Vehicle and its steering column assembly

Abstract

This invention belongs to the field of vehicle technology and aims to address the problem that existing steering columns, which rely solely on rivets to provide peak collapse force, often result in insufficient peak collapse force, causing the steering column to collapse too easily and too quickly, leading to inadequate steering column support. To this end, this invention provides a steering column assembly for a vehicle, comprising: a first column; a second column, the first and second columns being connected to each other; an energy-absorbing component connected to the first column and moving axially relative to the second column with the first column when the steering column assembly collapses; and a fixedly mounted mounting assembly, the mounting assembly being connected to the energy-absorbing component by rivets and secured to each other by a locking structure, wherein the rivets and the locking structure jointly provide the peak collapse force to the energy-absorbing component. This invention improves the support performance during vehicle collisions and steering column assembly collapses, and allows for flexible adjustment of design dimensions.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, specifically providing a vehicle and its steering column assembly. Background Technology

[0002] The steering column is a crucial component in a vehicle's steering system, connecting the steering wheel and steering gear. It transmits the driver's steering force to the intermediate shaft, steering gear, and ultimately to the wheel system, thus enabling vehicle steering. A traditional steering column typically consists of a column assembly and a pivot assembly within that assembly, which connects the steering wheel to the steering gear. With the continuous development of vehicle technology and the increasing demands of users, functional requirements for the steering wheel are also rising. For example, users may require an automatic height adjustment function. Current technology uses a column assembly with multiple interlocking columns, where the relative movement between these columns allows for the extension and retraction of the column assembly, thereby raising and lowering the steering wheel.

[0003] When a vehicle collides, the driver's head and chest move toward the steering wheel due to the impact. When the driver comes into contact with the steering wheel, he exerts a force on the steering wheel. In order to prevent the steering wheel from causing injury to the driver, the steering system is equipped with a collapsible energy-absorbing structure to absorb the impact force of the driver on the steering wheel. There are many ways to set up a collapsible energy-absorbing structure in the prior art. One way is to set up a collapsible energy-absorbing structure between the columns of the column assembly. For example, patent document No. 201721863123.3 discloses a collapsible energy-absorbing structure inside an automotive steering column, which specifically includes an upper column tube, an axial rack, an energy-absorbing strip, and a lower column tube. The axial adjustment positioning hole on the upper column tube cooperates with the axial rack. One end of the energy-absorbing strip is bent inward and welded to the axial rack. The energy-absorbing strip is fixed to the lower column tube by rivets. When collapsing occurs, the upper column tube and the axial rack collapse downward together. At this time, the axial rack takes the energy-absorbing strip away from the rivet and provides the peak force during collapse. Subsequently, through the curling deformation of the steel strip, a stable collapse holding force is provided. This method of providing the peak force of collapse solely through rivets will result in a small peak force of collapse. The steering column will collapse too easily and too quickly, resulting in insufficient support force of the steering column. Moreover, the rivet size is not easy to adjust, and it may not meet the usage requirements under performance limit conditions.

[0004] Therefore, there is a need in the field for a new vehicle and its steering column assembly to solve or improve the above problems to some extent. Summary of the Invention

[0005] To address or improve to some extent the aforementioned problems in the prior art—namely, the existing steering column's method of providing peak collapse force solely through rivets results in an excessively small peak collapse force, causing the steering column to collapse too easily and too quickly, leading to insufficient steering column support and difficulties in adjusting rivet dimensions, potentially failing to meet performance requirements under extreme conditions—this invention provides a vehicle steering column assembly, comprising: a first column; a second column, wherein the first column and the second column are connected to each other; an energy-absorbing element, wherein the energy-absorbing element is connected to the first column and moves axially relative to the second column with the first column when the steering column assembly collapses; and a fixedly mounted mounting assembly, wherein the mounting assembly and the energy-absorbing element are connected by rivets and locked together by a locking structure, wherein the rivets and the locking structure jointly provide the peak collapse force to the energy-absorbing element.

[0006] This design allows the rivets and locking structure to work together to provide peak crumple force (initial crumple force) when a vehicle collides and the steering column assembly collapses. Compared to using rivets alone, this further increases the peak crumple force, preventing the steering column from collapsing too easily and too quickly, improving its support function, and ensuring it has sufficient support. Furthermore, the combination of rivets and locking structures allows for flexible adjustment of their design dimensions, preventing situations where a single structure cannot meet performance requirements under extreme conditions.

