Steering column assembly and vehicle

Abstract

The invention relates to a steering column assembly and a vehicle, the steering column assembly comprises a steering column body, the steering column body is provided with an ignition lock, the installation point of the ignition lock faces the front of a vehicle body, and the length direction of the ignition lock extends in the width direction of the vehicle body; the steering column comprises a steering column body, a combination switch, a steering angle sensor and a clock spring, the combination switch, the steering angle sensor and the clock spring are sequentially and coaxially arranged in the axis direction of the steering column body, the clock spring is installed on the combination switch, the combination switch is installed on the steering column body, and the steering angle sensor is installed on the steering column body. The rotation angle sensor is installed between the clock spring and the combination switch. The height of the steering column assembly is obviously reduced, more space is reserved for other parts of a vehicle, meanwhile, the installation mode of the ignition lock is changed, the original space for installing the ignition lock is released, the arrangement space of installation points is saved, and the steering column assembly is more compact and reasonable due to the fact that the posture of the ignition lock is straightened.

Description

Technical Field

[0001] The present application relates to the field of steering columns, and in particular to a steering column assembly and a vehicle. Background Art

[0002] The clock spring and combination switch are usually installed on the steering column along the axial direction of the steering column. The clock spring and the combination switch are fixedly connected, and they together provide the driver with functions such as turn signals and light control; the angle sensor is usually installed on the steering column to detect the rotation angle of the steering wheel and transmit this information to the vehicle's electronic control system; the ignition lock is usually located on the steering column below the steering wheel. It is a key part of the car's starting system and controls the vehicle's ignition and starting process.

[0003] In the related art, the clock spring, angle sensor, combination switch and ignition lock are arranged on the steering column from top to bottom. These electrical parts are arranged separately, occupying a large upper and lower space, resulting in the rotation axis being far away from the steering wheel and the steering wheel being inflexible to adjust. Summary of the invention

[0004] The present application provides a steering column assembly and a vehicle, which can solve the technical problem that a clock spring, a rotation angle sensor, a combination switch and an ignition lock are arranged in sequence from top to bottom on a traditional steering column, and these electrical parts are arranged separately, occupying a large upper and lower space, resulting in a rotating axis being far away from the steering wheel and the steering wheel being inflexible to adjust.

[0005] In a first aspect, an embodiment of the present application provides a steering column assembly, comprising:

[0006] A steering column body, wherein an ignition lock is installed on the steering column body, wherein the installation point of the ignition lock faces the front of the vehicle body, and the length direction of the ignition lock extends along the width direction of the vehicle body;

[0007] A combination switch, a rotation angle sensor and a clock spring are coaxially arranged in sequence along the axial direction of the steering column body. The clock spring is installed on the combination switch, the combination switch is installed on the steering column body, and the rotation angle sensor is installed between the clock spring and the combination switch.

[0008] In combination with the first aspect, in one implementation, the rotation angle sensor is provided with a first plug interface, the combination switch is provided with a first plug connector, and the rotation angle sensor is inserted into the first plug interface via the first plug connector to be electrically connected to the combination switch.

[0009] In combination with the first aspect, in one embodiment, the combination switch is provided with a second plug interface, the clock spring is provided with a third plug interface, a plug wiring harness is plugged between the second plug interface and the third plug interface, and the second plug interface and the third plug interface face the same side.

[0010] In combination with the first aspect, in one implementation, the steering column assembly further includes:

[0011] A steering column main wiring harness, the steering column main wiring harness comprising an ignition lock branch wiring harness, a combination switch branch wiring harness and a clock spring branch wiring harness which are bundled together;

[0012] A fourth plug interface is provided on the side of the ignition lock facing the ground, and the plug connector of the ignition lock branch wiring harness is plugged into the fourth plug interface;

[0013] The combination switch is provided with a fifth plug-in interface, and the plug connector of the branch wiring harness of the combination switch is plugged into the fifth plug-in interface;

[0014] The clock spring is provided with a sixth plug interface on one side along the width direction of the vehicle body, and the plug connector of the clock spring branch wiring harness is plugged into the sixth plug interface.

