A collapsible energy-absorbing structure and a steering column assembly

Abstract

The present application relates to a crash energy absorption structure, which includes a first steering column, an expansion tube, a second steering column, and a flipping tube. The expansion tube includes a diameter reduction portion and a sliding portion. The diameter reduction portion is fixedly connected to the first steering column. The second steering column is provided with an end head portion. The sliding portion is sleeved on the end head portion and is slidably connected to the end head portion along the axial direction of the first steering column. The inner diameter of the diameter reduction portion is smaller than the outer diameter of the end head portion. One end of the flipping tube is provided with a folding portion, and the folding portion is fixedly connected to the second steering column. The other end of the flipping tube is fixedly connected to the first steering column. When the triggering force is relatively low, the collision force and collision energy are absorbed through the flipping deformation of the flipping tube; when the triggering force is relatively high, most of the energy and impact are absorbed through the collapse deformation of the diameter reduction portion, solving the problem that it is difficult to set the threshold value of the triggering force for the energy absorption and collapse of the existing steering column, improving the driving experience of the driver, and being helpful for being arranged on commercial vehicles and other large vehicles.

Description

Technical Field

[0001] The present application relates to the technical field of energy-absorbing and collapsible technologies for automobiles, and particularly to a collapsible energy-absorbing structure and a steering column assembly. Background Art

[0002] With the development of automobiles, users have put forward higher and higher requirements for the driving safety of vehicles. During a frontal collision, the harm to the human body caused by the steering system mainly comes from the steering wheel and the steering column located between the steering wheel and the steering gear. Due to the inertia of the driver, after the collision, the driver's body will continue to move forward, resulting in the impact of the chest or head and other parts on the steering wheel and being injured.

[0003] Currently, in order to reduce the harm to drivers, existing steering columns are usually provided with a collapsible energy-absorbing structure. After a collision occurs in an automobile, the driver's head or chest first contacts the steering wheel. When the collision force received by the steering wheel reaches a certain value, the collapsible energy-absorbing structure of the steering column collapses and folds, so as to generate internal deformation in the internal structure of the steering column to absorb energy, thereby reducing the collision force and collision injury received by the driver's chest and head and ensuring the safety of the driver.

[0004] However, in the process of collapsible energy absorption of existing collapsible energy-absorbing structures, there is generally a phenomenon that the initial collision force is much higher than the steady-state force, which increases the difficulty of designing the threshold value of the triggering force for the collapsible energy absorption of the steering column. If the triggering force is set too large, it is easy to cause greater impact damage to the driver during a collision before the steering column starts to collapse, increasing the risk of injury; if the triggering force is set too small, it may be accidentally triggered during daily use, reducing the driving experience of the driver, making it difficult for the collapsible energy-absorbing structure to be applied to large vehicles such as commercial vehicles. Summary of the Invention

[0005] Based on this, it is necessary to provide a collapsible energy-absorbing structure and a steering column assembly for the problem that it is difficult to set the threshold value of the triggering force for the collapsible energy absorption of the existing steering column.

[0006] A collapsible energy-absorbing structure includes:

[0007] A first steering column; and

[0008] An expansion tube, the expansion tube includes a diameter-reducing portion and a sliding portion, the diameter-reducing portion is arranged between the sliding portion and the first steering column, and the diameter-reducing portion is fixedly connected to the first steering column;

[0009] A second steering column, the second steering column is provided with an end head portion, the sliding portion is sleeved on the end head portion, when a collision occurs, the end head portion slides in the sliding portion along the axis direction of the first steering column, and the inner diameter of the diameter-reducing portion is smaller than the outer diameter of the end head portion;

[0010] A turning tube, one end of the turning tube is provided with a folding part, the folding part is fixedly connected to the second steering column, and the other end of the turning tube is fixedly connected to the first steering column.

[0011] In one embodiment, the expansion tube further includes a transition part, the transition part is a hollow frustum structure, and the diameter-reducing part and the sliding part are connected through the transition part.

[0012] In one embodiment, the inner diameter of the turning tube is larger than the outer diameter of the sliding part.

[0013] In one embodiment, the outer diameter of the turning tube is less than or equal to the outer diameter of the first steering column.

[0014] In one embodiment, the second steering part includes:

[0015] An abutting part, the abutting part is fixedly connected to the folding part;

[0016] A body part, the body part is connected to the steering gear;

[0017] An intermediate part, one end of the intermediate part is connected to the abutting part, and the other end of the intermediate part is connected to the body part.

