Steering column locking structure, steering column assembly and automobile

Abstract

The present application relates to the technical field of automobile accessories, in particular to a steering column locking structure, a steering column assembly and an automobile, the steering column locking structure comprising a shell, the shell having an inner cavity; a locking mechanism arranged in the inner cavity and used for locking the steering column; a driving mechanism in driving connection with the locking mechanism and used for driving the locking mechanism to lock and release the steering column; wherein the locking mechanism comprises a synchronous assembly, a first locking piece and at least two second locking pieces, when the first locking piece and each second locking piece rotate to the first abutting surface and the second abutting surface to be close to each other and simultaneously abut against the outer peripheral wall of the steering column, the locking mechanism locks the steering column. This structure can realize stepless locking or releasing of the steering column, and does not require a specific position to lock or release the steering column.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and in particular to a steering column locking structure, a steering column assembly, and an automobile. Background Technology

[0002] In recent years, intelligent driving technology has matured rapidly, and with the rapid iteration of steering system technology, steer-by-wire systems and related technologies and products have emerged. In traditional steering systems, the steering wheel is mechanically connected to the steering gear. When the vehicle is powered off, the steering wheel remains locked without external force, or with external force not exceeding the road load and the system's damping force, thus preventing it from turning easily after the vehicle stops. However, existing steer-by-wire systems eliminate the mechanical connection between the steering wheel and the steering gear compared to traditional systems. When the vehicle is powered off and parked, the steering wheel is not under the damping force load transmitted by the steering gear, making it highly susceptible to automatic steering wheel rotation. Once the steering wheel rotates, the steering wheel angle may mismatch with the wheel angle, potentially causing misinterpretation by the onboard controller, which could lead to loss of vehicle control and serious traffic accidents.

[0003] Chinese patent CN205256274U discloses an electronic steering column lock. This electronic steering column lock uses a motor to drive a worm gear, a first gear, and a second gear to achieve forward and reverse movement, thereby sensing the locking and unlocking positions of a Hall sensor to lock and unlock the electronic steering column lock. However, this solution requires the steering wheel to be rotated a certain angle after the vehicle is powered off for the locking tongue to extend into the lock groove to lock. This can easily cause a mismatch between the steering wheel angle and the wheel turning angle after the vehicle is started, potentially leading to misinterpretation by the vehicle controller and possibly resulting in loss of vehicle control during driving, causing serious traffic accidents. Summary of the Invention

[0004] The present invention provides a steering column locking structure to solve the problem in the prior art that the steering wheel needs to be rotated and moved a certain angle to lock after the vehicle is powered off; the second objective is to provide a steering column assembly; and the third objective is to provide an automobile.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A steering column locking structure includes: A housing having an open internal cavity; A locking mechanism, disposed within the inner cavity, is used to lock the steering column; A drive mechanism, which is connected to the locking mechanism, is used to drive the locking mechanism to lock and release the steering column; The locking mechanism includes a synchronization component, a first locking member, and at least two second locking members. The first and second locking members are rotatably disposed within the inner cavity along directions approaching and away from the steering column. The synchronization component connects the first locking member and each of the second locking members and drives the first and second locking members to rotate synchronously. The locking mechanism is connected to the output end of the drive mechanism via the first locking member. The first and second locking members each have a first locking surface and a second locking surface for abutting against the outer peripheral wall of the steering column. When the first locking member and each of the second locking members rotate until the first locking surface and the second locking surface approach each other and simultaneously abut against the outer peripheral wall of the steering column, the locking mechanism locks the steering column.

[0006] According to the aforementioned technical means, the first locking member and the second locking member respectively have a first locking surface and a second locking surface for abutting against the outer peripheral wall of the steering column. When the first locking member and each of the second locking members rotate until the first locking surface and the second locking surface come close to each other and simultaneously abut against the outer peripheral wall of the steering column, the locking mechanism locks the steering column. This structure can achieve stepless locking or releasing of the steering column, eliminating the need for a specific position to lock or release it. Therefore, the steering wheel does not need to be rotated or moved by a certain angle, avoiding a mismatch between the steering wheel angle and the wheel turning angle after the vehicle starts, which could cause misinterpretation by the vehicle controller and thus prevent loss of vehicle control during driving, resulting in serious traffic accidents.

