,66b. In the embodiment shown inFIGS.6-9, the first direction66aextends longitudinally in a rearward direction relative to the vehicle12, and the second direction68aextends laterally to a right side of the vehicle12when the cross car beam assembly10is installed in the vehicle12. Likewise, each socket64is also tapered in the first direction66aand the second direction68a. As another example, the first direction66bmay extend in a forward direction relative to the vehicle12when the cross car beam assembly10is installed in the vehicle12, and/or the second direction68bmay extend laterally to a left side of the vehicle12when the cross car beam assembly10is installed in the vehicle12. Referring toFIG.10, for example, the tapered joint60formed between an opposite end of the driver side beam section20and the intermediate beam section18may include two projections62formed on the driver side beam section20, wherein each projection46is tapered in the first direction66aand the second direction68b. Likewise, that tapered joint60may include two sockets64that are also each tapered in the first direction66aand the second direction68b.

Referring toFIGS.8and9, each projection62may be tapered in the first direction66a,66bat any suitable angle, such as an angle α in the range of 1 to 10° or 2 to 5° (e.g., 3.5°, or more particularly 3.56°), and each projection62may also be tapered in the second direction68a,68bat any suitable angle, such as an angle β in the range of 10 to 45° or 10 to 30° (e.g., 20°). Likewise, each socket64may be tapered in the first direction66a,66bat any suitable angle, such as an angle α in the range of 1 to 10° or 2 to 5° (e.g., 3.5°, or more particularly 3.56°), and each socket64may also be tapered in the second direction68a,68bat any suitable angle, such as an angle β in the range of 10 to 45° or 10 to 30° (e.g., 20°).

In the above embodiment, the first direction66a,66band the second direction68a,68bare generally transverse or perpendicular to each other. As another example, the first direction66a,66bmay extend at any suitable angle with respect to the second direction68a,68b. For example, the first direction66a,66bmay extend at an angle in the range of 80 to 100° with respect to the second direction68a,68b.

Although the tapered joints60are described above with respect to the intermediate beam section18, the driver side beam section20and the first end beam section24, each tapered joint60between adjacent beam sections18,20,22,24,26may have the same or similar configuration. Furthermore, each tapered joint60may be formed with any suitable number of engagement structures, such as projections62, and sockets64to facilitate joining the beam sections18,20,22,24,26together. In addition, one or more tapered joints60may include a projection62formed on each of two adjacent beam sections, and a socket64formed on each of the two adjacent beam sections for receiving a respective projection62.

In one embodiment, for each tapered joint60, the corresponding one or more engagement structures (e.g., projections62) and one or more sockets64may all be tapered in the same first direction66aor66b. However, the one or more engagement structures (e.g., projections62) and/or one or more sockets64on opposite ends of the intermediate beam section18, as well as on opposite ends of each of the side beam sections20and22, may be tapered in a different second direction68aor68b. In the embodiment shown inFIGS.1and2, for example, all of the projections62and sockets64are tapered in the first direction66a. The projections62on the left side of the driver side beam section20and the projections62on the left side of the passenger side beam section22are tapered in the second direction68a, and the projections62on the right side of the driver side beam section20and the projections62on the right side of the passenger side beam section22are tapered in the second direction68b. Likewise, the sockets64on the left side of the intermediate beam section18are tapered in the second direction68b, and the sockets64on the right side of the intermediate beam section18are tapered in the second direction68a. Such a configuration may facilitate positioning of each of the side beam sections20,22on either side of the intermediate beam section18.

With the above configuration, adjacent beam sections18,20,22,24,26may be connected together by sliding one beam section relative to the other beam section in the first direction66aor66b, for example, so that the one or more engagement structures (e.g., projections) formed on the one beam section mate with, or are received by, the one or more sockets on the other beam section. Furthermore, each tapered joint60may utilize opposing draft angles (e.g., for molded or cast parts) of the projections and sockets as tapered contact surfaces. Those contact surfaces may function as integral reaction surfaces designed to counter forces imparted on the cross car beam assembly10during vehicle operation. For example, the tapered contact surfaces of each tapered joint60may brace the associated beam sections in longitudinal, lateral and/or vertical directions of the vehicle.

Referring toFIGS.6-9, each tapered joint60may also include an opening70formed in each adjacent beam section, and the openings70are alignable with each other when the cross car beam assembly10is assembled together. Furthermore, a fastener72, such as a screw or bolt, is insertable into the aligned openings70to assist in attaching the adjacent beam sections together. In the embodiment shown inFIGS.6-9, each opening70is positioned between the projections62or the sockets64of the respective beam section20,24.

In addition or as an alternative to the fastener72, each tapered joint60may include any suitable secondary or further attachment means. For example, each tapered joint60may be glued (e.g., with any suitable adhesive) and/or welded together.

