Steering column for drive-by-wire chassis

Abstract

The steering column comprises a steering column assembly, an installation assembly, a locking assembly and a protection assembly, the installation assembly is movably connected with the steering column assembly through a pin shaft, a locking mechanism is movably connected into the installation assembly, the locking assembly is rotationally connected with the top of the installation assembly, and the protection assembly is arranged on the steering column assembly. The locking assembly is in transmission connection with the locking mechanism, a disengaging mechanism is arranged at the end of the locking assembly, and the protection assembly is fixedly installed on the surface of the installation assembly. Relative movement is achieved through cooperation of the steering sleeve and the telescopic sleeve, the locking assembly is automatically disengaged when collision occurs, the safety performance of a driver is improved as much as possible, rotation of the handle is achieved through the protection assembly, telescopic and angle synchronous adjustment of the upper steering shaft can be achieved, and the driving safety performance can also be improved; buffering protection after the steering wheel rotates in place is achieved by arranging the buffering assembly, and the service life of the steering column can be effectively prolonged.

Description

Technical Field

[0001] The invention relates to a steering column for a wire-controlled chassis, belonging to the technical field of automobile steering columns. Background Art

[0002] The steering column is an important component of the traditional automobile steering system. It connects the steering wheel and the steering gear and is responsible for transmitting the driver's steering intention to the wheels. It is the component of the steering system that connects the steering wheel and the steering gear. Through the steering column, the driver transmits the torque to the steering gear, driving the steering gear to achieve steering. Common steering columns include hydraulic power steering columns, electronically controlled hydraulic power steering columns and electric power steering columns. Different steering columns have different systems. The steering column is usually connected by splines or tapered fine splines, and the end is axially tightened and fixed by a nut. It also includes a steering shaft, which is a force transmission shaft that transmits the steering control force applied by the driver on the steering wheel to the steering gear.

[0003] The steering column is an important component in the automobile steering system, and its main function is to transmit torque. Since the steering column realizes the connection between the steering wheel and the steering gear, when the vehicle collides, the impact force will be directly transmitted through the steering column, thereby increasing the safety performance of the cab. It is difficult to play a buffering and protective role at the steering column position when a rigid impact occurs. The detachable design of the steering system will make it inconvenient to adjust the steering wheel, and the protection will easily become ineffective after adjusting the angle and height of the steering wheel. It is difficult to have both the functions of convenient adjustment and protecting the driver. After the steering wheel is turned into place, the steering column will be subjected to a rigid impact. If things go on like this for a long time, it will easily lead to stress changes in the steering column, and in severe cases, it may cause damage, affecting the service life of the steering column and driving safety. Summary of the invention

[0004] The present invention provides a steering column for a wire-controlled chassis in order to solve the technical problem that it is difficult for an automobile steering column to have both convenient adjustment and impact resistance functions.

[0005] The present invention solves the above technical problems through the following technical solutions:

[0006] The present invention provides a steering column for a wire-controlled chassis, the steering column for the wire-controlled chassis comprising:

[0007] A steering column assembly, the steering column assembly is composed of a steering sleeve, a lower steering shaft, a telescopic sleeve and an upper steering shaft, the steering sleeve is rotatably connected to the lower steering shaft, the telescopic sleeve is fitted and slid between the steering sleeve and the lower steering shaft, and the telescopic sleeve is rotatably connected to the upper steering shaft, and a buffer assembly is provided at one end of the telescopic sleeve;

[0008] A mounting assembly, wherein the mounting assembly is fixedly mounted in the vehicle, the mounting assembly is movably connected to the steering column assembly via a pin, and a locking mechanism is movably connected inside the mounting assembly;

[0009] A locking assembly, wherein the locking assembly is rotatably connected to the top of the mounting assembly, the locking assembly is transmission-connected to the locking mechanism, and a disengagement mechanism is provided at the end of the locking assembly, the disengagement mechanism is slidably connected to the surface of the telescopic sleeve, and a rotating plate is rotatably connected to the surface of the telescopic sleeve;

[0010] A protection component is fixedly mounted to a mounting component surface, and the protection component is mounted inside a vehicle and arranged in front of a steering column assembly.