[0007] Furthermore, the synchronization assembly includes a synchronizer and a fixing ring stacked in the inner cavity along a direction away from the bottom wall of the inner cavity. The synchronizer is rotatably disposed in the inner cavity along its own axis. The first locking member and each of the second locking members are rotatably disposed on the side of the fixing ring facing the synchronizer and are evenly distributed along its circumference. The side of the first locking member facing the synchronizer is provided with a first sliding pin, and the side of the second locking member facing the synchronizer is provided with a second sliding pin. The synchronizer has a plurality of radial first strip holes evenly distributed along its circumference. The first sliding pin and each of the second sliding pins are slidably disposed in each of the first strip holes in a one-to-one correspondence.

[0008] Based on the above technical means, the structure is simple and has good stability. It can achieve stepless locking or releasing of the steering column, without requiring a specific position to lock or release the steering column.

[0009] Furthermore, both the first locking member and the second locking member are eccentric wheels. The first locking member and the second locking member are respectively provided with a first mounting position and a second mounting position for connecting with the fixing ring. The relative positions of the first mounting position, the first sliding pin and the first locking surface on the first locking member are the same as the relative positions of the second mounting position, the second sliding pin and the second locking surface on the second locking member.

[0010] According to the above-mentioned technical means, both the first locking component and the second locking component are eccentric wheel structures, which can achieve a longer stroke of the first locking surface and the second locking surface with a smaller torque, thus facilitating the locking and releasing of the steering column.

[0011] Furthermore, the steering column locking structure also includes a transmission mechanism for connecting the first locking member and the output end of the drive mechanism. The transmission mechanism includes a slider, a screw, and a guide rod. The screw and the guide rod are arranged parallel to each other. The input end of the screw passes through the slider and is connected to the output end of the drive mechanism. The screw is rotatably disposed in the inner cavity along its own axis. One end of the guide rod passes through the slider, and the two ends of the guide rod are respectively connected to the inner walls of opposite sides of the inner cavity. A third sliding pin is provided on the slider. A second radial slot is provided on the first locking member. The third sliding pin is movably disposed in the second slot along the length direction of the second slot. The screw is used to drive the slider to move along the axial direction of the screw to drive the first locking member to rotate.

[0012] Based on the aforementioned technical methods, the transmission mechanism has a simple structure, is easy to operate, and has high reliability, improving the overall usability of the steering column locking structure and reducing the failure rate. The transmission mechanism also has a compact structure, significantly reducing the space occupied by the steering column locking structure.

[0013] Furthermore, the inner cavity includes a first chamber and a second chamber that are connected to each other, the locking mechanism is disposed in the first chamber, and the transmission mechanism is disposed in the second chamber.

[0014] Based on the above technical means, the locking mechanism and the transmission mechanism are set in two separate chambers to avoid interference between the locking mechanism and the transmission mechanism during the operation of the steering column locking structure, thereby improving the stability of the steering column locking structure.

[0015] Furthermore, multiple protrusions are provided on the bottom wall of the inner cavity, and multiple fixing pins are provided on the side of the fixing ring facing the bottom wall of the inner cavity, with each fixing pin corresponding to and connected to each of the protrusions.

[0016] Based on the above technical means, the fixed ring and the synchronizer can be isolated in a direction away from the bottom wall of the inner cavity, so as to avoid interference when the synchronizer rotates.

[0017] Furthermore, the first end of the boss along the radial direction of the inner cavity is connected to the side wall of the inner cavity, and a rotation area is formed between the second ends of each boss. The synchronizer includes a synchronizer body and a plurality of extension arms evenly distributed along the circumferential direction on the outer peripheral wall of the synchronizer body. The synchronizer body is disposed in the rotation area, and each of the first strip holes is respectively disposed on each of the extension arms.

[0018] According to the above technical means, the synchronizer body is set in the rotation area formed between the second ends of each boss, so as to avoid interference between the synchronizer body and each boss when it rotates. The extension arm facilitates the connection between the first locking member and the synchronizer.

[0019] Furthermore, a shaft hole is provided on the bottom wall of the inner cavity, and the synchronizer has a synchronizer shaft that fits into the shaft hole. An axial limiting member is provided between the outer peripheral wall of the synchronizer shaft and the inner wall of the shaft hole.