[0015] In combination with the first aspect, in one embodiment, the steering column body includes a receiving bracket, a steering column fixed to the receiving bracket, and a guide block fixed to the receiving bracket, and the combination switch is fixed to the receiving bracket;

[0016] The receiving bracket is provided with two mounting holes, and the ignition lock is provided with two mounting grooves. The mounting holes and the corresponding mounting grooves are coaxially provided with fixing bolts. When projected along the coaxial direction of the mounting holes and the corresponding mounting grooves, the guide block is at least partially located between the two fixing bolts.

[0017] In combination with the first aspect, in one embodiment, the guide block includes a block 1 and a block 2 fixed to the bottom end of the block 1, and is projected along the coaxial direction of the mounting hole and the corresponding mounting groove, the block 1 is located between the two fixing bolts, the guide block is provided with a guide bar hole 1, and the block 2 is provided with a guide bar hole 2 arranged parallel to the guide bar hole 1;

[0018] The steering column assembly also includes:

[0019] A steering column frame, a rotating shaft is fixed between the opposite sides of the steering column frame, the block 1 is sleeved on the outer wall of the rotating shaft through the guide strip hole, arc grooves are opened on the opposite sides of the steering column frame, a swing shaft is arranged between the two arc grooves, and the block 2 is sleeved on the outer wall of the swing shaft through the guide strip hole 2.

[0020] In combination with the first aspect, in one implementation, the steering column assembly further includes:

[0021] A locking mechanism is connected to one end of the swing shaft, and the locking mechanism can provide a clamping force along the axis direction of the swing shaft, so that the opposite sides of the steering column frame are pressed against the block two to limit the movement of the block two.

[0022] In combination with the first aspect, in one implementation, the locking mechanism includes:

[0023] Cam 1, the cam is coaxially fixed to the outer wall of one end of the swing shaft, and a handle is fixed to the cam 1;

[0024] Cam 2 is coaxially sleeved on the outer wall of one end of the swing shaft, and at least part of cam 2 is arranged in the arc groove, and the sides of cam 1 and cam 2 facing each other are both provided with helical teeth.

[0025] In combination with the first aspect, in one embodiment, a rectangular mounting platform is protruded on a side of the cam 1 facing away from the cam 2, and the handle sleeve is fixed on the rectangular mounting platform;

[0026] An arc-shaped mounting platform is convexly provided on a side of the cam 2 facing away from the cam 1, and the arc-shaped mounting platform is arranged in the arc-shaped groove.

[0027] In a second aspect, an embodiment of the present application provides a vehicle, which includes a steering column assembly as described in some of the above embodiments.

[0028] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0029] By arranging the combination switch, the angle sensor and the clock spring coaxially in sequence along the axial direction of the steering column body to form an integrally integrated part, the connection between the parts is simplified, the occupied space is reduced, and the height of the steering column assembly is significantly reduced, leaving more space for other components of the vehicle, thereby improving the space utilization of the whole vehicle. At the same time, the change in the installation method of the ignition lock releases the space originally needed for installing the ignition lock, further saving the layout space of the installation point. At the same time, the adjustment of the ignition lock posture also makes the overall structure of the steering column assembly more compact and reasonable. These improvements make the steering column assembly more compact and efficient, improve the performance and comfort of the whole vehicle, and avoid the technical problem that the rotating axis is far away from the steering wheel and the steering wheel is inflexible due to the separate arrangement of these electrical parts. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0031] Figure 1 An exploded diagram of the steering column body, ignition lock, combination switch and clock spring;

[0032] Figure 2 An exploded schematic diagram of a combination switch, a rotation angle sensor, and a clock spring;

[0033] Figure 3 It is an exploded diagram of the combination switch and the rotation angle sensor;

[0034] Figure 4 for Figure 1 A schematic diagram of the side view of the main wiring harness for the steering column;

[0035] Figure 5 for Figure 4 Schematic diagram of the three-dimensional structure;

[0036] Figure 6 for Figure 5 A schematic diagram of the three-dimensional structure of the assembled shield;

[0037] Figure 7 It is a schematic diagram of the three-dimensional structure of the steering column body;

[0038] Figure 8 It is a schematic diagram of the three-dimensional structure in which the steering column body is installed on the steering column frame;

[0039] Fig. 9 A schematic diagram of the three-dimensional structure of the ignition lock installed in the assembly tool;

[0040] Fig.10 for Figure 8 Explosion diagram of

[0041] Fig.11 is a schematic cross-sectional structural diagram of the locking mechanism;

[0042] Fig.12 It is a three-dimensional structural schematic diagram of the unlocked state of cam 1 and cam 2;

[0043] Fig.13 It is a schematic diagram of the three-dimensional structure of the locked state of cam one and cam two.