[0018] The present application also provides a steering column assembly, including:

[0019] The above-mentioned crash energy absorption structure; and

[0020] An outer housing, the outer housing is rotatably connected to the first steering column;

[0021] A bracket, the bracket is fixedly connected to the outer housing, and the bracket is used to fix the outer housing on the vehicle body.

[0022] In one embodiment, the bracket includes:

[0023] A bracket body, the bracket body is fixedly connected to the outer housing;

[0024] A fixing plate, one end of the fixing plate is fixedly connected to the vehicle body, and the other end of the fixing plate is fixedly connected to the bracket body.

[0025] In one embodiment, the bracket further includes a shear plate, and the shear plate fixedly connects the bracket body and the fixing plate in a breakable manner.

[0026] In one embodiment, the bracket body includes:

[0027] A first pressing piece, the first pressing piece is provided with an adjusting handle;

[0028] The second pressing piece is provided with an adjusting bolt.

[0029] A connecting plate, the first pressing piece and the second pressing piece are fixedly connected through the connecting plate, the adjusting handle is rotatably connected with the adjusting bolt, and the adjusting handle and the adjusting bolt are used to adjust the distance between the first pressing piece and the second pressing piece.

[0030] In one embodiment, the connecting plate is provided with a sliding rail, the fixing plate is provided with a sliding block, and the sliding rail and the sliding block are slidably connected along the axial direction.

[0031] For the above-mentioned crash energy absorption structure, when the triggering force is low, the crash energy absorption structure can absorb the collision force and collision energy through the flipping deformation of the flipping tube; when the triggering force is high, on the one hand, the crash energy absorption structure can absorb a small part of the energy through the flipping deformation of the flipping tube and the folding part, and on the other hand, when the flipping tube undergoes flipping deformation, it can also drive the end head provided on the second steering column to slide along the axial direction in the sliding part for acceleration, and the end head impacts and damages the diameter-reducing part through the impact, and the diameter-reducing part absorbs most of the energy and impact through its collapse deformation. It not only has a good energy absorption effect, but also takes into account the stable crash trigger. Even with a small initial collision force, it can absorb a large amount of energy, solves the problem that it is difficult to set the threshold of the crash trigger force of the existing steering column, improves the driving experience and driving safety of the driver, and is helpful for application in commercial vehicles and other large vehicles. Description of the Drawings

[0032] Figure 1 It is a cross-sectional view of the crash energy absorption structure of some embodiments of the present application.

[0033] Figure 2 For Figure 1 Partial cross-sectional view of the crash energy absorption structure in

[0034] Figure 3 It is a three-dimensional structure diagram of the steering column assembly of some embodiments of the present application.

[0035] Figure 4 For Figure 3 Exploded view of the middle bracket in

[0036] Figure 5 For Figure 3 Exploded view of the outer shell head in

[0037] Figure 6 It is an effect simulation diagram of the steering column assembly of some embodiments of the present application.

[0038] Reference Numerals in the Drawings:

[0039] 100, Crash energy absorption structure; 110, First steering column; 120, Expansion tube; 1210, Diameter reduction part; 1220, Sliding part; 1230, Transition part; 130, Second steering column; 1310, Contact part; 1320, End part; 1330, Body part; 1340, Intermediate part; 140, Flip tube; 1410, Folding part; 1420, Telescopic part; 200, Outer housing; 210, First mounting hole; 211, Bearing; 300, Bracket; 310, Bracket body; 3110, Connecting plate; 3110a, Slide rail; 3120, First pressing piece; 3130, Second pressing piece; 320, Fixed plate; 3210, Slide block; 330, Shear plate; 3310, Fracture point; 340, Adjusting handle; 350, Adjusting bolt. Detailed implementation manners

[0040] To make the above objects, features, and advantages of the present application more obvious and understandable, the following will describe the detailed implementation manners of the present application in conjunction with the accompanying drawings. Many specific details are set forth in the following description in order to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0041] In the description of the present application, it should be understood that if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., the orientation or positional relationship indicated by these terms is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0042] In addition, if there are terms such as "first" and "second", these terms are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present application, if there is a term "multiple", the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0043] In this application, unless otherwise clearly specified or limited, if terms such as "installed", "connected", "joined", "fixed", etc. appear, these terms shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0044] In this application, unless otherwise clearly specified or limited, if there is a description such as a first feature being "on" or "under" a second feature, its meaning may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature is at a higher horizontal level than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature is at a lower horizontal level than the second feature.