[0020] Based on the above technical means, the axial limiting component can axially limit the synchronous shaft and the shaft hole, making the synchronous shaft rotate more stably in the shaft hole.

[0021] A steering column assembly, including the steering column locking structure as described above.

[0022] An automobile includes a steering column locking structure as described above.

[0023] The beneficial effects of this invention are: The first and second locking members each have a first locking surface and a second locking surface for abutting against the outer peripheral wall of the steering column. When the first locking member and each of the second locking members are rotated until the first and second locking surfaces come together and simultaneously abut against different sides of the outer peripheral wall of the steering column, the locking mechanism locks the steering column axially and radially. This structure enables stepless locking or releasing of the steering column, without requiring the steering wheel to be turned to a specific position to lock or release it. This avoids misinterpretation by the vehicle controller due to a mismatch between the steering wheel angle and the wheel angle after the vehicle is started, thus preventing loss of vehicle control and serious traffic accidents during driving. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall steering column locking structure according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the drive mechanism structure according to an embodiment of the present invention; Figure 3A schematic diagram of the screw structure according to an embodiment of the present invention; Figure 4 A schematic diagram of the shock-absorbing pad structure according to an embodiment of the present invention; Figure 5 A schematic diagram of the slider structure according to an embodiment of the present invention; Figure 6 A schematic diagram of the guide rod structure according to an embodiment of the present invention; Figure 7 A schematic diagram of the synchronizer structure according to an embodiment of the present invention; Figure 8 A perspective view of the steering column locking structure according to an embodiment of the present invention; Figure 9 A schematic diagram of the shell structure according to an embodiment of the present invention; Figure 10 A cross-sectional view of an embodiment of the present invention; Figure 11 Embodiments of the present invention Figure 10 Sectional view at BB; Figure 12 A schematic diagram of the structure of the first locking member according to an embodiment of the present invention; Figure 13 A schematic diagram of the structure of the second locking member according to an embodiment of the present invention; Figure 14 A schematic diagram of the fixing ring structure according to an embodiment of the present invention; Figure 15 A perspective view of the steering column locking structure in an embodiment of the present invention; Figure 16 A schematic diagram of the installation status of the first locking member, the second locking member, and the fixing ring according to an embodiment of the present invention; Figure 17 A schematic diagram of the steering column assembly structure in the embodiment of the present invention without the steering column locking structure installed; Figure 18 A schematic diagram of the steering column assembly structure in the state of the steering column locking structure installed according to an embodiment of the present invention.

[0025] Wherein, 1-steering column locking structure; 11-housing; 111-bore; 112-first chamber; 113-second chamber; 114-shaft hole; 12-drive mechanism; 121-motor end coupling; 13-locking mechanism; 131-synchronizer; 131a-first slotted hole; 131b-extension arm; 131c-synchronizer body; 131d-synchronizer shaft; 132-first locking element; 132a-first locking surface; 132b-second slotted hole; 132c-first sliding pin; 132d - First mounting position; 133- Second locking element; 133a- Second locking surface; 133b- Second sliding pin; 133c- Second mounting position; 134- Retaining ring; 134a- First through hole; 134b- Second through hole; 134c- Through hole bolt; 14- Transmission mechanism; 141- Screw; 141a- Shaft end coupling; 142- Slider; 142a- Third sliding pin; 142b- Screw hole; 142c- Guide rod hole; 143- Guide rod; 2- Controller; 3- Steering column; 4- Shock absorber. Detailed Implementation