[0044] In the figure: 1. Steering column body; 101. Support bracket; 1011. Mounting hole; 102. Steering column; 103. Guide block; 1031. Block 1; 10311. Guide strip hole 1; 1032. Block 2; 10321. Guide strip hole 2; 2. Ignition lock; 201. Fourth plug interface; 3. Combination switch; 301. First plug interface; 302. Second plug interface; 303. Fifth plug interface; 4. Angle sensor; 401. First plug interface; 5. Clock spring; 501. Third plug interface 1. The first plug-in port; 502. The sixth plug-in port; 6. The plug-in wiring harness; 7. The main wiring harness of the steering column; 701. The branch wiring harness of the ignition lock; 702. The branch wiring harness of the combination switch; 703. The branch wiring harness of the clock spring; 8. The fixing bolt; 9. The steering column frame; 901. The arc groove; 10. The assembly tool; 11. The rotating shaft; 12. The swing shaft; 13. The shield; 14. The locking mechanism; 1401. The cam one; 14011. The rectangular mounting table; 1402. The handle; 1403. The cam two; 1404. The assembly nut. DETAILED DESCRIPTION

[0045] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] The embodiments of the present application provide a steering column assembly and a vehicle, which can solve the technical problem that a clock spring, a rotation angle sensor, a combination switch and an ignition lock are arranged in sequence from top to bottom on a traditional steering column, and these electrical parts are arranged separately, occupying a large upper and lower space, resulting in the rotation axis being far away from the steering wheel and the steering wheel being inflexible to adjust.

[0047] First, as Figure 1 , Figure 2 and Figure 3 As shown, an embodiment of the present application provides a steering column assembly, which includes: a steering column body 1, on which an ignition lock 2 is installed, the installation point of the ignition lock 2 faces the front of the vehicle body, and the length direction of the ignition lock 2 extends along the width direction of the vehicle body; a combination switch 3, an angle sensor 4 and a clock spring 5, along the axial direction of the steering column body 1, the combination switch 3, the angle sensor 4 and the clock spring 5 are coaxially arranged in sequence, the clock spring 5 is installed on the combination switch 3, the combination switch 3 is installed on the steering column body 1, and the angle sensor 4 is installed between the clock spring 5 and the combination switch 3.

[0048] In this embodiment, the combination switch 3, the angle sensor 4 and the clock spring 5 are coaxially arranged in sequence along the axis direction of the steering column body 1 to form an integrated part. This design not only simplifies the connection between the parts, but also reduces the occupied space. Among them, the clock spring 5 is installed on the combination switch 3, and the combination switch 3 is installed on the steering column body 1, and the angle sensor 4 is cleverly installed between the clock spring 5 and the combination switch 3. The installation point of the ignition lock 2 is changed from the original front installation to the back installation, that is, the installation point faces the front of the vehicle body, and the length direction of the ignition lock 2 extends along the width direction of the vehicle body. This change not only saves the layout space of the installation point, but also makes the posture of the ignition lock more upright, and further optimizes the use of the upper and lower spaces. Due to the adoption of the three-in-one integrated design, the overall height is reduced from the original 92mm to 62mm, which significantly reduces the height of the steering column assembly, leaves more space for other components of the vehicle, and improves the space utilization of the whole vehicle. The change in the ignition lock installation method has freed up the space originally needed to install the ignition lock, further saving the installation point layout space. At the same time, the correct position of the ignition lock also makes the overall structure of the steering column assembly more compact and reasonable. In summary, the improved technical solution not only simplifies the structure and reduces the height through the three-in-one integrated design and the change in the ignition lock installation method, but also saves installation space and achieves significant technical effects. These improvements make the steering column assembly more compact and efficient, and improve the performance and comfort of the vehicle.

[0049] In combination with the first aspect, in one embodiment, Figure 2 and Figure 3 As shown, the rotation angle sensor 4 is provided with a first plug interface 401 , and the combination switch 3 is provided with a first plug connector 301 . The rotation angle sensor 4 is inserted into the first plug interface 401 through the first plug connector 301 to be electrically connected to the combination switch 3 .