[0045] It should be noted that if an element is referred to as "fixed to" or "disposed on" another element, it may be directly on the other element or there may also be an intermediate element. If an element is considered to be "connected" to another element, it may be directly connected to the other element or there may be an intermediate element at the same time. If so, the terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used in this application are only for the purpose of illustration and do not represent the only implementation.

[0046] The crash energy absorption of a vehicle means that when a collision occurs, the kinetic energy and impact force of the collision are absorbed by damaging the structure of the collision part of the vehicle body, thereby reducing the energy transmitted into the cab. Although the vehicle body will be damaged, it protects the people inside the vehicle. At present, in order to reduce the harm to the driver, the existing steering columns are usually provided with a crash energy absorption structure, which absorbs energy through the collapse of the steering column when a vehicle collision occurs, and then plays a buffering role to reduce the harm caused by the steering wheel hitting the driver's chest. After the steering column collapses, the length shortens, and the distance between the steering wheel and the seat becomes farther, which also increases the escape space for the people inside the vehicle.

[0047] In the existing energy-absorbing structure of the steering column tube, in order to ensure that the rotation of the steering wheel can be accurately transmitted to the steering gear during normal times, a trigger force is often set. Only when the impact force on the steering wheel by the driver reaches the set threshold of the trigger force, the steering column tube will collapse. However, the applicant found that since the collision time is very short, it is very difficult to set the collapse threshold (i.e., the critical force when the material undergoes collapse deformation). If the threshold is too large, it is possible that the energy-absorbing structure has not been triggered when the driver has already been injured; if the threshold is too small, it is possible that the collapse device is triggered during the vehicle scraping process, resulting in the failure of the steering wheel and thus causing unnecessary harm to the driver.

[0048] Based on the above considerations, the applicant replaced and experimented with the materials of the existing energy-absorbing structure many times. However, the applicant then found that since the vehicle speed, the collision angle of the vehicle, and various properties of the vehicle body itself will all affect the collision force during a collision, no matter how it is set, the trigger threshold of the energy-absorbing structure cannot perfectly adapt to various collision situations. Even if a suitable threshold is set for a certain situation, when the situation changes, the threshold will lose its accuracy.

[0049] Therefore, after a lot of thinking and experiments, the applicant abandoned the improvement of the material and redesigned an energy-absorbing structure that can adapt to multiple situations, enabling the steering column tube to collapse adaptively according to different vehicle speeds and collision forces. This not only solves the problem that it is difficult to set the threshold of the trigger force for the existing steering column tube to absorb energy and collapse, but also improves the driving experience of the driver and is helpful for installation on commercial vehicles and other large vehicles.

[0050] Please refer to Figures 1-6 , Figure 1 which is a cross-sectional view of the energy-absorbing structure 100 of some embodiments of the present application, Figure 2 is Figure 1 a partial cross-sectional view of the energy-absorbing structure 100 in Figure 3 which is a three-dimensional structure schematic diagram of the steering column assembly of some embodiments of the present application, Figure 4 is Figure 3 an exploded view of the bracket 300 in Figure 5 is Figure 3 an exploded view of the outer housing 200 in Figure 6 which is an effect simulation diagram of the steering column assembly of some embodiments of the present application.

[0051] Please refer to again Figure 1 and Figure 2, an embodiment of the present application provides a steering column assembly, which includes a crash energy absorption structure 100. The crash energy absorption structure 100 includes: a first steering column 110, an expansion tube 120, a second steering column 130, and a flip tube 140. The expansion tube 120 includes a diameter reduction portion 1210 and a sliding portion 1220. The diameter reduction portion 1210 is disposed between the sliding portion 1220 and the first steering column 110, and the diameter reduction portion 1210 is fixedly connected to the first steering column 110. The second steering column 130 is provided with a head portion 1320, and the sliding portion 1220 is sleeved on the head portion 1320. When a collision occurs, the head portion 1320 slides in the sliding portion 1220 along the axial direction of the first steering column 110. The inner diameter of the diameter reduction portion 1210 is smaller than the outer diameter of the head portion 1320. One end of the flip tube 140 is provided with a folding portion 1410, and the folding portion 1410 is fixedly connected to the second steering column 130. The other end of the flip tube 140 is fixedly connected to the first steering column 110.