[0007] In the preferred embodiment of the above-mentioned steering column assembly, the steering column assembly further includes a drive device that drives the first column to move axially relative to the second column. The first column is sleeved inside the second column, and a through groove is formed on the side wall of the second column, so that the energy-absorbing element is radially connected to the first column through the through groove. The mounting assembly includes a connecting bracket and a cover plate that are connected to each other. The connecting bracket is connected to the output end of the drive device, and the cover plate is connected to the energy-absorbing element by rivets and together with the energy-absorbing element, forms a locking structure.

[0008] This design ensures the connection between the energy-absorbing component and the first column via a through-slot on the side wall of the second column, providing a structural basis for the collapse energy-absorbing stroke and resulting in a more compact overall structure. Simultaneously, the drive unit can actively adjust the steering wheel height. When adjusting the steering wheel height, the rivets and locking structure, driven by the drive unit, work together to provide a pushing force between the first and second columns, preventing the rivets from providing the pushing force alone and improving the stability of the first column's movement. The fact that part of the rivets and locking structure are located on the cover plate further simplifies the structure; a single cover plate can accommodate both the rivet installation and part of the locking structure, making the overall structure even more compact.

[0009] In the preferred embodiment of the above-mentioned steering column assembly, the locking structure includes a locking recess formed on the energy-absorbing component and a locking protrusion formed on the cover plate, wherein the locking recess and the locking protrusion engage in a locking fit.

[0010] This design allows the locking indentation and locking protrusion to provide a portion of the peak collapse force. This ensures that when a vehicle collides and the steering column assembly collapses, the locking indentation and locking protrusion, together with the rivets, can increase the peak collapse force, preventing the steering column from collapsing too easily and too quickly, thus improving the steering column's support function and maintaining sufficient support.

[0011] In the preferred technical solution of the above-mentioned steering column assembly, the energy-absorbing component is an energy-absorbing strip, and a pin is connected to the cover plate, with the energy-absorbing strip wrapped around the pin.

[0012] This design ensures that after the steering column assembly collapses and the locking protrusion and locking recess separate, and the rivet is sheared by the shear force, the energy-absorbing band can be straightened by the resistance of the pin, continuously providing collapse retention force to ensure that the energy-absorbing band can continuously absorb energy and prevent the steering wheel from causing injury to the driver.

[0013] In the preferred embodiment of the above-mentioned steering column assembly, the energy-absorbing strip includes a first part and a second part that are connected to each other. The first part is wound around a pin, the second part is connected to the first column, and the second part is connected to a cover plate by a rivet. A locking recess is formed on the second part.

[0014] This configuration allows the second part of the energy-absorbing strip to primarily cooperate with the cover plate to provide a larger peak collapse force, while the first part of the energy-absorbing strip, in cooperation with the pin, primarily provides collapse retention force. This not only enhances the support of the steering column, ensuring it has sufficient support, but also guarantees that the energy-absorbing strip can continuously absorb energy, preventing the steering wheel from causing injury to the driver.

[0015] In the preferred embodiment of the steering column assembly described above, the first end of the first part is connected to the first end of the second part, and the extension direction of the second end of the first part is parallel to the extension direction of the second end of the second part.

[0016] This design increases the contact area between the energy-absorbing band and the pin after the band is wrapped around it. This ensures that after the locking protrusion and locking recess separate and the rivet is sheared by the shear force, the energy-absorbing band can be further straightened by the pin's resistance, continuously providing a stable collapsible holding force. This allows the energy-absorbing band to fully absorb energy, further improving its energy absorption effect and preventing the steering wheel from causing injury to the driver.

[0017] In the preferred embodiment of the above-mentioned steering column assembly, the locking recess includes a first recess and a second recess formed on both sides of the second part, and the locking protrusion includes a first protrusion and a second protrusion formed on the cover plate and located on both sides of the second part, the first protrusion engaging with the first recess and the second protrusion engaging with the second recess.

[0018] This design allows the energy-absorbing band to be secured from both sides. When the securing protrusions and recesses are engaged with each other, the securing forces on both sides of the energy-absorbing band are balanced. When the securing protrusions and recesses are separated, the energy-absorbing band can be prevented from deflecting or lifting, thus avoiding affecting its subsequent normal energy absorption.

[0019] In the preferred embodiment of the steering column assembly described above, the width of the first part is greater than the width of the second part, and the width of the first part is greater than the minimum distance between the first protrusion and the second protrusion.

[0020] With this setup, when the energy-absorbing band collapses and absorbs energy, the energy-absorbing band is continuously straightened and moves with the first column. When the first part contacts the locking protrusion, since the minimum distance between the first and second protrusions is less than the width of the first part, the collapse stroke can be terminated through the cooperation of the first part and the locking protrusion, so that the displacement of the steering column is kept within a controllable range and meets the requirements of automotive safety regulations.