[0011] In the present technical solution, the inner walls of the steering sleeve and the telescopic sleeve are fixedly connected to the bearing, the lower steering shaft and the upper steering shaft are rotatably connected to the inside of the bearing, the lower steering shaft is connected to the steering system through a universal joint transmission shaft, and the upper steering shaft is connected to the steering wheel. A spline groove is provided at the end of the lower steering shaft located inside the steering sleeve, and a spline shaft is fixedly connected to one end of the upper steering shaft close to the lower steering shaft, the spline shaft is movably sleeved inside the spline groove, and a limit piece embedded in the spline groove is provided on the surface of the spline shaft, the surfaces of the upper steering shaft and the lower steering shaft are fixedly connected to the limit shaft, the limit shaft is arranged on both sides of the bearing, and a tooth groove is provided on the surface of the steering sleeve, and the tooth groove is distributed correspondingly to the locking mechanism.

[0012] In the present technical solution, the mounting assembly includes a mounting seat, which is a U-shaped structure and is fixedly connected to the interior of the automobile through a protective assembly. The mounting seat is rotatably connected to a lug on the steering sleeve through a pin shaft, and the pin shaft is rotatably connected to the mounting seat and the inside of the lug respectively. A lever with a U-shaped structure is fixedly connected to the middle of the pin shaft located inside the lug. A U-shaped notch is opened inside the top end of the lever, and a locking mechanism is embedded in the notch of the lever so that the locking mechanism can be moved by the lever. The end of the pin shaft located outside the lug is fixedly connected to an adjustable handle, and the adjustable handle extends to the cockpit.

[0013] In the present technical solution, the locking mechanism is composed of a rotating rod and a sleeve rod. The rotating rod is rotatably connected to the inner wall of the mounting seat, the other end of the rotating rod is movably sleeved inside the sleeve rod, and the rotating rod is connected to the inside of the sleeve rod through a compression spring. Two limit blocks are fixedly connected to the outside of the sleeve rod, and the two limit blocks are respectively located on both sides of the shift rod. The sleeve rod extends to the outside of the mounting seat, and the ends of the sleeve rod located outside the mounting seat are rotatably connected to the first connecting rod and the second connecting rod respectively. The first connecting rod is rotatably connected to the rotating plate, and the second connecting rod is transmission connected to the locking assembly.

[0014] In the present technical solution, the locking assembly includes a sleeve and a sliding rod, the sleeve is rotatably connected to one end of the mounting seat, the sliding rod is movably sleeved inside the sleeve, and a locking tooth is provided at the bottom of the sliding rod, one end of the sliding rod is connected to the inside of the sleeve through a tension spring, a locking rod is inserted through the outer wall of the sleeve, one end of the locking rod located outside the sleeve is connected to the surface of the sleeve through a connecting spring that is sleeved with each other, and the end of the locking rod is rotatably connected to the second connecting rod, the locking rod located inside the sleeve is engaged with the locking tooth, the other end of the sliding rod is fixedly connected to the connecting rod, the connecting rod is movably sleeved inside the sleeve, and the end of the connecting rod is rotatably connected to the disengagement mechanism.

[0015] In the present technical solution, the disengagement mechanism is composed of a connecting member and a guide rail, the connecting member is a U-shaped structure and is slidably connected to the surface of the guide rail, the cross-section of the guide rail is a T-shaped structure, and the guide rail is fixedly installed to the surface of the telescopic sleeve, and locking teeth are provided at both ends of the bottom of the connecting member, the connecting member is located above the rotating plate, and a number of evenly distributed tooth blocks are provided on the opposite surfaces of both ends of the rotating plate, the outer diameter of one end of the telescopic sleeve is larger than the outer diameter of the other end, the telescopic sleeve is rotatably connected to the middle part of the rotating plate at the diameter change point, and when the rotating plate rotates, the tooth blocks at both ends of the rotating plate are respectively engaged with the locking teeth and the tooth grooves.

[0016] In the present technical solution, the buffer assembly includes a fixed tube and a threaded rod, the fixed tube is fixedly connected to the end of the telescopic sleeve, the threaded rod is rotatably connected inside the fixed tube, the end of the threaded rod located outside the fixed tube is fixedly connected to a transmission gear, the surface of the threaded rod located inside the fixed tube is threadedly connected to a movable shaft, the end of the upper steering shaft is fixedly connected to a fixed gear, and the fixed gear is meshingly connected to the transmission gear.

