Steering wheel airbag connection structure

Abstract

The present invention provides a steering wheel airbag connection structure. A damping pin is provided with a recessed portion adjacent to a reduced-diameter slot. A non-return pawl on a mounting seat is embedded in the recessed portion. The groove wall between the recessed portion and the reduced-diameter slot is positioned within the Z-direction spacing between the non-return pawl and a portion of the U-shaped spring body. The upper and lower surfaces of the groove wall tightly abut against the non-return pawl and the U-shaped spring. This invention effectively utilizes the floating support structure of the damping unit, providing reliable floating support for the airbag assembly. The pressing action of the airbag assembly maintains flexibility and stability, and the assembly process is also very convenient.

Description

Technical Field

[0001] The invention relates to a connection structure between a steering wheel frame and an air bag assembly. Background Art

[0002] Existing technologies offer numerous excellent solutions for connecting the steering wheel to the airbag assembly, generally meeting the requirements for reliable connection and convenient assembly. Some airbags also feature contacts that trigger the horn, and the flexibility of the pressing operation must also be considered. Improvements are urgently needed to address the issue of vibrations during vehicle startup and driving being transmitted to the airbag assembly through the rigidly connected steering column, steering wheel grip, and frame, causing airbag vibration and the resulting noise, which can be harmful to drivers and passengers.

[0003] In the document entitled "A Connection Structure between an Automobile Steering Wheel Module and an Airbag Module" (Document No. CN 215793634U), the first connecting member 12 provided on the bottom side of the steering wheel frame 11 is a rod spring member. Part of its rod section is constrained and fixed by a limit block provided on the bottom side of the steering wheel frame 11, and part of its rod section is reserved for being clamped in the clamping groove 212 of the second connecting member 21, thereby achieving Z-direction (in the same direction as the steering column) limitation of the second connecting member 21. Because the clamping groove 212 is a closed groove, that is, the width at the bottom of the groove is larger than the size at the groove opening, the Z-direction position of the second connecting member 21 cannot be determined, that is, the Z-direction position of the second connecting member 21 is subject to fluctuation. In addition, the bottom shell of the airbag module 2 is directly supported on the stepped surface of the silicone sleeve 25. Therefore, even if the bottom shell of the airbag module 2 and the silicone sleeve 25 are vulcanized into one piece at the supporting portion, there is a risk of separation between the two, making it difficult to ensure synchronous Z-direction displacement of the bottom shell of the airbag module 2 and the silicone sleeve 25.

[0004] In the technical solution named "Steering Wheel" (document number CN111491847A), the disclosed damping unit 124 is arranged in the airbag module 102. In addition to serving as a front airbag, it also has the function of serving as a horn switch as described above, and the function of a module damping mechanism to further attenuate vibrations. Components 202, 204, 206, and 208 are arranged concentrically with the damping pin 126. The damping pin 126 has a disc-shaped upper end 126a, a cylindrical main body 126b, and a front end 126c having a groove 127 formed on its outer circumference. The rod spring 130 is a spring element that supports the damping pin 126. In other words, a portion of the spring section of the rod spring 130 is positioned within the groove 127 to axially limit the damping pin 126. As can be seen from all the drawings, the groove 127 is a straight groove, that is, the groove walls on both sides are parallel to each other. Therefore, the groove width of the groove 127 must be greater than the diameter of the rod spring 130. Otherwise, the rod spring 130 cannot be inserted into the groove cavity of the groove 127. Therefore, the Z-direction limit of the damping pin 126 by the rod spring 130 cannot prevent the damping pin 126 from slightly moving in the Z direction. Summary of the Invention

[0005] The object of the present invention is to provide an airbag connection structure for a steering wheel, which ensures convenient assembly and improves the position stability of the airbag in a normal state while the airbag also has a floating displacement function.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] A steering wheel airbag connection structure, wherein a damping unit is provided on the bottom shell of the airbag assembly, and a damping pin in the damping unit has a reduced diameter groove adjacent to the tapered pin end on its pin body, the damping unit is inserted into a tube hole of a mounting seat on a frame of the steering wheel, and a portion of the spring body of a U-shaped rod spring fixed in a folded manner to the bottom side of the frame is clamped in the reduced diameter groove, characterized in that: the damping pin is also provided with a recess on its pin body, the recess is arranged adjacent to the reduced diameter groove, a non-return claw on the mounting seat fixed on the frame is embedded in the recess, the groove wall between the recess and the reduced diameter groove is placed in the Z-direction spacing area between the non-return claw and the portion of the spring body of the U-shaped rod spring, and the upper and lower surfaces of the groove wall are tightly against the non-return claw and the U-shaped rod spring.