[0026] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0027] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] This embodiment proposes a steering column locking structure, such as Figures 1 to 18As shown, the mechanism is used to lock and release the steering column 3 along its axial and radial directions. When locked, the steering column 3 cannot rotate. The steering column locking structure 1 includes a housing 11, a locking mechanism 13, and a drive mechanism 12. The housing 11 has an open-top cavity, and in use, the open end of the cavity is fitted onto the bottom outer wall of the steering column 3. The locking mechanism 13, located within the cavity, is used to lock and release the outer peripheral wall of the steering column 3 radially and axially. When locked, the steering column 3 cannot rotate along its own axis. The drive mechanism 12 is drively connected to the locking mechanism 13 and is used to drive the locking mechanism 13 to lock and release the steering column 3 radially and axially. The drive mechanism 12 can be located on the outer wall of the housing 11 or within the cavity. The locking mechanism 13 includes a synchronization assembly, a first locking member 132, and at least two second locking members 133. The first locking member 132 and the second locking member 133 are rotatably disposed within the inner cavity in directions approaching and away from the steering column 3, that is, the first locking member 132 and the second locking member 133 can be horizontally rotatably disposed within the inner cavity. The first locking member 132 and the second locking member 133 are circumferentially disposed around the periphery of the steering column 3. The synchronization assembly is used to connect the first locking member 132 and each of the second locking members 133 and drive the first locking member 132 and each of the second locking members 133 to rotate synchronously. The locking mechanism 13 is connected to the output end of the drive mechanism 12 through the first locking member 132. The cross-section of the inner cavity is circular. The first locking member 132 and each of the second locking members 133 are arranged along the circumference of the inner cavity and are set on the same circumference. The cross-sectional shape of the first locking member 132 and the second locking member 133 can be circular, triangular or rectangular, etc., but the pivot of the first locking member 132 and the second locking member 133 is not set at its center.

[0029] The first locking member 132 and the second locking member 133 each have a first locking surface 132a and a second locking surface 133a for abutting against the outer peripheral wall of the steering column 3. The first locking surface 132a is the outer side wall of the first locking member 132, and the second locking surface 133a is the outer side wall of the second locking member 133. The first locking surface 132a and the second locking surface 133a are arranged opposite to each other, that is, both the first locking surface 132a and the second locking surface 133a face the steering column 3. It can also be understood that both the first locking surface 132a and the second locking surface 133a face the center of the inner cavity. When locking the steering column 3, the first locking member 132 and each of the second locking members 133 rotate, so that the first locking surface 132a and the second locking surface 133a move closer to each other towards the steering column 3 simultaneously, and abut against the outer peripheral wall of the steering column 3 on different sides until they are tightly closed, thus completing the locking of the steering column 3. Conversely, the first locking member 132 and each of the second locking members 133 rotate in opposite directions, and the first locking surface 132a and the second locking surface 133a simultaneously separate from each other in a direction away from the steering column 3, thereby releasing the steering column 3.

[0030] In this embodiment, the first locking member 132 and the second locking member 133 respectively have a first locking surface 132a and a second locking surface 133a for abutting against the outer peripheral wall of the steering column 3. When the first locking member 132 and each of the second locking members 133 rotate until the first locking surface 132a and the second locking surface 133a come close to each other and simultaneously abut against the outer peripheral wall of the steering column 3, the locking mechanism 13 locks the steering column 3. This structure can achieve stepless locking or releasing of the steering column 3 without requiring the steering wheel to be turned to a specific position to lock or release the steering column 3. This avoids misinterpretation by the vehicle controller due to a mismatch between the steering wheel angle and the wheel turning angle after the vehicle is started, thereby preventing the vehicle from losing control during driving and causing serious traffic accidents.

[0031] In one implementation method Figure 7 , Figures 9 to 16As shown, the synchronization assembly includes a synchronizer 131 and a fixing ring 134 stacked within the inner cavity along a direction away from the bottom wall of the inner cavity, i.e., the fixing ring 134 is positioned above the synchronizer 131. The synchronizer 131 has a circular cross-section and is rotatably mounted on the bottom wall of the inner cavity along its own axis. The fixing ring 134 has a ring-shaped structure, and its bottom is fixed to the bottom wall of the inner cavity. A first locking member 132 and each of the second locking members 133 are rotatably mounted on the side of the fixing ring 134 facing the synchronizer 131, i.e., the first locking member 132 and each of the second locking members 133 are rotatably mounted on the bottom surface of the fixing ring 134, and the first locking member 132 and each of the second locking members 133 are evenly distributed on the bottom surface of the fixing ring 134 and are arranged on the same circumference. A first sliding pin 132c is provided on the side of the first locking member 132 facing the synchronizer 131, that is, the first sliding pin 132c is provided on the bottom surface of the first locking member 132. A second sliding pin 133b is provided on the side of the second locking member 133 facing the synchronizer 131, that is, the second sliding pin 133b is provided on the bottom surface of the second locking member 133. A plurality of radial first strip holes 131a are evenly distributed circumferentially on the synchronizer 131. The length direction of the first strip holes 131a is arranged along the radial direction of the synchronizer 131, and the first strip holes 131a penetrate the thickness direction of the synchronizer 131. The first sliding pins 132c and each of the second sliding pins 133b are respectively slidably disposed in the respective first strip holes 131a. When the drive mechanism 12 drives the first locking member 132 to rotate on the fixed ring 134, the first sliding pin 132c slides in its corresponding first slot 131a, which drives the synchronizer 131 to rotate along its own axis. This, in turn, drives the second locking member 133 to rotate via the second sliding pin 133b, which is slidably disposed in another first slot 131a. This achieves the approach and separation between the first locking surface 132a and the second locking surface 133a, thus completing the locking and releasing of the steering column 3. According to the above technical means, the structure is simple, has good stability, and can achieve stepless locking or releasing of the steering column 3, without requiring a specific position to lock or release it.