[0017] In the present technical solution, a convex rib is fixedly connected to the inner wall of the fixed tube, and a stop block and a movable shaft are slidably connected to the surface of the convex rib, and both the stop block and the movable shaft are slidably connected to the inside of the fixed tube. There are two stop blocks, which are respectively located on both sides of the movable shaft. Both stop blocks are connected to the inside of both ends of the fixed tube through buffer springs, and both stop blocks are movably sleeved on the surface of the threaded rod.

[0018] In the present technical solution, the protection component is composed of a mounting plate and a buffer baffle, the mounting plate is fixedly connected to the surface of the mounting seat, the mounting plate extends to one side of the mounting seat, the bottom of the mounting plate located on one side of the mounting seat is rotatably connected to the buffer baffle, the buffer baffle is horizontally arranged inside the car, and the buffer baffle is correspondingly arranged on one side of the steering column assembly.

[0019] In the present technical solution, an opening corresponding to the lower steering shaft is provided at the bottom of the buffer baffle, a push rod is fixedly connected to one side of the bottom of the buffer baffle, the push rod is fixedly connected to the buffer baffle through an inclined reinforcement rod, and the push rod is distributed correspondingly to the adjustable handle, a notch corresponding to the push rod is provided in the middle of the adjustable handle, a U-shaped limit rod is fixedly connected to the bottom of the mounting plate, and the buffer baffle is sleeved inside the limit rod.

[0020] On the basis of being in accordance with the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present invention.

[0021] The positive and progressive effects of the present invention are:

[0022] The steering column for the wire-controlled chassis proposed above adopts an installation component to realize the installation of the steering column assembly, and can realize relative movement with the steering sleeve through the cooperation of the telescopic sleeve. When a collision occurs and a rigid impact invades the cab, the locking component can be automatically disengaged. At this time, the rigid impact will not directly act on the upper steering shaft and the steering wheel, which can ensure that the steering wheel will not invade the driving space when it is hit, and the safety performance of the driver can be improved as much as possible. The anti-collision function can be improved by the setting of the protection component, and the automatic unlocking is realized by the contact of the protection component with the handle. At this time, the disengagement between the structures can be realized by the disengagement mechanism set, ensuring that the rigid transmission of force will not be realized when it is hit, and the driving safety performance is improved; and the connection between the locking component and the steering column is realized by using the locking component. When adjusting the angle and height position of the steering wheel, it is only necessary to pull the handle to realize unlocking, and the telescopic and angle of the upper steering shaft can be adjusted synchronously. The handle can be reset to realize locking after the adjustment position, so that the steering shaft can be stably rotated in the steering sleeve. The buffer component is provided to realize buffer protection after the steering wheel is rotated into place, avoiding the problem of stress change caused by direct impact on the steering column, and effectively improving the service life of the steering column. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the overall three-dimensional structure of the present invention.

[0024] Figure 2 It is a schematic diagram of the three-dimensional structure of the adjustable handle of the present invention.

[0025] Figure 3 It is a schematic diagram of the three-dimensional structure of the protection component of the present invention.

[0026] Figure 4 It is a schematic diagram of the three-dimensional structure of the buffer baffle of the present invention.

[0027] Figure 5 It is a schematic diagram of the half-section three-dimensional structure of the present invention.

[0028] Figure 6For the present invention Figure 5 Schematic diagram of the local enlarged structure at point A in the middle.

[0029] Figure 7 For the present invention Figure 5 Schematic diagram of the local enlarged structure at point B in the middle.

[0030] Figure 8 It is a schematic diagram of the external front view structure of the present invention.

[0031] Fig. 9 It is a front view structural schematic diagram of the adjustable handle of the present invention.

[0032] Fig.10 It is a schematic diagram of the external side structure of the present invention.

[0033] Description of Reference Numerals

[0034] 100, steering column assembly; 101, steering sleeve; 102, bearing; 103, lower steering shaft; 104, spline groove; 105, spline shaft; 106, upper steering shaft; 107, limit shaft; 108, telescopic sleeve; 109, tooth groove; 110, limit piece;

[0035] 200, mounting assembly; 201, mounting seat; 202, pin shaft; 203, lever; 204, rotating rod; 205, sleeve rod; 206, limit block; 207, compression spring; 208, first connecting rod; 209, second connecting rod; 210, adjustable handle;

[0036] 300, locking assembly; 301, sleeve; 302, slide bar; 303, tension spring; 304, clamping rod; 305, connecting spring; 306, clamping tooth; 307, connecting rod; 308, connecting piece; 309, locking tooth; 310, guide rail; 311, rotating plate; 312, tooth block;

[0037] 400, buffer assembly; 401, fixed tube; 402, convex rib; 403, stop block; 404, movable shaft; 405, buffer spring; 406, threaded rod; 407, transmission gear; 408, fixed gear;

[0038] 500, protection assembly; 501, mounting plate; 502, buffer baffle; 503, stop rod; 504, reinforcement rod; 505, limit rod. DETAILED DESCRIPTION

[0039] The present invention is further described below by way of examples, but the present invention is not limited to the scope of the examples.