[0008] In the above scheme, the U-shaped rod spring fixed on the steering wheel frame and the non-return claw on the mounting seat are set with an appropriate spacing in the Z direction, and the damping pin in the damping unit has a recess and a reduced diameter groove corresponding to the embedding or clamping of the U-shaped rod spring and the non-return claw on the mounting seat. In this way, the position of the damping pin is reliably defined by the U-shaped rod spring and the non-return claw on the mounting seat. Compared with the damping pin whose position is basically fixed, the airbag assembly is reliably floatingly supported by means of the floating support structure in the damping unit, and the action of pressing the airbag assembly maintains flexibility and stability. The assembly operation process of the present invention is also very convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 is an exploded view of the present invention;

[0010] Figure 2 A schematic diagram of the back three-dimensional structure of the present invention in an assembled state;

[0011] Figure 3 It is a schematic diagram of the three-dimensional structure of the steering wheel;

[0012] Figure 4a It is a schematic diagram of the three-dimensional structure of the skeleton in the assembled state of the present invention when viewed from the back;

[0013] Figure 4b yes Figure 4a A local enlarged schematic diagram in FIG.

[0014] Figure 5a 、 5b 5c are three-dimensional structural diagrams of the decomposed structure of the damping unit at three positions in the present invention;

[0015] Figure 6 is a three-dimensional diagram of the damping unit;

[0016] Figure 7 It is a three-dimensional structural cross-sectional view of the damping unit. DETAILED DESCRIPTION

[0017] Combine Figure 1 、 2 As shown in , 3 and 4, for the convenience of explanation, the axial direction of the steering shaft is defined as the Z direction, and the plane perpendicular to the Z direction is the XY plane, wherein the Y direction is consistent with the vehicle width direction, and the direction perpendicular to the Y direction is the X direction. First of all, it should be noted that the Z direction position is determined when the steering wheel 10 is fixedly connected to the steering column, and the steering wheel 10 can rotate around the Z direction. When the steering wheel 10 is in the correct position, the fixed airbag assembly 20 is selected to arrange the damping unit 30 at three clock positions: 3, 6, 9 or 2, 6, 10 o'clock. The mounting seat 12 on the skeleton 11 of the steering wheel 10 is also correspondingly arranged at the 3, 6, 9 or 2, 6, 10 o'clock positions. The above scheme is a conventional scheme in the prior art, and reference can be made to the prior art literature mentioned in the background technology section.

[0018] The present invention discloses the following airbag connection structure for a steering wheel, wherein a damping unit 30 is provided on the bottom shell 21 of the airbag assembly 20, and a damping pin 31 in the damping unit 30 has a reduced diameter card slot 312 adjacent to a tapered pin end 311 on the pin body. The damping unit 30 is inserted into a tube hole of a mounting seat 12 on a frame 11 of a steering wheel 10, and a portion of a U-shaped rod spring 40 fixed to the bottom side of the frame 11 in a foldable manner is clamped in the reduced diameter card slot 312. The pin 31 is further provided with a recess 313, which is arranged adjacent to the reduced diameter slot 312. The anti-return pawl 121 on the mounting seat 12 fixed to the frame 11 is embedded in the recess 313. The groove wall 314 between the recess 313 and the reduced diameter slot 312 is located in the Z-direction spacing area between the anti-return pawl 121 and a portion of the spring body of the U-shaped rod spring 40. The upper and lower surfaces of the groove wall 314 are tightly abutted against the anti-return pawl 121 and the U-shaped rod spring 40.

[0019] In the above-mentioned solution, the present invention first redesigns the shape of the damping pin 31 and then provides a backstop pawl 121 on the corresponding mounting base 12 of the frame 11. The backstop pawl 121 and the U-shaped rod spring 40 work together to position the damping pin 31 in the Z direction. This positioning solution not only ensures reliable positioning, i.e., the stability of the damping pin 31 in the Z direction, but also prevents Z-direction movement, eliminating a significant source of vibration noise. This solution is not only suitable for assembly on new vehicles, but can also be upgraded on existing vehicles by replacing the damping pin 31 and mounting base 12. Since the damping pin 31 and mounting base 12 are originally two separate components, the replacement cost is also very low, which is extremely rare.