[0021] In the preferred embodiment of the above-mentioned steering column assembly, the drive device includes: a drive motor, wherein the drive motor is disposed at the second column; and a motion conversion mechanism, wherein the motion conversion mechanism is driven by the drive motor and configured to convert the rotational motion of the drive motor into axial linear motion, thereby driving the connecting bracket.

[0022] With this setup, the smooth and efficient driving of the mounting components can be achieved through the cooperation of the drive motor and the motion conversion mechanism, thereby enabling the first column to move smoothly relative to the second column, and thus achieving smooth and automatic raising and lowering of the steering wheel.

[0023] In another aspect, the present invention also provides a vehicle that includes the above-described steering column assembly, thereby enabling the vehicle to possess the technical effects of the above-described steering column assembly. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall structure of the steering column assembly of the present invention;

[0025] Figure 2 This is a partial structural schematic diagram of the steering column assembly of the present invention;

[0026] Figure 3 yes Figure 2 A cross-sectional view from direction A;

[0027] Figure 4 yes Figure 2 A cross-sectional view from direction B.

[0028] List of reference numerals in the attached diagram:

[0029] 1. Steering bracket;

[0030] 2. Tube column assembly; 21. First tube column; 22. Second tube column; 22a. Through groove;

[0031] 3. Rotating shaft assembly; 31. First rotating shaft; 32. Second rotating shaft;

[0032] 4. Energy-absorbing component; 4a. Outer side of the energy-absorbing component; 41. First part; 42. Second part;

[0033] 5. Mounting components; 51. Connecting bracket; 52. Cover plate; 52a. Inner side of the cover plate;

[0034] 6. Drive unit; 61. Drive motor; 62. Lead screw; 63. Slider;

[0035] 7. Rivets;

[0036] 8. Locking structure; 81. Locking recess; 81a. First recess; 81b. Second recess; 82. Locking protrusion; 82a. First protrusion; 82b. Second protrusion;

[0037] 9. Pins. Detailed Implementation

[0038] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the invention and are not intended to limit the scope of protection of the invention. For example, the present invention can be applied to conventional vehicles powered by gasoline or diesel, vehicles powered by electricity, and hybrid vehicles. Such specific selection of application objects does not constitute a limitation of the present invention and should all be limited within the scope of protection of the present invention.

[0039] Based on the background art, the existing vehicle steering column uses rivets to provide the peak collapse force, which results in an insufficient peak collapse force, making the steering column collapse too easily and too quickly. This leads to insufficient steering column support and makes it difficult to adjust the rivet size, potentially failing to meet usage requirements under performance limits. The present invention provides a steering column assembly and a vehicle equipped with the steering column assembly, aiming to improve the support function of the steering column assembly during collapse, maintain sufficient support force, and facilitate flexible adjustment of design dimensions.

[0040] It should be noted that in the description of this invention, the terms "upper," "lower," "left," "right," "inner," and "outer," which indicate directional or positional relationships, are based on the directional or positional relationships shown in the accompanying drawings. These are merely for ease of description and do not indicate or imply that the device or component must have a specific orientation or must be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," and "linking" should be interpreted broadly. For example, "connection" or "linking" can refer to a detachable connection or an integral connection; it can be a direct connection or an indirect connection through intermediate components. Moreover, the interconnection of two components does not imply a restriction that they are not allowed to move relative to each other. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0042] Specifically, such as Figure 1 As shown, the vehicle of the present invention includes a vehicle body (not shown) and a steering column assembly connected to the vehicle body. The steering column assembly includes a steering bracket 1, a column assembly 2, and a pivot assembly 3. The steering bracket 1 is fixedly connected to the vehicle body, the column assembly 2 is mounted on the steering bracket 1, and the pivot assembly 3 is disposed within the column assembly 2. The steering bracket 1 serves as a load-bearing component of the column assembly 2, and the column assembly 2 serves as a receiving component of the pivot assembly 3. The pivot assembly 3 connects the steering wheel and the steering gear, and is used to transmit the driver's steering force to the steering gear. In practical applications, one end of the pivot assembly 3 can be connected to the steering wheel, the other end can be connected to one end of the intermediate shaft, and the other end of the intermediate shaft can be connected to the steering gear.

[0043] See also Figure 1 The column assembly 2 of the present invention includes a first column 21 and a second column 22. In this invention, the automatic raising and lowering of the steering wheel is exemplified by the ability of the first column 21 and the second column 22 to move relative to each other. Specifically, the first column 21 is fitted inside the second column 22 and is axially movable relative to the second column 22. Both the first column 21 and the second column 22 are preferably made of steel. The pivot assembly 3 can consist of two or more pivots, all connected together in a manner that allows them to be nested together and move relative to each other. The telescopic movement of the column assembly 2 drives the telescopic movement of the pivot assembly 3, thereby achieving the raising and lowering of the steering wheel. The following describes an embodiment of the present invention using a pivot assembly 3 having two pivots as an example.