[0032] In one implementation, such as Figure 1 , Figure 2 and Figure 16As shown, both the first locking member 132 and the first locking member 133 are eccentric wheel structures. The first locking member 132 and the second locking member 133 are respectively provided with a first mounting position 132d and a second mounting position 133c for connection with the fixing ring 134. The first mounting position 132d and the second mounting position 133c can be a rotating shaft or a bushing. The first locking member 132 and the second locking member 133 are rotatably mounted on the bottom surface of the fixing ring 134 via rotating shafts and rotate along the axes of their respective shafts. The relative positional relationship between the first mounting position 132d, the first sliding pin 132c, and the first locking surface 132a on the first locking member 132 is the same as the relative positional relationship between the second mounting position 133c, the second sliding pin 133b, and the second locking surface 133a on the second locking member 133. That is, the relative positional relationship between the first mounting position 132d, the first sliding pin 132c, and the first locking surface 132a on the first locking member 132 corresponds to the relative positional relationship between the second mounting position 133c, the second sliding pin 133b, and the second locking surface 133a on the second locking member 133. According to the above technical means, both the first locking member 132 and the second locking member 133 are eccentric wheel structures, which enable the first locking member 132 and the second locking member 133 to achieve a longer stroke for the first locking surface 132a and the second locking surface 133a with less torque, facilitating the locking and releasing of the steering column 3. Furthermore, it ensures that the first locking surface 132a and each of the second locking surfaces 133a can simultaneously abut and tighten against the outer peripheral wall of the steering column 3, improving operational stability.

[0033] In one implementation, such as Figures 3 to 11As shown, the steering column locking structure 1 also includes a transmission mechanism 14 for connecting the first locking member 132 to the output end of the drive mechanism 12. The transmission mechanism 14 includes a slider 142, a screw 141, and a guide rod 143, with the screw 141 and guide rod 143 arranged parallel to each other. The left end face of the slider 142 has a guide rod hole 142c and a screw 141 hole extending through it in a left-right direction. The input end of the screw 141 passes through the screw 141 hole and is drive-connected to the output end of the drive mechanism 12. The screw 141 is threadedly connected to the slider 142, allowing the slider 142 to move along the axis of the screw 141 when the screw 141 rotates. The drive mechanism 12 is a motor, with a motor end coupling 121 at the output end, fixed to the housing 11 by screws. The input end of the screw 141 has a shaft end coupling 141a, which is drive-connected to the motor end coupling 121. A polyurethane damping pad 4 is provided between the shaft-end coupling 141a and the motor-end coupling 121. The damping pad 4 is gear-shaped, and damping protrusions are provided on the axial end face of the damping pad 4. The screw 141 is rotatably mounted in the inner cavity along its own axis, and the other end of the screw 141 opposite to its input end is rotatably mounted on the inner wall of the inner cavity. The axis of the screw 141 is tangent to the rotation trajectory of the first locking member 132 and the second locking member 133. One end of the guide rod 143 passes through the guide rod hole 142c, and the two ends of the guide rod 143 are respectively connected to the inner walls of opposite sides of the inner cavity. The function of the guide rod 143 is to prevent the slider 142 from rotating. A third sliding pin 142a is provided on the top surface of the slider 142. A radial second strip hole 132b is provided on the first locking member 132, and the second strip hole 132b penetrates the thickness direction of the first locking member 132. The third sliding pin 142a is movably disposed within the second strip-shaped hole 132b along its length. The screw 141 drives the slider 142 to move along the axis of the screw 141, thereby rotating the first locking member 132. Based on the above technical means, the transmission mechanism 14 has a simple structure, is easy to operate, and has high reliability, improving the overall usability of the steering column locking structure 1 and reducing the failure rate. The transmission mechanism 14 has a relatively compact structure, which also greatly reduces the space occupied by the steering column locking structure 1.