[0050] In this embodiment, the angle sensor 4 is designed with a first plug interface 401, and the combination switch 3 is correspondingly designed with a first plug connector 301. Through this design, the angle sensor 4 can be conveniently inserted into the first plug interface 401 through the first plug connector 301, thereby realizing electrical connection with the combination switch 3. This plug-in connection method not only simplifies the installation process, but also improves the stability and reliability of the connection. The plug-in connection method can greatly simplify the installation process between the angle sensor 4 and the combination switch 3. There is no need for complicated wiring and fixing steps. The connection can be completed by simply inserting the plug connector into the plug interface, thereby improving production efficiency. The plug-in connection method can ensure close contact between the angle sensor 4 and the combination switch 3, thereby improving the stability and reliability of the electrical connection. Even if vibration or impact occurs during the driving of the vehicle, a stable electrical connection can be maintained to ensure accurate transmission of the signal. When the angle sensor 4 or the combination switch 3 needs to be repaired or replaced, the plug-in connection method makes it easier to disassemble and install. There is no need to disassemble the entire steering column assembly. Only the plug connection needs to be disconnected, thereby reducing the maintenance cost and time. Since the plug-in connection method does not require additional wiring and fixing space, the spatial layout of the steering column assembly can be further optimized. This makes the steering column assembly more compact and leaves more space for other components of the vehicle. In summary, by using a plug-in connection method to connect the angle sensor 4 to the combination switch 3, it not only simplifies the installation process, but also improves the stability and reliability of the connection and saves the space required for wiring harness layout. These technical effects jointly improve the performance and reliability of the steering column assembly and provide a strong guarantee for the safe driving of the vehicle.

[0051] In combination with the first aspect, in one embodiment, Figure 4 and Figure 5 As shown, the combination switch 3 is provided with a second plug interface 302, the clock spring 5 is provided with a third plug interface 501, a plug wiring harness 6 is plugged between the second plug interface 302 and the third plug interface 501, and the second plug interface 302 and the third plug interface 501 face the same side.

[0052] In this embodiment, the combination switch 3 is designed with a second plug interface 302, and the clock spring 5 is correspondingly designed with a third plug interface 501, and the two plug interfaces face the same side, which is convenient for plugging operation. Through the plug harness 6, the second plug interface 302 and the third plug interface 501 are tightly connected together, realizing the electrical connection between the combination switch 3 and the clock spring 5. The design of the plug interface facing the same side and the connection mode of the plug harness 6 greatly simplify the connection process between the combination switch 3 and the clock spring 5. This design enables the installer to easily align the plug interface and plug it in, thereby improving work efficiency. As a connection medium, the plug harness 6 can ensure that the electrical connection between the combination switch 3 and the clock spring 5 is stable and reliable. The design of the plug interface also takes into account the requirements of anti-loosening and anti-vibration, further enhancing the stability of the connection. When the combination switch 3 or the clock spring 5 needs to be repaired or replaced, this plug-in connection mode makes disassembly and installation easier and faster. The combination switch 3 or the clock spring 5 can be easily removed from the steering column assembly by simply disconnecting the plug harness 6. Since the plug interfaces all face the same side and the plug harness 6 directly connects the two plug interfaces, this design helps to optimize the spatial layout of the steering column assembly, reduces unnecessary wiring and fixings, and makes the steering column assembly more compact and neat. As a professional electrical connector, the plug harness 6 has good electrical conductivity and insulation properties, which can ensure accurate signal transmission between the combination switch 3 and the clock spring 5, and improve the electrical performance of the entire steering column assembly.

[0053] In combination with the first aspect, in one embodiment, Figure 4 , Figure 5 and Figure 6 As shown, the steering column assembly also includes: a steering column main wiring harness 7, the steering column main wiring harness 7 includes an ignition lock branch wiring harness 701, a combination switch branch wiring harness 702 and a clock spring branch wiring harness 703 that are bundled together; the ignition lock 2 is provided with a fourth plug interface 201 on the side facing the ground, and the plug connector of the ignition lock branch wiring harness 701 is plugged into the fourth plug interface 201; the combination switch 3 is provided with a fifth plug interface 303, and the plug connector of the combination switch branch wiring harness 702 is plugged into the fifth plug interface 303; the clock spring 5 is provided with a sixth plug interface 502 on one side along the width direction of the vehicle body, and the plug connector of the clock spring branch wiring harness 703 is plugged into the sixth plug interface 502.