[0020] As a preferred embodiment, the reduced-diameter slot 312 is a flared slot with a large opening and a narrow bottom. The U-shaped rod spring 40 rests against both the upper and lower slot walls. This flared slot can be understood as a U-, V-, or trapezoidal slot with a wide opening and a narrow bottom. When the U-shaped rod spring 40 is folded onto the stoppers on the bottom side of the frame 11, a portion of the U-shaped rod spring 40 is positioned toward the bottom of the reduced-diameter slot 312, ensuring that the spring rests against the upper and lower slot walls. This ensures that the portion of the U-shaped rod spring 40 is pre-tensioned and retained within the reduced-diameter slot 312. This ensures the stability of the damping pin 31 in the Z direction and eliminates the U-shaped rod spring 40's freedom of movement in the X, Y, and Z directions, thereby eliminating the U-shaped rod spring 40 as a source of vibration that can cause abnormal noise.

[0021] The inner wall of the mounting seat 12 is connected to one end of the check rod 122. The check pawl 121 is located at the free end of the check rod 122, extending downward and toward the body of the damping pin 31. The recess 313 is an annular groove. Placing the check pawl 121 at the end of the check rod 122 not only facilitates assembly, but also provides radially outward displacement space and flexibility. When the damping pin 31 continues to move downward until the check pawl 121 is aligned with the annular groove-shaped recess 313, the check pawl 121 and the recess 313 form a snap-fit. In the above embodiment, the annular groove-shaped recess 313 facilitates the snap-fit ​​between the check pawl 121 and the recess 313. However, the drawback is that there is the possibility of circumferential relative rotational displacement between the two. Alternatively, a localized recessed shape could also be employed, but the two would need to be aligned for mating. The advantage is that circumferential relative rotational displacement between the two is eliminated.

[0022] 4 and 7 , a further optimization scheme for the above scheme is to form an angular recess between the lower ends of the non-return claw 121 and the non-return rod 122, which is clamped on the upper and peripheral corners of the groove wall 314. First of all, it should be noted that the recess 313 is regarded as an annular groove structure and the original groove structure of the reduced diameter groove 312, and the portion between the two, namely the groove wall 314, is a groove wall shared by the recess 313 and the reduced diameter groove 312. When the above scheme is adopted, the outer peripheral surface of the groove wall 314 and the non-return rod 122 at the lower part of the non-return surface of the non-return claw 121 form a matching relationship of opposite surfaces, that is, a blade-type tool such as a flat-head screwdriver or a flat shovel can be inserted into the radial gap or narrow gap A between the two. Figure 7 As shown, the non-return claw 121 can be pushed to move outward to disengage from the recess 313, that is, the upper surface of the groove wall 314 and the non-return surface of the non-return claw 121, thereby realizing the separation and disassembly of the damping pin 31 and the non-return claw 121. Sometimes this is very necessary because the speaker contact may fail or the airbag has a safety hazard and needs to be recalled for easy replacement.

[0023] The inner hole wall of the mounting seat 12 is provided with an internal bead 123, the inner edge of which is connected to the upper end of the check rod 122. Providing the internal bead 123 facilitates the installation of the check rod 122. Specifically, by arranging two to four check rods 122 symmetrically around the circumference, the reliable positioning of the damping pin 31 is ensured, while also providing a support seat for the coiled compression spring 32. Furthermore, the inner edge of the internal bead 123 is provided with an upwardly protruding vertical bead 124. The lower end of the coiled compression spring 32 is sleeved on the vertical bead 124, and the spring end is pressed against the internal bead 123. The upper end of the coiled compression spring 32 is supported against the lower end surface of the damping rubber ring 33, which is sleeved on the upper pin of the damping pin 31. The damping rubber ring 33 forms a limited connection in the Z direction with the bottom shell 21 of the airbag assembly 20. As can be seen from the above scheme, the built-in bead 123 not only provides a rooting base for the check rod 122, but also serves as a support for the lower portion of the coiled compression spring 32. The upper end of the coiled compression spring 32 abuts against the lower portion of the shock-absorbing rubber ring 33, thus achieving the damping effect of the damping unit 30. In other words, the damping pin 31, which is rigidly connected to the frame 11 of the steering wheel 10, inevitably absorbs vibrations from the vehicle during driving. Under the isolation effect of the coiled compression spring 32 and the shock-absorbing rubber ring 33, the vibrations affecting the airbag assembly 20 are effectively damped.