[0052] For the above crash energy absorption structure 100, when the triggering force is relatively low, the crash energy absorption structure 100 can absorb the collision force and collision energy through the flipping deformation of the flip tube 140; when the triggering force is relatively high, on the one hand, the crash energy absorption structure 100 can absorb a small part of the energy through the flipping deformation of the flip tube 140 and the folding portion 1410. On the other hand, when the flip tube 140 undergoes flipping deformation, it can also drive the head portion 1320 provided on the second steering column 130 to slide in the sliding portion 1220 to accelerate, and use the impact of the head portion 1320 to insert and damage the diameter reduction portion 1210, and absorb most of the energy and impact through the collapse deformation of the diameter reduction portion 1210. It not only has a good energy absorption effect, but also takes into account the stability of crash triggering. Even with a small initial collision force, it can absorb a large amount of energy, solves the problem that it is difficult to set the threshold of the crash energy absorption triggering force of the existing steering column, improves the driving experience and driving safety of the driver, and is helpful for application in commercial vehicles and other large vehicles.

[0053] Specifically, to make the description of the present application more concise and clear, an embodiment in which the vertical direction is configured as the axial direction of the first steering column 110 is selected for description. In this embodiment, the upper end of the first steering column 110 is connected to the vehicle steering wheel, the lower end of the first steering column 110 is fixedly connected to the upper end of the expansion tube 120, the flipping tube 140 is arranged outside the expansion tube 120, the upper end of the flipping tube 140 is fixedly connected to the lower end of the first steering column 110, the lower ends of the flipping tube 140 and the expansion tube 120 are respectively connected to the upper end of the second steering column 130, and the lower end of the second steering column 130 is connected to the steering gear. Through the connection of the first steering column 110, the second steering column 130, the expansion tube 120, and the flipping tube 140, not only can the crash energy absorption structure 100 collapse and deform during a collision, but also when the crash energy absorption structure 100 does not encounter a collision, it can timely and stably transmit the rotation of the vehicle steering wheel to the steering gear, thereby controlling the wheels to turn.

[0054] More specifically, the expansion tube 120 sequentially includes a diameter-reducing portion 1210, a transition portion 1230, and a sliding portion 1220 from top to bottom. The second steering column 130 sequentially includes a head portion 1320, an intermediate portion 1340, an abutting portion 1310, and a body portion 1330 from top to bottom. The flipping tube 140 includes a telescopic portion 1420 and a folding portion 1410 arranged at one end of the flipping tube 140. The upper end of the diameter-reducing portion 1210 is arranged on the first steering column 110 and is fixedly connected to the first steering column 110 by means of bolts, welding, fixing glue pasting, etc. The sliding portion 1220 is sleeved on the head portion 1320 and is slidably connected to the head portion 1320 along the axial direction of the first steering column 110, so that the head portion 1320 can slide and rotate in the first direction inside the sliding portion 1220. When the first steering column 110 transmits the rotation of the steering wheel through the flipping tube 140, the head portion 1320 can rotate inside the sliding portion 1220, reducing the unnecessary damage to the sliding portion 1220 and the expansion tube 120 caused by the inability of the head portion 1320 and the sliding portion 1220 to rotate relative to each other.

[0055] More specifically, in some embodiments, the expansion tube 120 is integrally formed using a plastic material. The plastic material includes collapsible metals, collapsible plastics, and other relatively soft materials that can collapse and deform to absorb the energy generated by a collision. In one of the embodiments, the inner diameter of the diameter-reducing portion 1210 is smaller than the outer diameter of the head portion 1320. By setting the inner diameter of the diameter-reducing portion 1210 to be smaller than the outer diameter of the head portion 1320, when the head portion 1320 slides to the diameter-reducing portion 1210, due to the upward direction at the end (the direction is taken from Figure 1The impact force and inertia in the indicated direction (the same below). Therefore, when the end head 1320 contacts the diameter-reducing part 1210, the end head 1320 will damage the diameter-reducing part 1210, and the energy of the collision is absorbed through the deformation of the diameter-reducing part 1210, thereby protecting the driver.