[0040] like Figure 1-10 As shown, the steering column for the wire-controlled chassis includes:

[0041] A steering column assembly 100, which is composed of a steering sleeve 101, a lower steering shaft 103, a telescopic sleeve 108 and an upper steering shaft 106. The lower steering shaft 103 is rotatably connected inside the steering sleeve 101. The telescopic sleeve 108 is fitted and slid between the steering sleeve 101 and the lower steering shaft 103, and the interior of the telescopic sleeve 108 is rotatably connected to the upper steering shaft 106. A buffer assembly 400 is provided at one end of the telescopic sleeve 108.

[0042] An installation component 200, wherein the installation component 200 is fixedly installed in the vehicle, the installation component 200 is movably connected to the steering column assembly 100 via a pin shaft 202, and a locking mechanism is movably connected inside the installation component 200;

[0043] The locking assembly 300 is rotatably connected to the top of the mounting assembly 200, the locking assembly 300 is transmission-connected to the locking mechanism, and a disengagement mechanism is provided at the end of the locking assembly 300, the disengagement mechanism is slidably connected to the surface of the telescopic sleeve 108, and a rotating plate 311 is rotatably connected to the surface of the telescopic sleeve 108;

[0044] The protection component 500 is fixedly mounted on the surface of the mounting component 200 , and the protection component 500 is installed inside the automobile and arranged in front of the steering column assembly 100 .

[0045] The inner walls of the steering sleeve 101 and the telescopic sleeve 108 are fixedly connected to the bearing 102, the lower steering shaft 103 and the upper steering shaft 106 are rotatably connected to the inside of the bearing 102, the lower steering shaft 103 is connected to the steering system through a universal joint transmission shaft, the upper steering shaft 106 is connected to the steering wheel, and the housing connected to the steering wheel is snap-fitted to the center console through a buckle, the end of the lower steering shaft 103 located inside the steering sleeve 101 is provided with a spline groove 104, and the end of the upper steering shaft 106 close to the lower steering shaft 103 is fixedly connected to the spline shaft 104. 05, the spline shaft 105 is movably connected with the spline groove 104, the surface of the spline shaft 105 is provided with a limit piece 110 embedded in the spline groove 104, and the surface of the telescopic sleeve 108 is provided with a protrusion involved in the steering sleeve 101 so that the two can only slide axially but not rotate relative to each other, the surfaces of the upper steering shaft 106 and the lower steering shaft 103 are fixedly connected with the limit shaft 107, the limit shaft 107 is arranged on both sides of the bearing 102, and the surface of the steering sleeve 101 is provided with tooth grooves 109, and the tooth grooves 109 are distributed corresponding to the locking mechanism.

[0046] In the present technical solution, the lower steering shaft 103 rotates in the steering sleeve 101, and the upper steering shaft 106 is arranged inside the telescopic sleeve 108 so that the steering shafts can move relative to each other. When the car is impacted, the impact force directly acts on the protection component 500 and forces the locking component 300 to be unlocked through the protection component 500. At this time, the housing connected to the steering wheel is still fixed on the center console through the lock, so that it can still complete the direction control after the impact. When the position of the steering wheel needs to be adjusted, it is only necessary to unlock the lock and turn the adjustable handle 210 to unlock the locking component 300, and the angle and height can be adjusted at this time.