[0024] 5, 6, and 7, the outer circumferential wall of the damping rubber ring 33 is provided with a recess 331, within which the outer restraining ring 34 is retained. This forms a Z-axis position-limiting connection between the outer restraining ring 34 and the bottom shell 21 of the airbag assembly 20. In a more specific preferred embodiment, the outer circumference of the outer restraining ring 34 is provided with an inwardly recessed retaining groove 342 that engages with a built-in flanged portion on the bottom shell 21. As can be seen, when the airbag assembly 20 is pressed, the outer restraining ring 34 and the damping rubber ring 33 can smoothly move axially along the damping pin 31, thereby closing the horn switch contacts. Simultaneously, vibrations in the X and Y axes are damped by the damping rubber ring 33.

[0025] The shock-absorbing rubber ring 33 is sleeved on the inner sleeve 35, and the damping sleeve assembly is composed of the outer restraining ring 34, the shock-absorbing rubber ring 33 and the inner sleeve 35, which ensures the flexibility and reliability of the axial displacement of the damping pin 31, and at the same time achieves a reliable connection with the bottom shell 21 of the airbag assembly 20.

[0026] The inner sleeve 35 is sleeved onto the lower portion of the top cover 315 of the damping pin 31. The inner sleeve 35 has an upper flange 351 and a lower flange 352 at its upper and lower ends, respectively. The upper end of the helical compression spring 32 rests against the lower flange 352 of the inner sleeve 35. The shape of the inner sleeve 35 selected in the above embodiment not only constrains and secures the damping rubber ring 33 but also provides an upper support for the helical compression spring 32.

[0027] As shown in Figures 5 and 7, the upper end of the connecting frame 36 is an annular ring 361, and a connecting leg 362 extending downward is provided at the outer edge of the annular ring 361. The lower end of the connecting leg 362 has an external hook 363. The connecting leg 362 passes through the vertical through hole 125 provided on the built-in convex ring 123 and the hook 363 is hooked on the lower ring surface of the built-in convex ring 123. The annular ring 361 is placed in the annular groove cavity between the lower end surface of the shock-absorbing rubber ring 33 and the lower flange 352 of the inner sleeve 35. Under the action of the coiled compression spring 32, the inner sleeve 35, the connecting bracket 36, the damping rubber ring 33, the outer restraining ring 34, the inner sleeve 35, and the airbag assembly 20 are displaced upward in the Z direction relative to the damping pin 31, maintaining a suspended, top-mounted position relative to the steering wheel 10 and its frame 11. Two to three connecting legs 362 can be symmetrically arranged around the circumference. This not only reliably positions the airbag assembly 20 to its top position, but also constrains the coiled compression spring 32 to ensure it remains in normal operation. The hook 363 of the connecting bracket 36 hooks onto the lower surface of the internal bead 123, thereby limiting the upward position. That is, when the connecting bracket 36 reaches its highest position, the position of the inner sleeve 35, the damping rubber ring 33, and the outer restraining ring 34 is fixed, thereby preventing the inner sleeve 35 from colliding with the top cover 315 of the damping pin 31.

[0028] The outer restraining ring 34 has two symmetrically arranged protrusions 341 on its upper portion. The upper ring body 332 of the shock-absorbing rubber ring 33 has symmetrically arranged flat surfaces 333 on its circumferential wall. These flat surfaces 333 abut against the inner flat surfaces 341a of the two protrusions 341. This arrangement helps limit the circumferential rotation between the outer restraining ring 34 and the shock-absorbing rubber ring 33, further reducing the likelihood of abnormal noise.

[0029] See also Figure 2 、 6 The U-shaped terminal 50 in the figure is a static contact bracket for the speaker circuit. The U-shaped terminal 50 includes an annular bottom ring 51 at the bottom. The annular bottom ring 51 is loosely sleeved on the damping pin 31 below the built-in convex ring 123. The symmetrical side of the annular bottom ring 51 is provided with an upwardly extending vertical arm 52. The upper end of the vertical arm 52 has an external folding arm 53 for fixed connection with the skeleton 11 or the mounting seat 12 on the skeleton 11. The dynamic contact that is in contact with the U-shaped terminal 50 can be connected to the outer restraint ring 34 or the bottom shell 21 of the airbag 20. In this way, as long as the shell of the airbag 20 is pressed, the U-shaped terminal 50 can be timely and reliably contacted with the contact, and the horn can be sounded timely and reliably.