[0056] More specifically, in one embodiment, one end of the flip tube 140 is provided with a folding part 1410, the folding part 1410 is fixedly connected to the abutting part 1310, the other end of the flip tube 140 is fixedly connected to the first steering column 110, and the diameter-reducing part 1210, the abutting part 1310, and the folding part 1410 are arranged along the axial direction. By fixedly connecting the flip tube 140 to the abutting part 1310 and the first steering column 110 respectively, when a collision occurs and causes the first steering column 110 to generate a downward displacement, the telescopic part 1420 will also move downward with the first steering column 110, thereby driving the left end of the folding part 1410 to elongate and the right end to shorten. Through the fixed connection between the folding part 1410 and the abutting part 1310, the second steering column 130 is pushed to move upward, and then the end head 1320 is driven to slide into the sliding part 1220. When the collision force is relatively small, at this time the end head 1320 is still sliding inside the sliding part 1220 and does not contact the diameter-reducing part 1210. Therefore, most of the collision energy is absorbed by the collapse energy absorption of the flip tube 140. When the collision force is relatively high, at this time the end head 1320 contacts the diameter-reducing part 1210, and the diameter-reducing part 1210 is quickly impacted and damaged by the end head 1320, thereby generating a collapse deformation to absorb energy.

[0057] In some specific embodiments, the transition part 1230 is a hollow frustum structure, and the diameter-reducing part 1210 and the sliding part 1220 are connected through the transition part 1230.

[0058] Specifically, by setting the transition part 1230 as a hollow frustum structure, when the end head 1320 contacts the diameter-reducing part 1210, the contact surface changes from being perpendicular to the diameter-reducing part 1210 to having an included angle with the diameter-reducing part 1210, so that the upward impact force can generate a component force perpendicular to the contact surface, thereby more quickly damaging the diameter-reducing part 1210, achieving the purpose of collapse energy absorption, and improving the stability and speed of the collapse energy absorption action.

[0059] In some specific embodiments, the inner diameter of the flip tube 140 is larger than the outer diameter of the sliding part 1220. Specifically, by restricting the inner diameter of the flip tube 140 to be larger than the outer diameter of the sliding part 1220, not only the possibility of the collapse energy absorption structure 100 being triggered due to the collision between the expansion tube 120 and the flip tube 140 during normal driving is reduced, but also when the collapse energy absorption structure 100 is in daily use, it can better transmit the rotation of the steering wheel to the rotator, reduce the blocking feeling during the transmission process caused by the mutual contact between the flip tube 140 and the sliding part 1220, and improve the driving experience of the driver.

[0060] In some specific embodiments, the outer diameter of the flipping tube 140 is less than or equal to the outer diameter of the first steering column 110. Specifically, by restricting the relationship between the outer diameter of the flipping tube 140 and the inner diameter of the first steering column 110, the edge of the flipping tube 140 is made flush with or recessed from the edge of the first steering column 110. On the one hand, when the external impact is large, the first steering column 110 can be used as a buffer, and the structural stiffness of the first steering column 110 reduces the possibility of the flipping tube 140 breaking. On the other hand, the possibility of the flipping tube 140 colliding and rubbing against automotive parts other than the crash energy absorbing structure 100 is reduced, increasing the service life of the crash tube and lowering the use and maintenance costs of the crash energy absorbing structure 100.

[0061] Please refer to again Figures 3-5 Another embodiment of the present application provides a steering column assembly, including a crash energy absorbing structure 100, an outer housing 200, and a bracket 300. The outer housing 200 is rotatably connected to the first steering column 110, and the bracket 300 is fixedly connected to the outer housing 200. The bracket 300 is used to fix the outer housing 200 to the vehicle body.

[0062] Specifically, by providing an outer housing 200 rotatably connected to the crash energy absorbing structure 100 and then fixing the outer housing 200 to the vehicle body through the bracket 300, during daily use, when the driver rotates the steering wheel, the crash energy absorbing structure 100 is not easily accidentally triggered, and at the same time, the first steering column 110, the expansion tube 120, the flipping tube 140, and the second steering column 130 are not easily shaken unexpectedly during daily use, thereby reducing the driving experience of the driver.

[0063] In some specific embodiments, the bracket 300 includes a bracket body 310, an outer housing 200, and a fixing plate 320. The bracket body 310 is fixedly connected to the outer housing 200. One end of the fixing plate 320 is fixedly connected to the vehicle body, and the other end of the fixing plate 320 is fixedly connected to the bracket body 310. Specifically, by providing the fixing plate 320, the connection between the bracket body 310 and the vehicle body is changed from an uneven connection to a flat plate connection, further reducing the possibility of shaking caused by unstable installation.