[0044] See also Figure 1The pivot assembly 3 includes a first pivot 31 and a second pivot 32 that are sleeved together. The first pivot 31 is axially fixed to the first column 21 and can rotate relative to the first column 21. The second pivot 32 is axially fixed to the second column 22 and can rotate relative to the second column 22. The first pivot 31 can move relative to the second pivot 32 and drive the second pivot 32 to rotate. The first pivot 31 is connected to the steering wheel. The second pivot 32 is connected to the steering gear through an intermediate shaft. The steering wheel can drive the first pivot 31 to rotate, thereby causing the first pivot 31 to drive the second pivot 32 to rotate. The second pivot 32 transmits the rotational force to the steering gear through the intermediate shaft.

[0045] The first rotating shaft 31 driving the second rotating shaft 32 to rotate can be achieved in the following ways: when the first rotating shaft 31 is sleeved on the outside of the second rotating shaft 32, at least a part of the first rotating shaft 31 is set as a hollow structure, an axially arranged spline groove is formed on the inner wall of the first rotating shaft 31, and an axially arranged spline is formed on the outer wall of the second rotating shaft 32. The spline and the spline groove cooperate to realize the first rotating shaft 31 driving the second rotating shaft 32 to rotate. Alternatively, an axially arranged spline can be formed on the inner wall of the first rotating shaft 31, and an axially arranged spline groove can be formed on the outer wall of the second rotating shaft 32. The spline and the spline groove cooperate to realize the first rotating shaft 31 driving the second rotating shaft 32 to rotate. Those skilled in the art can flexibly set the length of the hollow structure of the first rotating shaft 31, the length of the spline groove, and the length of the spline according to actual needs. When the second rotating shaft 32 is sleeved outside the first rotating shaft 31, at least a portion of the second rotating shaft 32 is configured as a hollow structure. An axially arranged spline groove is formed on the inner wall of the second rotating shaft 32, and an axially arranged spline is formed on the outer wall of the first rotating shaft 31. The spline and spline groove cooperate to enable the first rotating shaft 31 to drive the second rotating shaft 32 to rotate. Alternatively, an axially arranged spline can be formed on the inner wall of the second rotating shaft 32, and an axially arranged spline groove can be formed on the outer wall of the first rotating shaft 31. The spline and spline groove cooperate to enable the first rotating shaft 31 to drive the second rotating shaft 32 to rotate. Those skilled in the art can flexibly set the length of the hollow structure of the second rotating shaft 32, the length of the spline groove, and the length of the spline according to actual needs. In other examples, besides the above-described method of using spline grooves and splines, the first rotating shaft 31 can drive the second rotating shaft 32 to rotate in other ways. Such changes in specific connection methods do not constitute a limitation of the present invention and should be limited within the protection scope of the present invention.

[0046] The first rotating shaft 31 and the first tube column 21 can be axially fixed and rotate relative to each other by setting a shoulder and using a combination of a retaining ring and a bearing. Specifically, the inner wall of the first tube column 21 is provided with a shoulder and a retaining ring groove, and the outer wall of the first rotating shaft 31 is also provided with a shoulder and a retaining ring groove. The outer ring of the first bearing abuts against the inner wall of the first tube column 21 radially, and also abuts against the shoulder on the first tube column 21 axially. The circumferential groove of the first bearing abuts against the circumferential groove embedded in the first column 21. The shoulder and circumferential groove on the first column 21 are located on both sides of the outer ring of the first bearing. The inner ring of the first bearing abuts against the outer wall of the first shaft 31 radially. The inner ring of the first bearing abuts against the shoulder on the first shaft 31 axially. The inner ring of the first bearing also abuts against the circumferential groove embedded in the first shaft 31 axially. The shoulder and circumferential groove on the first shaft 31 are located on both sides of the inner ring of the first bearing. Similarly, the second rotating shaft 32 and the second tube column 22 can also be axially fixed and rotate relative to each other by setting a shoulder and using a combination of a retaining ring and a bearing. Specifically, the inner wall of the second tube column 22 is provided with a shoulder and a retaining ring groove, and the outer wall of the second rotating shaft 32 is also provided with a shoulder and a retaining ring groove. The outer ring of the second bearing abuts against the inner wall of the second tube column 22 radially, and the outer ring of the second bearing also abuts against the shoulder on the second tube column 22 axially. The outer ring of the second bearing abuts axially against the retaining ring embedded in the retaining ring groove on the second column 22. The shoulder and retaining ring on the second column 22 are located on both sides of the outer ring of the second bearing. The inner ring of the second bearing abuts radially against the outer wall of the second rotating shaft 32. The inner ring of the second bearing abuts axially against the shoulder on the second rotating shaft 32. Furthermore, the inner ring of the second bearing abuts axially against the retaining ring embedded in the retaining ring groove on the second rotating shaft 32. The shoulder and retaining ring on the second rotating shaft 32 are located on both sides of the inner ring of the second bearing. Of course, in other examples, the first rotating shaft 31 and the first column 21, as well as the second rotating shaft 32 and the second column 22, can also achieve axial fixation and relative rotation through other means. Such changes in the specific fixing method do not constitute a limitation of the present invention and should be limited within the protection scope of the present invention.