[0047] The mounting assembly 200 includes a mounting seat 201, which is a U-shaped structure and is fixedly connected to the interior of the automobile through a protective assembly 500. The mounting seat 201 is rotatably connected to the lug on the steering sleeve 101 through a pin shaft 202, and the pin shaft 202 is rotatably connected to the mounting seat 201 and the inside of the lug respectively. A lever 203 with a U-shaped structure is fixedly connected to the middle of the pin shaft 202 located inside the lug. A U-shaped notch is provided inside the top of the lever 203, and a locking mechanism is embedded in the notch of the lever 203 so that the locking mechanism can be moved by the lever 203. The end of the pin shaft 202 located outside the lug is fixedly connected to the adjustable handle 210, and the adjustable handle 210 extends to the cockpit. The locking mechanism is composed of a rotating rod 204 and a sleeve rod 205, the rotating rod 204 is rotatably connected to the inner wall of the mounting seat 201, the other end of the rotating rod 204 is movably sleeved inside the sleeve rod 205, and the rotating rod 204 is connected to the inside of the sleeve rod 205 through a compression spring 207, and the sleeve rod 205 is fixedly connected to the outside with two limit blocks 206, and the two limit blocks 206 are respectively located on both sides of the lever 203, the sleeve rod 205 extends to the outside of the mounting seat 201, and the ends of the sleeve rod 205 located outside the mounting seat 201 are rotatably connected to the first connecting rod 208 and the second connecting rod 209, respectively, the first connecting rod 208 is rotatably connected to the rotating plate 311, and the second connecting rod 209 is transmission connected to the locking assembly 300.

[0048] In the present technical solution, the steering column assembly 100 is fixed by the mounting seat 201, and is fixed by the locking assembly 300 during use, and cooperates with the lock buckle on the steering wheel housing to ensure the stable fixation of the steering column assembly 100. When the lock buckle is unlocked and the adjustable handle 210 is turned, the handle drives the lever 203 on the pin shaft 202 to rotate, and the lever 203 contacts one of the limit blocks 206 and pushes the sleeve rod 205 to move. When the sleeve rod 205 slides on the surface of the rotating rod 204, it drives the first connecting rod 208 and the second connecting rod 209 to rotate, so that the first connecting rod 208 pulls The movable rotating plate 311 rotates to separate the tooth block 312 on the rotating plate 311 from the tooth groove 109 and the locking tooth 309, and at the same time pulls the clamping rod 304 to separate from the clamping tooth 306. At this time, there is no limit between the steering sleeve 101 and the telescopic sleeve 108, and there is no limit between the connecting piece 308 and the guide rail 310. When the steering sleeve 101 is impacted and invades the cab, the steering sleeve 101 and the telescopic sleeve 108 move relative to each other to play a buffering and protective role, and the connecting rod 307 drives the connecting piece 308 to separate from the guide rail 310 to achieve the buffering and protective function.

[0049] The locking assembly 300 includes a sleeve 301 and a sliding rod 302, the sleeve 301 is rotatably connected to one end of the mounting seat 201, the sliding rod 302 is movably sleeved inside the sleeve 301, and a latching tooth 306 is provided at the bottom of the sliding rod 302, one end of the sliding rod 302 is connected to the inside of the sleeve 301 through a tension spring 303, a latching rod 304 is inserted through the outer wall of the sleeve 301, one end of the latching rod 304 located outside the sleeve 301 is connected to the surface of the sleeve 301 through a connecting spring 305 that is sleeved with each other, and the end of the latching rod 304 is rotatably connected to the second connecting rod 209, the latching rod 304 located inside the sleeve 301 is snapped with the latching tooth 306, the other end of the sliding rod 302 is fixedly connected to a connecting rod 307, the connecting rod 307 is movably sleeved inside the sleeve 301, and the end of the connecting rod 307 is disengaged from the sleeve 301. The mechanism is rotatably connected; the disengagement mechanism is composed of a connecting member 308 and a guide rail 310, the connecting member 308 is a U-shaped structure and is slidably connected to the surface of the guide rail 310, the cross-section of the guide rail 310 is a T-shaped structure, and blocking blocks are provided on both sides of the end of the guide rail 310 close to the connecting rod 307, and the guide rail 310 is fixedly installed to the surface of the telescopic sleeve 108, and locking teeth 309 are provided at both ends of the bottom of the connecting member 308, the connecting member 308 is located above the rotating plate 311, and a number of evenly distributed tooth blocks 312 are provided on the opposite surfaces of both ends of the rotating plate 311, the outer diameter of one end of the telescopic sleeve 108 is larger than the outer diameter of the other end, the telescopic sleeve 108 is rotatably connected to the middle part of the rotating plate 311 at the diameter change part, and when the rotating plate 311 rotates, the tooth blocks 312 at both ends of the rotating plate 311 are respectively engaged with the locking teeth 309 and the tooth grooves 109.