Claims

1. An airbag connection structure for a steering wheel, wherein a damping unit (30) is provided on a bottom shell (21) of an airbag assembly (20), a damping pin (31) in the damping unit (30) has a reduced diameter slot (312) adjacent to a tapered pin end (311) on its body, the damping unit (30) is inserted into a tube hole of a mounting seat (12) on a frame (11) of a steering wheel (10), and a portion of a U-shaped rod spring (40) fixed to the bottom side of the frame (11) is clamped in the reduced diameter slot (312), characterized in that: The damping pin (31) is further provided with a recess (313) on its body, the recess (313) being arranged adjacent to the reduced diameter slot (312), the non-return claw (121) on the mounting seat (12) fixed on the frame (11) being embedded in the recess (313), the groove wall (314) between the recess (313) and the reduced diameter slot (312) being positioned within the Z-direction spacing region between the non-return claw (121) and a portion of the spring body of the U-shaped rod spring (40), the upper and lower surfaces of the groove wall (314) being in close contact with the non-return claw (121) and the U-shaped rod spring (40); The reduced diameter slot (312) is an expanded slot with a large slot opening and a small slot bottom, and the U-shaped rod spring (40) rests against the upper and lower slot walls simultaneously; An angular recess is formed between the anti-return claw (121) and the lower end of the anti-return rod (122) and is clamped at the corner position of the upper surface and the peripheral surface of the groove wall (314). A plug-in tool can be inserted into the radial gap A between the outer peripheral surface of the groove wall (314) and the anti-return rod (122) below the anti-return surface of the anti-return claw (121).

2. The airbag connection structure of the steering wheel according to claim 1, characterized in that: The inner hole wall of the mounting seat (12) is connected to one end of the check rod (122), the check claw (121) is arranged at the free end of the check rod (122) extending downward and toward the pin body of the damping pin (31), and the recess (313) is an annular groove.

3. The airbag connection structure of the steering wheel according to claim 1, characterized in that: A built-in convex ring (123) is provided on the inner hole wall of the mounting seat (12), and the inner edge of the built-in convex ring (123) is connected to the upper end of the check rod (122).

4. The airbag connection structure of the steering wheel according to claim 3, characterized in that: The inner edge of the built-in convex ring (123) is provided with an upwardly protruding vertical convex ring (124), the lower end of the spiral compression spring (32) is sleeved on the vertical convex ring (124) and the spring end is pressed on the built-in convex ring (123), the upper end of the spiral compression spring (32) is supported on the lower end surface of the shock-absorbing rubber ring (33), the shock-absorbing rubber ring (33) is sleeved on the upper pin body of the damping pin (31), and the shock-absorbing rubber ring (33) and the bottom shell (21) of the airbag assembly (20) form a limit connection in the Z direction.

5. The airbag connection structure of the steering wheel according to claim 4, characterized in that: A recess (331) is provided on the outer peripheral wall of the shock-absorbing rubber ring (33), and the outer restraining ring (34) is clamped in the recess (331). A position-limiting connection in the Z direction is formed between the outer restraining ring (34) and the bottom shell (21) of the airbag assembly (20).

6. The airbag connection structure of the steering wheel according to claim 4, characterized in that: The shock-absorbing rubber ring (33) is sleeved on the inner sleeve (35).

7. The airbag connection structure of the steering wheel according to claim 6, characterized in that: The lumen of the inner sleeve (35) is sleeved on the pin body at the lower part of the top cover (315) of the damping pin (31), and the upper and lower ends of the inner sleeve (35) are respectively provided with an external upper flange (351) and a lower flange (352), and the upper end of the spiral compression spring (32) is supported on the lower flange (352) of the inner sleeve (35).

8. The airbag connection structure of the steering wheel according to claim 6, characterized in that: The upper end of the connecting frame (36) is an annular ring (361), and a connecting leg (362) extending downward is provided at the outer edge of the annular ring (361). The lower end of the connecting leg (362) is provided with an external hook (363). The connecting leg (362) is passed through the upper and lower through holes (125) provided on the built-in convex ring (123) and the hook (363) is hooked on the lower ring surface of the built-in convex ring (123). The annular ring (361) is placed in the annular groove cavity between the lower end surface of the shock-absorbing rubber ring (33) and the lower flange (352) of the inner sleeve (35).

9. The airbag connection structure of the steering wheel according to claim 5, characterized in that: The upper portion of the outer restraining ring (34) has two symmetrically arranged protrusions (341), and the peripheral wall of the upper ring body (332) of the shock-absorbing rubber ring (33) has symmetrically arranged flat vertical surfaces (333), and the two flat vertical surfaces (333) and the inner side planes (341a) of the two protrusions (341) are in contact with each other.

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