[0034] In one implementation, such as Figure 1 and Figure 9As shown, the inner cavity includes a first chamber 112 and a second chamber 113 that are connected to each other. The locking mechanism 13 is disposed in the first chamber 112, and the transmission mechanism 14 is disposed in the second chamber 113. The first chamber 112 is a circular chamber, and the second chamber 113 is a rectangular chamber. The chamber structure shapes of the first chamber 112 and the second chamber 113 are adapted to the specific structure and shape of the locking mechanism 13 and the transmission mechanism 14, reducing the volume of the housing 11 and thus reducing the space occupied by the steering column locking structure 1. It can also isolate the fixed ring 134 and the synchronizer 131 in a direction away from the bottom wall of the inner cavity, avoiding interference when the synchronizer 131 rotates.

[0035] In one implementation, such as Figure 9 and Figure 10 As shown, multiple elongated protrusions 111 are evenly distributed circumferentially on the bottom wall of the inner cavity, and all protrusions 111 are arranged on the same circumference. Multiple fixing pins are evenly distributed circumferentially on the side of the fixing ring 134 facing the bottom wall of the inner cavity; that is, multiple fixing pins are evenly distributed circumferentially on the bottom surface of the fixing ring 134, and all fixing pins are arranged on the same circumference. Each fixing pin is connected to a corresponding protrusion 111. This design vertically isolates the fixing ring 134 and the synchronizer 131, preventing interference when the synchronizer 131 rotates.

[0036] In one implementation, such as Figure 9 and Figure 10 As shown, the first end of the boss 111 along the radial direction of the inner cavity is connected to the inner sidewall of the inner cavity, and a rotation area is formed between the second ends of each boss 111. The synchronizer 131 includes a synchronizer 131 body and a plurality of extension arms 131b evenly distributed circumferentially on the outer peripheral wall of the synchronizer 131 body. The synchronizer 131 body is disposed in the rotation area, and each first strip hole 131a is respectively disposed on each extension arm 131b. The second ends of each boss 111 are rounded. According to the above technical means, the synchronizer 131 body is disposed in the rotation area formed between the second ends of each boss 111 to avoid interference between the synchronizer 131 body and each boss 111 when rotating. The arrangement of the extension arms 131b facilitates the connection between the first locking member 132 and the synchronizer 131.

[0037] In one implementation, such as Figure 9 and Figure 10As shown, the top of the boss 111 is provided with a boss hole, and the fixing ring 134 is provided with evenly distributed first through holes 134a and second through holes 134b along the circumference. The first through holes 134a and second through holes 134b are arranged on the same circumference. The first through hole 134a is inserted into the through hole bolt 134c from top to bottom. The bottom end of the through hole bolt 134c mates with the boss hole to fix the fixing ring 134 to the bottom wall of the inner cavity. The second through hole 134b mates with the bushings on the first locking member 132 and the second locking member 133. The first locking member 132 and the second locking member 133 are respectively rotatably disposed at the bottom of the fixing ring 134 through the bushings.

[0038] In one implementation, such as Figure 9 As shown, a shaft hole 114 is provided on the bottom wall of the inner cavity. The synchronizer 131 has a synchronizer shaft 131d, which fits into the shaft hole 114. An axial limiting member is provided between the outer peripheral wall of the synchronizer shaft 131d and the inner wall of the shaft hole 114. The axial limiting member can be a snap ring, etc. According to the above technical means, the axial limiting member can axially limit the relationship between the synchronizer shaft 131d and the shaft hole 114, making the synchronizer shaft 131d rotate more stably within the shaft hole 114.

[0039] This embodiment also proposes a steering column assembly, such as Figure 17 and 18 As shown, it includes a steering shaft, a controller 2, and a steering column locking structure 1 as described above. The controller 2 is used to control the rotation of the drive mechanism 12.

[0040] This embodiment also proposes an automobile, including the steering column locking structure 1 as described above.