[0050] In the present technical solution, when the adjustable handle 210 is pulled, the sleeve rod 205 moves on the surface of the slide rod 302 to further compress the compression spring 207, so that when the locking rod 304 is separated from the slide rod 302, it is always in a stretched state. The tension spring 303 pulls the connecting piece 308 to move and resists the blocking block on the guide rail 310, so that the connecting piece 308 will not be separated from the guide rail 310 during the adjustment process. When subjected to a large impact force, the connecting rod 307 pushes the connecting piece 308 to separate from the guide rail 310 on the other side of the blocking block, thereby ensuring the separation between the various structures to avoid the rigid transmission of the impact force.

[0051] The buffer assembly 400 includes a fixed tube 401 and a threaded rod 406. The fixed tube 401 is fixedly connected to the end of the telescopic sleeve 108. The fixed tube 401 is rotatably connected to the threaded rod 406. The end of the threaded rod 406 located outside the fixed tube 401 is fixedly connected to a transmission gear 407. The surface of the threaded rod 406 located inside the fixed tube 401 is threadedly connected to a movable shaft 404. The end of the upper steering shaft 106 is fixedly connected to a fixed gear 408, and the fixed gear 408 is connected to the transmission gear. 407 meshing connection; the inner wall of the fixed tube 401 is fixedly connected with a convex rib 402, and the surface of the convex rib 402 is slidably connected with a stopper 403 and a movable shaft 404, and the stopper 403 and the movable shaft 404 are both slidably connected to the inside of the fixed tube 401, and the number of the stopper 403 is two and they are respectively located on both sides of the movable shaft 404, and the two stopper blocks 403 are both connected to the inside of the fixed tube 401 at both ends through a buffer spring 405, and the two stopper blocks 403 are movably sleeved on the surface of the threaded rod 406.

[0052] In the present technical solution, when the steering wheel is turned, the threaded rod 406 is rotated inside the fixed tube 401 through the cooperation of the fixed gear 408 and the transmission gear 407, and the movable shaft 404 is restricted by the rib 402 so that the threaded rod 406 drives the movable shaft 404 to move inside the fixed tube 401. When the steering wheel tends to rotate into place, the movable shaft 404 contacts one of the blocks 403 and pushes the block 403 to move, forcing the buffer spring 405 to be compressed. At this time, the movable shaft 404 is sleeved on the smooth surface of the threaded rod 406. At this time, the air at the block 403 is compressed to achieve deceleration, avoiding the rigid impact between the upper steering shaft 106 and the steering sleeve 101 when the steering wheel is turned, so that it plays a buffering role when the steering wheel is rotated to both sides.

[0053] In the present technical solution, the buffer baffle 502 is arranged in front of the steering column assembly 100. When the vehicle collides, the buffer baffle 502 is first subjected to the impact force, and the buffer baffle 502 pushes the support rod 503 to support the adjustable handle 210. When the impact force is too large, the adjustable handle 210 is disconnected from the notch. Fig. 9As shown, when the push rod 503 contacts the adjustable handle 210 and generates pressure, the adjustable handle 210 is disconnected from the middle, so that the adjustable handle 210 continues to drive the lever 203 to rotate, which can avoid the problem of the adjustable handle 210 invading the cab, thereby achieving unlocking of the locking assembly 300, and the transmitted impact force causes relative movement between the steering sleeve 101 and the telescopic sleeve 108, thereby playing a buffering and protective role, thereby improving the safety of the steering column.

[0054] Specifically, when the vehicle is impacted, the buffer baffle 502 is subjected to the impact force, and then the adjustable handle 210 drives the lever 203 to rotate. Without manually turning the adjustable handle 210, the impact force applied to the vehicle is used to rotate the lever 203, thereby unlocking the locking assembly 300. At this time, the locking assembly 300 is automatically disengaged, and the impact force causes the steering sleeve 101 and the telescopic sleeve 108 to move relative to each other, thereby playing a buffering and protective role.

[0055] The present invention is not limited to the above-mentioned embodiments. Any changes in shape or structure are within the protection scope of the present invention. The protection scope of the present invention is defined by the attached claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principle and essence of the present invention, but these changes and modifications are within the protection scope of the present invention.