[0047] In this invention, see continue to see Figure 1 , 2The steering column assembly also includes an energy absorber 4, a mounting assembly 5, and a drive unit 6. A through-slot 22a is formed on the side wall of the second column 22. The energy absorber 4 passes through the through-slot 22a and connects to the first column 21. The energy absorber 4 and the mounting assembly 5 are connected by rivets 7 and locked together by a locking structure 8. The drive unit 6 is connected to the mounting assembly 5 and can drive the mounting assembly 5 to move the energy absorber 4, thereby moving the first column 21 relative to the second column 22. When the steering column assembly collapses, the drive unit 6 fixes the mounting assembly 5 (i.e., the mounting assembly 5 remains stationary), and the first column 21 moves relative to the second column 22, moving the energy absorber 4. The rivets 7 and the locking structure 8 together provide the energy absorber 4 with a peak collapse force. It should be noted that the length of the through-slot 22a needs to ensure that the energy absorber 4 has sufficient collapse stroke, i.e., it will not obstruct the already moved energy absorber 4 during collapse. The energy-absorbing component 4 and the first tube column 21 can be fixed by welding, or the energy-absorbing component 4 and the first tube column 21 can be integrally formed, or other methods can be used for fixing. Those skilled in the art can make flexible settings in this regard. Such changes in the specific connection method between the energy-absorbing component 4 and the first tube column 21 do not constitute a limitation of the present invention, and should all be limited to the protection scope of the present invention.

[0048] Preferably, such as Figure 1As shown, the drive device 6 includes a drive motor 61 and a motion conversion mechanism. The motion conversion mechanism is driven by the drive motor 61 and configured to convert the rotational motion of the drive motor 61 into axial linear motion, thereby driving the mounting assembly 5. The motion conversion mechanism may include a lead screw 62 and a slider 63. The drive motor 61 is mounted on the second column 22. The output shaft of the drive motor 61 is connected to the lead screw 62 and can drive the lead screw 62 to rotate. The lead screw 62 is threadedly connected to the slider 63 and causes the slider 63 to move axially on the lead screw 62 when the lead screw 62 rotates. The slider 63 is connected to the mounting assembly 5. The drive motor 61 can be directly fixed to the second tube column 22. More preferably, the drive motor 61 is mounted on the second tube column 22 via a motor bracket. The drive motor 61 drives the lead screw 62 to rotate, causing the lead screw 62 to move along the slider 63 via a threaded connection. This, in turn, moves the mounting assembly 5. The mounting assembly 5 and the energy-absorbing component 4 are connected by rivets 7 and locked together by a locking structure 8. This allows the mounting assembly 5 to drive the first tube column 21 to move axially relative to the second tube column 22 via the energy-absorbing component 4. During the axial movement of the first column 21 relative to the second column 22, since the first column 21 and the first rotating shaft 31 are axially fixed to each other, and the second column 22 and the second rotating shaft 32 are axially fixed to each other, the first rotating shaft 31 can also move axially relative to the second rotating shaft 32, thereby realizing the raising and lowering of the steering wheel. Furthermore, the first rotating shaft 31 can rotate relative to the first column 21, and the second rotating shaft 32 can rotate relative to the second column 22, allowing the driver's steering force to be transmitted to the steering gear sequentially through the first rotating shaft 31, the second rotating shaft 32, and the intermediate shaft. In practical applications, the output shaft of the drive motor 61 can also be connected to the lead screw 62 via a reducer. Of course, in other examples, the drive device 6 can also be replaced with a linear motor, pneumatic cylinder, or hydraulic cylinder as a power source. Those skilled in the art can flexibly set the specific structure of the drive device 6 in practical applications. Such changes to the specific structure of the drive device 6 do not constitute a limitation of the present invention and should be limited to the protection scope of the present invention. Furthermore, the motion conversion mechanism is not limited to the aforementioned lead screw pair; any mechanism or component capable of converting rotation into linear motion falls within the protection scope of the present invention.