FIGS.11A-13show another embodiment of a tapered joint60′ according to the present disclosure that may be used with any of the beam sections18,20,22,24,26. That tapered joint60′ includes an engagement structure having multiple projections or projection parts, such as first and second projection parts62a′ and62b′ formed on one beam section, such as first end section24′, and a socket64′ formed on the adjacent beam section, such as driver side section20′. Furthermore, the socket64′ is configured to receive the multiple projection parts62a′ and62b′. In this embodiment, an outer surface of the first projection part62a′ and an outer surface of the second projection part62b′ define a taper angle α′ in the first direction66ain the range of 1 to 10° or 2 to 7.5° (e.g., 4.7°), and the socket64′ is also tapered in the first direction66aat an angle in the range of 1 to 10° or 2 to 7.5° (e.g., 4.7°). In addition, the outer surface of the first projection part62a′ and the outer surface of the second projection part62b′ define a taper angle β′ in the second direction68bin the range of 10 to 45° or 20 to 40° (e.g., 30°), and the socket64′ is also tapered in the second direction68bat an angle in the range of 10 to 45° or 20 to 40° (e.g., 30°)°. As another example, the taper angles α′ and β′ of the engagement structure may each be within any suitable range, and the corresponding taper angles of the socket64′ may each likewise be within any suitable range.

Like the tapered joint60, the tapered joint60′ may also include an opening70′ formed in each adjacent beam section, and the openings70′ are alignable with each other to receive a fastener72′, such as a screw or bolt, when the cross car beam assembly10′ is assembled together. The fastener72′ may therefore function as a secondary attachment means to assist in attaching adjacent beam sections together. In the embodiment shown inFIGS.11A-13, the opening70′ of the first end section24′ is formed in an intermediate portion between the projection parts62a′ and62b′, and the opening70′ formed in the driver side section20′ is formed in a tab positioned in the socket64′.

In the embodiment shown inFIGS.11A-13, the projection parts62a′ and62b′ and the intermediate portion on the first end section24′ cooperate to define a single projection. In another embodiment, the projecting parts62a′ and62b′ may not be connected together by an intermediate portion, such that the projecting parts62a′ and62b′ form separate projections.

Furthermore, like the tapered joint60, each tapered joint60′ may include any suitable secondary or additional attachment means, if desired. For example, each tapered joint60′ may be glued and/or welded together.

Furthermore, any of the above described tapered joint configurations may have any suitable orientation. For example, any of the above described tapered joints may be oriented laterally, as shown inFIGS.6-13, or vertically (e.g., so that corresponding engagement structures and sockets are oriented vertically).

With the above described modular configuration, the same beam sections18,20,22,24and26may be used to make a cross car beam assembly10for a left-hand-drive vehicle12or a right-hand-drive vehicle12′. As a result, the same tools (e.g., molds, presses, stamping tools, etc.) may be used to make the same beam sections for each vehicle, and the driver side beam section20and the passenger side beam section22may be positioned as needed to achieve the desired cross car beam assembly configuration. Therefore, the above modular configuration may result in significantly lower tooling costs compared to the tooling needed to produce prior cross car beam assemblies for use with left-hand-drive vehicles and right-hand-drive vehicles.

Although tapered joints are described above in detail as example connection means between adjacent beam sections18,20,22,24,26, the beam sections may be connected together in any suitable manner. For example, as mentioned above, adjacent beam sections18,20,22,24,26may be connected together with one or more fasteners and/or one or more welds. Furthermore, the above described tapered joints may be used with cross car beam assemblies that do not have the above described modular characteristic. In that regard, any of the above described tapered joint configurations may be used to connect together any two sections or portions of a crossbar beam assembly.

Furthermore, the above described tapered joint configurations may be used in any other suitable automotive application. For example, any of the above tapered joint configurations may be used to connect any of the above described safety units (i.e., associated rigid members) to respective beam sections. Referring toFIG.14, for example, that figure shows a schematic cross-sectional view, similar toFIG.9, of a rigid member40″ of a safety unit36″ connected to an intermediate beam section18″ or a lower portion30″ of an end beam section with a tapered joint60″, including engagement structures, such as projections62″, and sockets64″ that receive the projections62. As another example, any of the above tapered joint configurations may be used to connect first and second portions or sections of a vehicle seat frame, vehicle frame (e.g., front or rear chassis sub frame), bumper crash beam (e.g., front or rear bumper crash beam), or any other assembly that may have a structural joint. Still further, any of the above described tapered joint configurations may be used in any other suitable non-automotive application. For example, any of the above tapered joint configurations may be used to connect first and second portions or sections of a building frame (e.g., house frame or office frame). Furthermore, any of the above described tapered joint configurations may have any suitable orientation when used in any suitable application. For example, any of the above described tapered joints may be oriented laterally, such as shown inFIGS.6-13, or vertically (e.g., so that corresponding engagement structures and sockets are oriented vertically). In general, an assembly according to the disclosure may include first and second sections that are connected together by a tapered joint, wherein the tapered joint includes an engagement structure formed on the first section, and a socket formed on the second section that receives the engagement structure. Furthermore, the engagement structure may be tapered in a first direction and a second direction different than the first direction, and the socket may also be tapered in the first direction and the second direction.