Claims

1. A steering column for a wire-controlled chassis, characterized in that: The steering column for the wire-controlled chassis comprises: A steering column assembly (100), the steering column assembly (100) comprising a steering sleeve (101), a lower steering shaft (103), a telescopic sleeve (108) and an upper steering shaft (106); the steering sleeve (101) is internally rotatably connected to the lower steering shaft (103); the telescopic sleeve (108) is slidably engaged between the steering sleeve (101) and the lower steering shaft (103); the interior of the telescopic sleeve (108) is rotatably connected to the upper steering shaft (106); and a buffer assembly (400) is provided at one end of the telescopic sleeve (108); An installation component (200), the installation component (200) being fixedly installed in the automobile, the installation component (200) being movably connected to the steering column assembly (100) via a pin shaft (202), and a locking mechanism being movably connected inside the installation component (200); A locking assembly (300), the locking assembly (300) being rotatably connected to the top of the mounting assembly (200), the locking assembly (300) being transmission-connected to a locking mechanism, and a disengagement mechanism being provided at an end of the locking assembly (300), the disengagement mechanism being slidably connected to the surface of the telescopic sleeve (108), and a rotating plate (311) being rotatably connected to the surface of the telescopic sleeve (108); A protection component (500) is fixedly mounted on the surface of the mounting component (200), and the protection component (500) is mounted inside the automobile and arranged in front of the steering column assembly (100).

2. The steering column for a wire-controlled chassis according to claim 1, characterized in that: The inner walls of the steering sleeve (101) and the telescopic sleeve (108) are fixedly connected to the bearing (102); the lower steering shaft (103) and the upper steering shaft (106) are rotatably connected to the inside of the bearing (102); the lower steering shaft (103) is connected to the steering system via a universal joint transmission shaft; and the upper steering shaft (106) is connected to the steering wheel; a spline groove (104) is provided at the end of the lower steering shaft (103) located inside the steering sleeve (101); and the upper steering shaft (106) is close to the lower steering shaft (103). The end is fixedly connected to a spline shaft (105), the spline shaft (105) is movably sleeved inside the spline groove (104), and the surface of the spline shaft (105) is provided with a limiter (110) embedded in the spline groove (104), the surfaces of the upper steering shaft (106) and the lower steering shaft (103) are fixedly connected to a limiter shaft (107), the limiter shaft (107) is arranged on both sides of the bearing (102), and the surface of the steering sleeve (101) is provided with tooth grooves (109), and the tooth grooves (109) are distributed correspondingly to the locking mechanism.

3. The steering column for a wire-controlled chassis according to claim 1, characterized in that: The mounting assembly (200) comprises a mounting seat (201), the mounting seat (201) being a U-shaped structure and being fixedly connected to the interior of the automobile via a protection assembly (500), the mounting seat (201) being rotatably connected to a lug on a steering sleeve (101) via a pin shaft (202), and the pin shaft (202) being rotatably connected to the mounting seat (201) and the interior of the lug, respectively, a shifting rod (203) having a U-shaped structure is fixedly connected to the middle of the pin shaft (202) located inside the lug, a U-shaped notch is provided inside the top end of the shifting rod (203), and a locking mechanism is embedded in the notch of the shifting rod (203) so as to facilitate the shifting of the locking mechanism by the shifting rod (203), and the end of the pin shaft (202) located outside the lug is fixedly connected to an adjustable handle (210), and the adjustable handle (210) extends to the cockpit.

4. The steering column for a wire-controlled chassis according to claim 3, characterized in that: The locking mechanism is composed of a rotating rod (204) and a sleeve rod (205); the rotating rod (204) is rotatably connected to the inner wall of the mounting seat (201); the other end of the rotating rod (204) is movably sleeved inside the sleeve rod (205); the rotating rod (204) is connected to the inside of the sleeve rod (205) via a compression spring (207); two limit blocks (206) are fixedly connected to the outside of the sleeve rod (205); the two limit blocks (206) are respectively located on both sides of the shifting rod (203); the sleeve rod (205) extends to the outside of the mounting seat (201); the ends of the sleeve rod (205) located outside the mounting seat (201) are rotatably connected to the first connecting rod (208) and the second connecting rod (209); the first connecting rod (208) is rotatably connected to the rotating plate (311); and the second connecting rod (209) is transmission-connected to the locking assembly (300).