[0049] Those skilled in the art can flexibly configure the specific structure of the mounting component 5 in practical applications; for example, it can be an integrated structure or a separate structure. In a preferred embodiment, such as... Figures 1 to 4As shown, the mounting assembly 5 includes a connecting bracket 51 and a cover plate 52 connected to each other. The connecting bracket 51 is connected to the output end of the drive device 6. The energy-absorbing member 4 is connected to the cover plate 52 by rivets 7. A part of the locking structure 8 is disposed on the energy-absorbing member 4, and the other part of the locking structure 8 is disposed on the cover plate 52. The connecting bracket 51 and the cover plate 52 can be connected by screws or by other means. When the drive device 6 adopts the aforementioned screw pair structure, the connecting bracket 51 is used as a screw support. The locking structure 8 can adopt a structure in which locking protrusions and locking recesses lock together, or a structure in which locking protrusions and elastic claws cooperate. Those skilled in the art can flexibly set the specific structure of the locking structure 8 in practical applications, as long as the locking structure 8 is set so that when the steering column assembly of the present invention collapses, it provides the peak collapse force together with the rivets 7. It should be noted that the specific value of the peak collapsing force provided by the rivet 7 can be flexibly adjusted according to the model of the rivet 7. The specific value of the peak collapsing force provided by the locking structure 8 can be flexibly adjusted by changing the specific structure of the locking structure 8. For example, when the locking structure 8 adopts a structure in which the locking protrusion and the locking recess are locked together, the depth of the locking protrusion into the locking recess can be adjusted. When the locking structure 8 adopts a structure in which the locking protrusion and the elastic claw cooperate, the elastic force of the elastic claw on the locking protrusion can be adjusted.

[0050] Preferably, such as Figure 4 As shown, the locking structure 8 includes a locking recess 81 formed on the energy-absorbing member 4 and a locking protrusion 82 formed on the cover plate 52, with the locking recess 81 and the locking protrusion 82 engaging in a locking fit. Those skilled in the art can flexibly set the specific shapes of the locking recess 81 and the locking protrusion 82 in practical applications. In a preferred embodiment, such as... Figure 4 As shown, the locking protrusion 82 is configured to protrude from the inner side 52a of the cover plate 52 toward the energy-absorbing member 4, and the surface of the protruding part facing the energy-absorbing member 4 is an arc surface. The locking recess 81 is configured to recess from the outer side 4a of the energy-absorbing member 4 inward, and the surface of the recessed part is also an arc surface. With this configuration, the locking structure 8 can not only provide the peak crumple force when the vehicle collides and the driver acts on the steering wheel, but also facilitate the locking protrusion 82 and the locking recess 81 to disengage from each other more easily after the force reaches the peak crumple force provided by the rivet 7 and the locking structure 8, ensuring that the energy-absorbing member 4 continues to absorb energy and provide crumple retention force.

[0051] Preferably, such as Figure 3 and 4As shown, the energy-absorbing component 4 provides the crumple retention force in the following way: the energy-absorbing component 4 is an energy-absorbing band, and a pin 9 is connected to the cover plate 52. The energy-absorbing band is wound around the pin 9. When a vehicle collision occurs and the driver acts on the steering wheel, the force is transmitted to the first pivot 31 through the steering wheel. Since the first pivot 31 and the first column 21 are axially fixed, and the second column 22 and the drive device 6 remain stationary, the connecting bracket 51 and the cover plate 52 also remain stationary. The first column 21 has a tendency to move axially relative to the second column 22, and the first column 21 drives the energy-absorbing band to also have a tendency to move axially relative to the cover plate 52. When the force reaches the crumple peak force jointly provided by the rivet 7 and the locking structure 8, the rivet 7, due to shear force (i.e. The radial force on rivet 7 is sheared off, and the locking protrusion 82 and locking recess 81 lose their locking function due to separation from each other. The entire column assembly 2 shortens and the energy-absorbing band moves axially relative to the cover plate 52. During the movement of the energy-absorbing band, the portion of the energy-absorbing band that wraps around pin 9 gradually shortens, while the portion that does not wrap around pin 9 gradually lengthens. That is, the energy-absorbing band gradually detaches from pin 9. Due to the reaction force of pin 9 on the energy-absorbing band, the energy-absorbing band is gradually straightened, and the energy-absorbing band continues to absorb energy, thereby generating a continuous collapse holding force. The energy-absorbing band is preferably made of steel. Those skilled in the art can flexibly set the winding method of the energy-absorbing band and pin 9 in practical applications. For example, after the energy-absorbing band is wound around pin 9, the portion of the energy-absorbing band that wraps around pin 9 can be located between the portion of the energy-absorbing band that does not wrap around pin 9 and the first column 21, or the portion of the energy-absorbing band that does not wrap around pin 9 can be located between the portion of the energy-absorbing band that wraps around pin 9 and the first column 21. Figure 3 and 4 This is exactly the situation shown. Figure 3 and 4 In the illustrated scenario, the cross-sectional shape of the portion of the energy-absorbing band not wrapped around the pin 9 is preferably an inverted U-shape, meaning the two vertical sides of the inverted U-shaped structure are connected to the first tube column 21. Of course, in other examples, the energy-absorbing element 4 can also be an energy-absorbing block or an energy-absorbing plate. The energy-absorbing element 4 can provide the collapse-retaining force in other ways. For example, the energy-absorbing element 4 can be an energy-absorbing block, with an energy-absorbing groove formed on the cover plate 52 that mates with the energy-absorbing block. The width of the energy-absorbing groove is smaller than the width of the energy-absorbing block. When collapse occurs, the energy-absorbing block widens the energy-absorbing groove through compression, allowing the energy-absorbing groove to continuously absorb energy from the energy-absorbing block.