[0041] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A steering column locking structure, characterized in that, include: A housing having an open internal cavity; A locking mechanism, disposed within the inner cavity, is used to lock the steering column; A drive mechanism, which is connected to the locking mechanism, is used to drive the locking mechanism to lock and release the steering column; The locking mechanism includes a synchronization component, a first locking member, and at least two second locking members. The first and second locking members are rotatably disposed in the inner cavity along directions approaching and away from the steering column. The synchronization component is used to connect the first locking member and each of the second locking members and drive the first locking member and each of the second locking members to rotate synchronously. The locking mechanism is connected to the output end of the drive mechanism through the first locking member. The first locking member and the second locking members respectively have a first locking surface and a second locking surface for abutting against the outer peripheral wall of the steering column. When the first locking member and each of the second locking members rotate to the point where the first locking surface and the second locking surface approach each other and simultaneously abut against the outer peripheral wall of the steering column, the locking mechanism locks the steering column. The synchronization assembly includes a synchronizer and a fixing ring stacked in the inner cavity along a direction away from the bottom wall of the inner cavity. The synchronizer is rotatably disposed in the inner cavity along its own axis. The bottom of the fixing ring is fixed to the bottom wall of the inner cavity. The first locking member and each of the second locking members are rotatably disposed on the side of the fixing ring facing the synchronizer and are evenly distributed along its circumference. The first locking member is provided with a first sliding pin on the side facing the synchronizer, and the second locking member is provided with a second sliding pin on the side facing the synchronizer. The synchronizer has a plurality of radial first strip holes evenly distributed along its circumference. The first sliding pin and each of the second sliding pins are slidably disposed in each of the first strip holes in a one-to-one correspondence. The steering column locking structure also includes a transmission mechanism for connecting the first locking member and the output end of the drive mechanism. The transmission mechanism includes a slider, a screw and a guide rod. A third sliding pin is provided on the slider. A second radial slot is provided on the first locking member. The third sliding pin is movably disposed in the second slot along the length direction of the second slot.

2. The steering column locking structure according to claim 1, characterized in that: Both the first locking member and the second locking member are eccentric wheels. The first locking member and the second locking member are respectively provided with a first mounting position and a second mounting position for connecting with the fixing ring. The relative positions of the first mounting position, the first sliding pin and the first locking surface on the first locking member are the same as the relative positions of the second mounting position, the second sliding pin and the second locking surface on the second locking member.

3. The steering column locking structure according to claim 1, characterized in that: The screw and the guide rod are arranged parallel to each other. The input end of the screw passes through the slider and is connected to the output end of the drive mechanism. The screw is rotatably disposed in the inner cavity along its own axis. One end of the guide rod passes through the slider and the two ends of the guide rod are respectively connected to the inner walls of opposite sides of the inner cavity. The screw is used to drive the slider to move along the axial direction of the screw to drive the first locking member to rotate.

4. The steering column locking structure according to claim 3, characterized in that: The inner cavity includes a first chamber and a second chamber that are connected to each other. The locking mechanism is disposed in the first chamber, and the transmission mechanism is disposed in the second chamber.

5. The steering column locking structure according to claim 1, characterized in that: The bottom wall of the inner cavity is provided with multiple protrusions, and the fixing ring is provided with multiple fixing pins on the side facing the bottom wall of the inner cavity. Each fixing pin is connected to each of the protrusions in turn.

6. The steering column locking structure according to claim 5, characterized in that: The first end of the boss along the radial direction of the inner cavity is connected to the side wall of the inner cavity, and a rotation area is formed between the second ends of each boss. The synchronizer includes a synchronizer body and a plurality of extension arms evenly distributed along the circumferential direction on the outer peripheral wall of the synchronizer body. The synchronizer body is disposed in the rotation area, and each of the first strip holes is respectively disposed on each of the extension arms.

7. The steering column locking structure according to claim 1, characterized in that: A shaft hole is provided on the bottom wall of the inner cavity. The synchronizer has a synchronizer shaft, which is fitted into the shaft hole. An axial limiting member is provided between the outer peripheral wall of the synchronizer shaft and the inner wall of the shaft hole.

8. A steering column assembly, characterized in that, Includes the steering column locking structure as described in any one of claims 1-7.

9. A car, characterized in that, Includes the steering column locking structure as described in any one of claims 1-7.

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