[0064] In some specific embodiments, the bracket 300 further includes a shear plate 330. The shear plate 330 fixedly connects the bracket body 310 and the fixing plate 320 in a breakable manner. Specifically, the breakable manner includes setting the connection part as a breakable fracture, selecting a material that can plastically fracture to make the shear plate 330, and other ways that can make the shear plate 330 break. The specific way to complete the connection of the shear plate 330 to fixedly connect the bracket body 310 and the fixing plate 320 in a breakable manner can be set according to actual usage requirements, and the present application does not limit this.

[0065] Preferably, in one embodiment, a break 3310 is provided in the middle of the shear plate 330. By forming the break 3310 in the form of a notch, when the shear plate 330 is subjected to an impact force, the notched break 3310 can be directly broken due to uneven moment bearing, so as to separate the fixing plate 320 fixed to the vehicle body and the frame body 310, thereby causing the frame body 310 to generate a crushing displacement, increasing the living space of the driver, and protecting the safety of the driver.

[0066] In some specific embodiments, the frame body 310 includes a first pressing piece 3120, a second pressing piece 3130, and a connecting plate 3110. The first pressing piece 3120 and the second pressing piece 3130 are fixedly connected through the connecting plate 3110. Both sides of the outer shell 200 are respectively abutted against the first pressing piece 3120 and the second pressing piece 3130. The first pressing piece 3120 is provided with an adjusting handle 340, and the second pressing piece 3130 is provided with an adjusting bolt 350. The adjusting handle 340 is rotatably connected to the adjusting bolt 350. The adjusting handle 340 and the adjusting bolt 350 are used to adjust the distance between the first pressing piece 3120 and the second pressing piece 3130. Specifically, by adjusting the bolt 350 to adjust the distance between the first pressing piece 3120 and the second pressing piece 3130, after determining the appropriate position, the adjusting handle 340 can be locked to set the steering column assembly in a comfortable position, which not only improves the convenience and comfort of the driver, but also increases the stability of the crash energy absorption structure 100, making it not easy to shake during daily use.

[0067] In some specific embodiments, the connecting plate 3110 is provided with a slide rail 3110a, and the fixing plate 320 is provided with a slide block 3210. The slide rail 3110a and the slide block 3210 are slidably connected along the axial direction. Specifically, by slidably connecting the fixing plate 320 and the frame body 310, when a collision occurs, after the collision force breaks the shear plate 330, the frame body 310 can quickly disengage from the fixing plate 320, thereby increasing the distance between the driver and the steering wheel and the energy absorption column assembly, and increasing the safety of the driver.

[0068] In some specific embodiments, the outer shell 200 is provided with a first mounting hole 210, and a bearing 211 is provided in the first mounting hole 210. The outer shell 200 and the first steering column 110 are rotatably connected through the bearing 211. By rotatably connecting the first steering column 110 and the outer shell 200 through the bearing 211, the sensitivity of the steering wheel and the steering column assembly during use is improved, and the driving experience of the driver is further increased.

[0069] Please refer to again Figure 6 , Figure 6It is the force-displacement curve during the collision of the energy-absorbing structure. It can be seen that in the overall curve, it is mainly divided into three stages. OA is the initial stage of the collision. Point A is the initial collision force, with a magnitude of 952 N. At this time, although the collision force is relatively small, the crashworthy energy-absorbing structure 100 still produces a certain amount of crash displacement. Moreover, as the subsequent collision force gradually increases, the effect of the crash displacement becomes more and more obvious. In addition, in the AB stage, only the flipping tube 140 absorbs energy. At point B on the curve, the end head 1320 contacts the diameter-reducing part 1210, and then the expansion tube 120 is damaged, generating crash displacement to absorb energy. It can be understood that in the BC stage, the flipping tube 140 and the expansion tube 120 simultaneously play the role of energy absorption. Point C is the peak collision force, with a magnitude of 7764 N. At this time, the displacement is close to 40 cm. It can be seen that during the entire collision process, the energy-absorbing effect of this application is good, taking into account the characteristics of stable crash triggering, small initial collision force, and large energy absorption capacity.