[0054] In this embodiment, a steering column main harness 7 is designed in the steering column assembly, and the main harness includes an ignition lock branch harness 701, a combination switch branch harness 702, and a clock spring branch harness 703 that are bundled together. This design makes the harness management more orderly and avoids confusion and interweaving of the harness. A fourth plug interface 201 is provided on the side of the ignition lock 2 facing the ground, and the plug connector of the ignition lock branch harness 701 is plugged in here. This design prevents the turning radius of the harness branch from interfering with the upper shield 13. The combination switch 3 is provided with a fifth plug interface 303, and the plug connector of the combination switch branch harness 702 is plugged in here. At the same time, a sixth plug interface 502 is provided on one side of the clock spring 5 along the width direction of the vehicle body, and the plug connector of the clock spring branch harness 703 is plugged in here. The design of the sixth plug interface 502 takes into account avoiding interference with the shield 13, and tries to face the direction with larger space such as the side or bottom. Through the design of the steering column main harness and branch harness, the layout of the harness in the steering column assembly is clearer and more orderly, avoiding confusion and interweaving of the harness, and improving the efficiency of harness management. The optimized design of the connector orientation prevents the turning radius of the harness branch from interfering with the shield 13, avoiding problems such as harness wear and breakage caused by interference, and improving the reliability and stability of the harness connection. The optimization of the connector position shortens the harness length to the greatest extent, saves space inside the steering column shield, and improves space utilization.

[0055] Furthermore, the wiring harness is designed to be close to the steering column body 1, which not only makes the wiring harness more concealed, but also compresses the space inside the shield 13 as much as possible, thereby improving space utilization. The optimized wiring harness connection design not only improves the performance and reliability of the steering column assembly, but also has a positive impact on the performance of the electrical system of the vehicle. The neat layout and reliable connection of the wiring harness ensure accurate signal transmission and stable operation of the electrical system.

[0056] Furthermore, the clock spring 5 and the connectors of the combination switch 3 (ie, the sixth connector 502 and the fifth connector 303) are designed to be close to each other, which can shorten the length of the wiring harness to the greatest extent and save space.

[0057] In combination with the first aspect, in one embodiment, Figure 1 , Figure 7 , Figure 8 and Fig. 9As shown, the steering column body 1 includes a receiving bracket 101, a steering column 102 fixed to the receiving bracket 101, and a guide block 103 fixed to the receiving bracket 101, and the combination switch 3 is fixed to the receiving bracket 101; the receiving bracket 101 is provided with two mounting holes 1011, and the ignition lock 2 is provided with two mounting grooves, and the mounting hole 1011 and the corresponding mounting groove are coaxially provided with a fixing bolt 8, and the guide block 103 is at least partially located between the two fixing bolts 8 when projected along the coaxial direction of the mounting hole 1011 and the corresponding mounting groove.

[0058] In this embodiment, the guide block 103 originally designed on the back of the steering column body 1 will block the mounting hole 1011 of the ignition lock 2. In order to meet the installation requirements of the ignition lock 2, the guide block 103 will be moved downward in the traditional way. However, this will cause the rotation axis to move downward. In order to avoid this situation, the design team innovatively places the guide block 103 at least partially between the two fixing bolts 8 (i.e., the guide block 103 is designed to be non-uniformly wide). This design not only meets the requirements of the assembly tool 10 for assembling the ignition lock 2, but also ensures that the position of the rotation axis will not change due to the downward movement of the guide block 103. On the receiving bracket 101, the guide block 103 is cleverly designed between the two mounting holes 1011 (i.e., the mounting points of the ignition lock 2). When the fixing bolt 8 passes through the mounting hole 1011 and is coaxially fixed with the mounting groove of the ignition lock 2, the position of the guide block 103 provides an assembly space for the installation of the ignition lock 2. The non-uniform width guide block 103 solves the problem of the guide block 103 blocking the installation point of the ignition lock 2, thereby improving the flexibility of installation.