5. The steering column for a wire-controlled chassis according to claim 1, characterized in that: The locking assembly (300) comprises a sleeve (301) and a slide bar (302); the sleeve (301) is rotatably connected to one end of the mounting seat (201); the slide bar (302) is movably sleeved inside the sleeve (301); and a latching tooth (306) is provided at the bottom of the slide bar (302); one end of the slide bar (302) is connected to the inside of the sleeve (301) via a tension spring (303); a latching rod (304) is inserted through the outer wall of the sleeve (301); and a latching tooth (304) is provided outside the sleeve (301). One end of the clamping rod (304) is connected to the surface of the sleeve (301) through a connecting spring (305) that is sleeved with each other, and the end of the clamping rod (304) is rotatably connected to the second connecting rod (209). The clamping rod (304) located inside the sleeve (301) is clamped with the clamping teeth (306). The other end of the sliding rod (302) is fixedly connected to the connecting rod (307). The connecting rod (307) is movably sleeved with the inside of the sleeve (301), and the end of the connecting rod (307) is rotatably connected to the disengagement mechanism.

6. The steering column for a wire-controlled chassis according to claim 5, characterized in that: The disengagement mechanism is composed of a connecting piece (308) and a guide rail (310); the connecting piece (308) is a U-shaped structure and is slidably connected to the surface of the guide rail (310); the cross section of the guide rail (310) is a T-shaped structure, and the guide rail (310) is fixedly mounted to the surface of the telescopic sleeve (108); locking teeth (309) are provided at both ends of the bottom of the connecting piece (308); the connecting piece (308) is located above the rotating plate (311), and a plurality of evenly distributed tooth blocks (312) are provided on opposite surfaces at both ends of the rotating plate (311); the outer diameter of one end of the telescopic sleeve (108) is greater than the outer diameter of the other end thereof; the diameter change portion of the telescopic sleeve (108) is rotatably connected to the middle of the rotating plate (311); and when the rotating plate (311) rotates, the tooth blocks (312) at both ends of the rotating plate (311) are respectively engaged with the locking teeth (309) and the tooth grooves (109).

7. The steering column for a wire-controlled chassis according to claim 1, characterized in that: The buffer assembly (400) comprises a fixed tube (401) and a threaded rod (406); the fixed tube (401) is fixedly connected to the end of the telescopic sleeve (108); the fixed tube (401) is rotatably connected to the threaded rod (406) inside; the end of the threaded rod (406) located outside the fixed tube (401) is fixedly connected to a transmission gear (407); the surface of the threaded rod (406) located inside the fixed tube (401) is threadedly connected to a movable shaft (404); the end of the upper steering shaft (106) is fixedly connected to the fixed gear (408), and the fixed gear (408) is meshingly connected to the transmission gear (407).

8. The steering column for a wire-controlled chassis according to claim 7, characterized in that: The inner wall of the fixed tube (401) is fixedly connected with a convex rib (402), and the surface of the convex rib (402) is slidably connected with a stopper (403) and a movable shaft (404), and the stopper (403) and the movable shaft (404) are both slidably connected to the inside of the fixed tube (401). There are two stoppers (403) and they are respectively located on both sides of the movable shaft (404). The two stoppers (403) are both connected to the inside of both ends of the fixed tube (401) through a buffer spring (405), and the two stoppers (403) are movably sleeved on the surface of the threaded rod (406).

9. The steering column for a wire-controlled chassis according to claim 1, characterized in that: The protection component (500) is composed of a mounting plate (501) and a buffer baffle (502); the mounting plate (501) is fixedly connected to the surface of the mounting seat (201); the mounting plate (501) extends to one side of the mounting seat (201); the bottom of the mounting plate (501) located on one side of the mounting seat (201) is rotatably connected to the buffer baffle (502); the buffer baffle (502) is horizontally arranged inside the automobile, and the buffer baffle (502) is correspondingly arranged on one side of the steering column assembly (100).

10. The steering column for a wire-controlled chassis according to claim 9, characterized in that: The bottom of the buffer baffle (502) is provided with an opening corresponding to the lower steering shaft (103); a support rod (503) is fixedly connected to one side of the bottom of the buffer baffle (502); the support rod (503) is fixedly connected to the buffer baffle (502) via an inclined reinforcement rod (504); the support rod (503) is distributed correspondingly to the adjustable handle (210); a notch distributed correspondingly to the support rod (503) is provided in the middle of the adjustable handle (210); a limiting rod (505) of a U-shaped structure is fixedly connected to the bottom of the mounting plate (501); and the buffer baffle (502) is sleeved inside the limiting rod (505).

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