[0052] Preferably, such as Figure 3 and 4As shown, the energy-absorbing band includes a first part 41 and a second part 42 connected to each other. The first part 41 is wound around the pin 9, and the second part 42 is connected to the first tube column 21. The second part 42 is connected to the cover plate 52 by a rivet 7, and a locking recess 81 is formed on the second part 42. The first part 41 and the second part 42 are preferably integrally molded. In practical applications, the portion of the first part 41 that is not wound around the pin 9 can also be connected to the first tube column 21. Figure 3 and 4 As shown, the end connecting the first part 41 and the second part 42 is called the first end of the first part 41, and the end connecting the second part 42 to the first part 41 is called the first end of the second part 42. The first end of the first part 41 and the first end of the second part 42 are connected. When the energy-absorbing strip and the pin 9 are wound, the extension direction of the second end of the first part 41 is preferably parallel to the extension direction of the second end of the second part 42. With this arrangement, the first part 41 and the pin 9 can make full contact, increase the contact area, and provide a more stable and continuous crumple retention force when the steering column assembly collapses.

[0053] Preferably, such as Figure 4 As shown, the locking recess 81 includes a first recess 81a and a second recess 81b formed on both sides of the second portion 42, and the locking protrusion 82 includes a first protrusion 82a and a second protrusion 82b formed on the cover plate 52 and located on both sides of the second portion 42. The first protrusion 82a engages with the first recess 81a, and the second protrusion 82b engages with the second recess 81b. For example... Figure 4In the structure shown, a first recess 81a and a second recess 81b are formed on the left and right sides of the second part 42 of the energy-absorbing band, respectively. A first protrusion 82a and a second protrusion 82b are formed on the two inner walls of the cover plate 52 on the left and right sides of the second part 42, respectively. The first protrusion 82a engages with the first recess 81a, and the second protrusion 82b engages with the second recess 81b. When the steering column assembly collapses, the first protrusion 82a engages with the first recess 81a, and the second protrusion 82b engages with the second recess 81b. 81b together provide the peak collapse force of the locking structure 8 for the energy-absorbing bands. The first protrusion 82a and the second protrusion 82b preferably adopt the same structure and size, and the first recess 81a and the second recess 81b preferably adopt the same structure and size, so as to ensure that the force of the first protrusion 82a on the first recess 81a and the force of the second protrusion 82b on the second recess 81b are balanced, that is, the locking force on the left and right sides of the energy-absorbing band is balanced, so as to avoid the energy-absorbing band from deflecting or lifting when it begins to move axially relative to the cover plate 52. In a more preferred embodiment, the width of the first portion 41 is greater than the width of the second portion 42. The width of the first portion 41 is also greater than the minimum distance between the first protrusion 82a and the second protrusion 82b. (It should be noted that the width of the first portion 41 being greater than the width of the second portion 42 can mean that the entire width of the first portion 41 is greater than the width of the second portion 42, or it can mean that a portion of the first portion 41 is greater than the width of the second portion 42. Similarly, the width of the first portion 41 being greater than the minimum distance between the first protrusion 82a and the second protrusion 82b can also mean that the entire width of the first portion 41 is greater than the minimum distance between the first protrusion 82a and the second protrusion 82b, or it can mean that a portion of the first portion 41 is greater than the minimum distance between the first protrusion 82a and the second protrusion 82b. As long as the width of the first portion 41 allows for the locking engagement with the locking protrusion 82, it is acceptable.) In other words, the locking protrusion 82 has two functions. The first function is that when the steering column assembly begins to collapse, the locking protrusion 82 and the locking recess 81 work together to provide a portion of the required peak collapse force. The second function is that during the collapse of the steering column assembly, the first protrusion 82a and the second protrusion 82b can lock the first part 41 to terminate the collapse stroke. That is, the collapse stroke is ended by the design of varying widths of the first part 41 and the second part 42. The specific stroke value of the collapse stroke can be adjusted according to the respective lengths of the first part 41 and the second part 42. Furthermore, when the energy-absorbing band and the pin 9 are fully wound, the distance between the connection point of the first part 41 and the second part 42 and the locking protrusion 82 is preferably less than the length of the first part 41 that wraps around the pin 9. This ensures that the energy-absorbing band can continuously provide collapse holding force throughout the entire collapse stroke. That is, at the end of the collapse stroke, a portion of the first part 41 is still wrapped around the pin 9.Furthermore, the hardness of the locking protrusion 82 is preferably greater than that of the locking recess 81, so that the locking protrusion 82 does not deform as much as possible after the locking recess 81 and the locking protrusion 82 separate from each other, thereby ensuring that the locking protrusion 82 can continue to cooperate with the first part 41 to lock the first part 41, thereby terminating the collapse stroke of the steering column assembly.