[0059] In combination with the first aspect, in one embodiment, Figure 7 , Figure 8 , Fig.10 and Fig.11 As shown, the guide block 103 includes a block 1031 and a block 1032 fixed to the bottom end of the block 1031, and is projected along the mounting hole 1011 in the same axial direction as the corresponding mounting groove. The block 1031 is located between the two fixing bolts 8, and the guide block 103 is provided with a guide strip hole 10311, and the block 1032 is provided with a guide strip hole 10321 arranged parallel to the guide strip hole 10311; the steering column assembly also includes: a steering column frame 9, a rotating shaft 11 is fixed between the opposite sides of the steering column frame 9, the block 1031 is sleeved on the outer wall of the rotating shaft 11 through the guide strip hole 10311, arc grooves 901 are provided on the opposite sides of the steering column frame 9, a swing shaft 12 is arranged between the two arc grooves 901, and the block 1032 is sleeved on the outer wall of the swing shaft 12 through the guide strip hole 10321.

[0060] In this embodiment, the guide block 103 is innovatively designed as a split structure, including a block 1031 and a block 1032 fixed at the bottom of the block 1031. This design allows the guide block 103 to be more flexible to adapt to different installation requirements and space limitations. A guide bar hole 10311 and a guide bar hole 2 10321 are respectively provided on the block 1031 and the block 2 1032, and the two guide bar holes are arranged in parallel. This design not only provides accurate positioning for the rotating shaft 11 and the swinging shaft 12, but also ensures the stability and smoothness of the guide block 103 during the sliding process. The rotating shaft 11 is fixed between the opposite sides of the steering column frame 9, and the swinging shaft 12 is arranged between the two arc grooves 901. This design enables the steering column assembly to achieve two modes of movement, rotation and swinging, thereby improving the flexibility and accuracy of steering. Block 1031 is sleeved on the outer wall of the rotating shaft 11 through guide bar hole 10311, while block 2 1032 is sleeved on the outer wall of the swing shaft 12 through guide bar hole 2 10321. This matching mode ensures that the guide block 103 can move accurately and smoothly with the movement of the rotating shaft 11 and the swing shaft 12. The split design of the guide block 103 and the setting of the guide bar hole enable the steering column assembly to more flexibly adapt to different space and position requirements during the installation process, thereby improving the flexibility and convenience of installation. Through the matching of the guide bar hole 10311 and the guide bar hole 2 10321 with the rotating shaft 11 and the swing shaft 12, the guide block 103 can maintain a high degree of stability and smoothness during the sliding process, thereby avoiding failure or damage caused by shaking or offset. The setting of the rotating shaft 11 and the swing shaft 12 enables the steering column assembly to realize two modes of movement, namely, rotation and swinging, thereby greatly improving the flexibility and accuracy of steering. This design not only improves the driver's control experience, but also enhances the driving stability of the vehicle under complex road conditions. The split design of the guide block 103 and the reasonable layout of the rotating shaft 11 and the swinging shaft 12 make the space utilization of the steering column assembly more efficient and reasonable. This design not only reduces the volume and weight of the steering column assembly, but also improves the lightweight level of the entire vehicle.

[0061] Further, such as Figure 8 As shown, the opposite sides of the block 1031 can be arranged in contact with the opposite sides of the steering column frame 9 through the contact block, further ensuring that the guide block 103 can move accurately and smoothly with the movement of the rotating shaft 11 and the swinging shaft 12.

[0062] In combination with the first aspect, in one embodiment, Fig.10 and Fig.11As shown, the steering column assembly also includes: a locking mechanism 14, which is connected to one end of the swing shaft 12. The locking mechanism 14 can provide a clamping force along the axial direction of the swing shaft 12, so that the opposite sides of the steering column frame 9 are pressed against the block 2 1032 to limit the movement of the block 2 1032.

[0063] In this embodiment, the locking mechanism 14 is cleverly connected to one end of the swing shaft 12. Its main function is to provide a clamping force along the axial direction of the swing shaft 12, so that the opposite sides of the steering column frame 9 can be tightly pressed on the block 2 1032. The clamping force provided by the locking mechanism 14 not only ensures the tight connection between the steering column frame 9 and the block 2 1032, but also limits the movement of the block 2 1032 through physical constraints. This design effectively prevents the block 2 1032 from being displaced or shaken in an uncontrolled manner, thereby improving the stability and reliability of the steering column assembly. By integrating the locking mechanism 14 into the swing shaft 12, the design team successfully simplified the structure of the steering column assembly. This design not only reduces the number of parts and reduces manufacturing costs, but also makes the overall layout of the steering column assembly more compact and reasonable.