[0070] For the above-mentioned crash energy absorption structure 100, when the triggering force is relatively low, the crash energy absorption structure 100 can absorb the collision force and collision energy through the flipping deformation of the flipping tube 140; when the triggering force is relatively high, on the one hand, the crash energy absorption structure 100 can absorb a small part of the energy through the flipping deformation of the flipping tube 140 and the folding part 1410. On the other hand, when the flipping tube 140 undergoes flipping deformation, it can also drive the end head 1320 arranged on the second steering column 130 to slide in the sliding part 1220 for acceleration, and use the impact of the end head 1320 to insert and damage the diameter reduction part 1210, and absorb most of the energy and impact through the collapse deformation of the diameter reduction part 1210. It not only has a good energy absorption effect, but also takes into account the characteristics of stable crash triggering, small initial collision force and large energy absorption, solves the problem that it is difficult to set the threshold of the crash energy absorption triggering force of the existing steering column, improves the driving experience and driving safety of the driver, and is helpful for application in commercial vehicles and other large vehicles; by sleeving the sliding part 1220 on the end head 1320 and slidingly connecting it with the end head 1320 along the axial direction of the first steering column 110, the end head 1320 can slide and rotate in the sliding part 1220 along the first direction, so that when the first steering column 110 transmits the rotation of the steering wheel through the flipping tube 140, the end head 1320 can rotate in the sliding part 1220, reducing the unnecessary damage to the sliding part 1220 and the expansion tube 120 caused by the inability of the end head 1320 and the sliding part 1220 to rotate relative to each other; the energy of the collision is absorbed through the deformation of the diameter reduction part 1210, thereby protecting the driver; through the fixed connection of the folding part 1410 and the abutting part 1310, the second steering column 130 is pushed to move upward, and then the end head 1320 is driven to slide into the sliding part 1220. When the collision force is relatively small, at this time the end head 1320 is still sliding in the sliding part 1220 and does not contact the diameter reduction part 1210. Therefore, most of the collision energy is absorbed by the collapse energy absorption of the flipping tube 140. When the collision force is relatively high, at this time the end head 1320 contacts the diameter reduction part 1210, and the diameter reduction part 1210 is quickly damaged by the impact of the end head 1320, thereby generating collapse deformation to absorb energy; by setting the transition part 1230 as a hollow frustum structure, when the end head 1320 contacts the diameter reduction part 1210, the contact surface changes from being perpendicular to the diameter reduction part 1210 to having an included angle with the diameter reduction part 1210, so that the upward impact force can generate a component force perpendicular to the contact surface, and then damage the diameter reduction part 1210 more quickly, achieving the purpose of collapse energy absorption and improving the stability and speed of the collapse energy absorption action;By restricting the inner diameter of the flipping tube 140 to be larger than the outer diameter of the sliding part 1220, not only is the possibility of the triggering of the crash energy absorption structure 100 caused by the collision between the expansion tube 120 and the flipping tube 140 during normal driving reduced, but also when the crash energy absorption structure 100 is in daily use, it can better transmit the rotation of the steering wheel to the rotator, reducing the blocking feeling during the transmission process caused by the mutual contact between the flipping tube 140 and the sliding part 1220, and improving the driving experience of the driver; by restricting the relationship between the outer diameter of the flipping tube 140 and the inner diameter of the first steering column 110, the edge of the flipping tube 140 is made flush with or recessed from the edge of the first steering column 110. On the one hand, when the external impact is large, the first steering column 110 can be used as a buffer to reduce the possibility of the flipping tube 140 breaking through the structural stiffness of the first steering column 110; on the other hand, the possibility of the flipping tube 140 colliding and rubbing with automotive parts other than the crash energy absorption structure 100 is reduced, increasing the service life of the crash tube and reducing the use and maintenance costs of the crash energy absorption structure 100; by providing a housing 200 rotatably connected to the crash energy absorption structure 100 and then fixing the housing 200 to the vehicle body through a bracket 300, when the driver rotates the steering wheel during daily use, the crash energy absorption structure 100 is not easily accidentally triggered, and at the same time, the first steering column 110, the expansion tube 120, the flipping tube 140, and the second steering column 130 are not easily shaken unexpectedly during daily use, thereby reducing the driving experience of the driver; by providing a fixing plate 320, the connection between the frame body 310 and the vehicle body is changed from an uneven connection to a flat plate connection, further reducing the possibility of shaking caused by unstable installation; by fixedly connecting the frame body 310 and the fixing plate 320 in a breakable manner through a shear plate 330, when a collision occurs, the impact force can break the shear plate 330, thereby disengaging the frame plate ladder and the fixing plate 320 to complete the crash deformation of the frame body 310, thereby increasing the survival space of the driver; by slidably connecting the fixing plate 320 and the frame body 310, when a collision occurs, after the shear plate 330 is broken by the collision force, the frame body 310 can quickly disengage from the fixing plate 320, thereby increasing the distance between the driver and the steering wheel and the energy absorption tube column assembly, increasing the safety of the driver; by adjusting the distance between the first pressing piece 3120 and the second pressing piece 3130 through an adjusting bolt 350 and locking the adjusting handle 340 after determining the appropriate position, the steering tube column assembly can be set in a comfortable position, not only improving the convenience and comfort of the driver, but also increasing the stability of the crash energy absorption structure 100, making it not easily shaken during daily use; by rotatably connecting the first steering column 110 and the housing 200 through a bearing 211, the sensitivity of the steering wheel and the steering tube column assembly during use is improved, further increasing the driving experience of the driver.;