[0054] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A steering column assembly for a vehicle, characterized in that, include: First tubular column (21); The second tubing (22) is connected to the first tubing (21) and the second tubing (22); Energy-absorbing element (4), wherein the energy-absorbing element (4) is connected to the first column (21) and moves axially relative to the second column (22) following the first column (21) when the steering column assembly collapses; and A fixed mounting component (5) is provided, wherein the mounting component (5) and the energy-absorbing component (4) are connected by rivets (7) and locked together by a locking structure (8), wherein, The rivet (7) and the locking structure (8) together provide the peak collapse force to the energy-absorbing component (4); The first tube column (21) is sleeved inside the second tube column (22), and a through groove (22a) is formed on the side wall of the second tube column (22), so that the energy-absorbing member (4) is radially connected to the first tube column (21) through the through groove (22a); The mounting assembly (5) includes a connecting bracket (51) and a cover plate (52) connected to each other. The cover plate (52) is connected to the energy-absorbing member (4) by the rivet (7) and together with the energy-absorbing member (4) forms the locking structure (8). The locking structure (8) includes a locking recess (81) formed on the energy-absorbing member (4) and a locking protrusion (82) formed on the cover plate (52), wherein the locking recess (81) and the locking protrusion (82) are locked together. The energy-absorbing component (4) is an energy-absorbing strip, and a pin (9) is connected to the cover plate (52), and the energy-absorbing strip is wound around the pin (9); The energy-absorbing band includes a first part (41) and a second part (42) connected to each other. The first part (41) is wound around the pin (9), and the second part (42) is connected to the first column (21) and to the cover plate (52) by the rivet (7). The locking recess (81) is formed on the second part (42).

2. The steering column assembly according to claim 1, characterized in that, Also includes: A driving device (6) drives the first tubing (21) to move axially relative to the second tubing (22); The connecting bracket (51) is connected to the output end of the driving device (6).

3. The steering column assembly according to claim 2, characterized in that, The first end of the first part (41) is connected to the first end of the second part (42), and the extension direction of the second end of the first part (41) is parallel to the extension direction of the second end of the second part (42).

4. The steering column assembly according to claim 2, characterized in that, The locking recess (81) includes a first recess (81a) and a second recess (81b) formed on both sides of the second part (42), and the locking protrusion (82) includes a first protrusion (82a) and a second protrusion (82b) formed on the cover plate (52) and located on both sides of the second part (42), the first protrusion (82a) engaging with the first recess (81a), and the second protrusion (82b) engaging with the second recess (81b).

5. The steering column assembly according to claim 4, characterized in that, The width of the first portion (41) is greater than the width of the second portion (42) and the minimum distance between the first protrusion (82a) and the second protrusion (82b).

6. The steering column assembly according to any one of claims 2 to 5, characterized in that, The driving device (6) includes: A drive motor (61), wherein the drive motor (61) is disposed at the second column (22); and A motion conversion mechanism, wherein the motion conversion mechanism is driven by the drive motor (61) and configured to convert the rotational motion of the drive motor (61) into axial linear motion, thereby driving the connecting bracket (51).

7. A vehicle, characterized in that, The vehicle includes the steering column assembly as described in any one of claims 1 to 6.

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