[0071] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0072] The above-described embodiments only express several implementation manners of the present application, and their descriptions are relatively specific and detailed. However, it should not be construed as a limitation on the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A crash energy absorption structure, characterized in that, The crash energy absorption structure (100) includes: A first steering column (110); and An expansion tube (120), the expansion tube (120) includes a diameter reduction portion (1210) and a sliding portion (1220), the diameter reduction portion (1210) is disposed between the sliding portion (1220) and the first steering column (110), and the diameter reduction portion (1210) is fixedly connected to the first steering column (110); the expansion tube (120) further includes a transition portion (1230), the transition portion (1230) is a hollow frustum structure, and the diameter reduction portion (1210) and the sliding portion (1220) are connected through the transition portion (1230); A second steering column (130), the second steering column is provided with an end head portion (1320), the sliding portion (1220) is sleeved on the end head portion (1320), and the inner diameter of the diameter reduction portion (1210) is smaller than the outer diameter of the end head portion (1320); A flip tube (140), one end of the flip tube (140) is provided with a folding portion (1410), the folding portion (1410) is fixedly connected to the second steering column (130), and the other end of the flip tube (140) is fixedly connected to the first steering column (110); the inner diameter of the flip tube (140) is larger than the outer diameter of the sliding portion (1220); the outer diameter of the flip tube (140) is less than or equal to the outer diameter of the first steering column (110); When the second steering column (130) is subjected to a force in the axial direction, the end head portion (1320) slides in the sliding portion (1220) in the axial direction.

2. The collapsible energy-absorbing structure according to claim 1, wherein, The second steering column (130) includes: An abutting portion (1310), the abutting portion (1310) is fixedly connected to the folding portion (1410); A body portion (1330), the body portion (1330) is used for connecting to a steering gear; An intermediate portion (1340), one end of the intermediate portion (1340) is connected to the abutting portion (1310), and the other end of the intermediate portion (1340) is connected to the body portion (1330).

3. A steering column assembly, characterized in that, The steering column assembly includes the crash energy absorption structure (100) according to any one of claims 1 to 2, and the steering column assembly further includes: An outer housing (200), the outer housing (200) is rotatably connected to the crash energy absorption structure (100); A bracket (300), the bracket (300) is fixedly connected to the outer housing (200), and the bracket (300) is used for fixing the outer housing (200) on a vehicle body.

4. The steering column assembly according to claim 3, wherein, The bracket (300) includes: A bracket body (310), the bracket body (310) is fixedly connected to the outer housing (200); A fixing plate (320), one end of the fixing plate (320) is fixedly connected to the vehicle body, and the other end of the fixing plate (320) is fixedly connected to the bracket body.

5. The steering column assembly according to claim 4, characterized in that, The bracket (300) further includes a shear plate (330), and the shear plate (330) fixedly connects the bracket body (310) and the fixing plate (320) in a breakable manner.

6. The steering column assembly according to claim 4, wherein The bracket body (310) includes: The first pressing piece (3120), and an adjusting handle (340) is provided on the first pressing piece (3120); The second pressing piece (3130), and an adjusting bolt (350) is provided on the second pressing piece (3130); A connecting plate (3110), the first pressing piece (3120) and the second pressing piece (3130) are fixedly connected through the connecting plate (3110), the adjusting handle (340) is rotatably connected with the adjusting bolt (350), and the adjusting handle (340) and the adjusting bolt (350) are used for adjusting the distance between the first pressing piece (3120) and the second pressing piece (3130).

7. The steering column assembly according to claim 6, characterized in that, The connecting plate (3110) is provided with a slide rail (3110a), the fixing plate (320) is provided with a slider (3210), and the slide rail (3110a) and the slider (3210) are slidably connected along the axial direction of the crash energy absorption structure (100).

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