[0064] In combination with the first aspect, in one embodiment, Fig.10 , Fig.11 , Fig.12 and Fig.13 As shown, the locking mechanism 14 includes: a cam 1401, which is coaxially fixed to the outer wall of one end of the swing shaft 12, and the cam 1401 is fixed with a handle 1402; a cam 1403, which is coaxially sleeved on the outer wall of one end of the swing shaft 12, and the cam 1403 is at least partially arranged in the arc groove 901, and the sides of the cam 1401 and the cam 1403 facing each other are both provided with helical teeth.

[0065] In this embodiment, cam 1 1401 is coaxially fixed to the outer wall of one end of the swing shaft 12. This design ensures that cam 1 1401 can swing synchronously with the swing of the swing shaft 12, thereby achieving precise control of the locking mechanism 14. Cam 2 1403 is coaxially sleeved on the outer wall of one end of the swing shaft 12, and is at least partially arranged in the arc groove 901. This design allows cam 2 1403 to rotate freely in the arc groove 901, while being constrained by the arc groove 901, ensuring its stability and accuracy during rotation. The sides of cam 1 1401 and cam 2 1403 facing each other are both provided with helical teeth. This design allows cam 1 1401 and cam 2 1403 to mesh with each other during rotation, and generate locking force or unlocking force through the interaction of the helical teeth. The handle 1402 is fixed to cam 1 1401. This design allows the user to conveniently rotate the cam 1 1401 by operating the handle 1402, thereby controlling the locking and unlocking states of the locking mechanism 14. The coaxial fixation of the cam 1 1401 and the swing shaft 12 and the coaxial sleeve arrangement of the cam 2 1403 ensure that the locking mechanism 14 can accurately control the locking and unlocking states as the swing shaft 12 rotates. This design improves the reliability and stability of the steering column assembly. The setting of the helical teeth on the cam 1 1401 and the cam 2 1403 enables them to mesh with each other during the rotation process to generate efficient locking force or unlocking force. This design ensures that the locking mechanism 14 can quickly and accurately achieve the locking and unlocking functions. The fixation of the handle 1402 allows the user to control the state of the locking mechanism 14 through a simple rotation operation without the need for complex tools or skills. This design improves the user-friendliness of the steering column assembly. The design of cam 1 1401 and cam 2 1403 makes the structure of the locking mechanism 14 more compact and reasonable. This design not only reduces the volume and weight of the steering column assembly, but also improves the lightweight level of the entire vehicle.

[0066] In combination with the first aspect, in one embodiment, Fig.10 , Fig.11 , Fig.12 and Fig.13 As shown, a rectangular mounting platform 1401 is protruded from the side of the cam 1 1401 facing away from the cam 2 1403 , and the handle 1402 is sleeved and fixed on the rectangular mounting platform 14011 ; an arc-shaped mounting platform is protruded from the side of the cam 2 1403 facing away from the cam 1 1401 , and the arc-shaped mounting platform is arranged in the arc-shaped groove 901 .

[0067] In this embodiment, a rectangular mounting platform 14011 is convexly provided on the side of the cam 1 1401 facing away from the cam 2 1403. This design not only provides a stable mounting base for the handle 1402, but also ensures a firm connection between the handle 1402 and the cam 1 1401. The selection of the rectangular shape is also convenient for processing and assembly, thereby improving production efficiency. The handle 1402 is sleeved and fixed on the rectangular mounting platform 14011. This fixing method is simple and reliable, easy to operate, and can ensure that the handle 1402 will not loosen or fall off during long-term use. An arc-shaped mounting platform is convexly provided on the side of the cam 2 1403 facing away from the cam 1 1401. This design enables the cam 2 1403 to better adapt to the shape of the arc groove 901, ensuring the stable rotation and precise positioning of the cam 2 1403 in the arc groove 901. The arc-shaped mounting platform is arranged in the arc-shaped groove 901. This matching mode not only limits the axial movement of the cam 1403, but also ensures the stability and accuracy of the cam 1403 during the rotation process through the restraining effect of the arc-shaped groove 901. The design of the rectangular mounting platform 14011 and the arc-shaped mounting platform and their matching with the handle 1402 and the arc-shaped groove 901 jointly improve the installation stability of the locking mechanism 14. This design ensures that the locking mechanism 14 will not loosen or fall off due to vibration or impact during long-term use.

[0068] Furthermore, the assembly nut 1404 is pressed against the handle 1402. The assembly nut 1404 is designed to press against the handle 1402. This design ensures a firm connection between the handle 1402 and the cam 1401, and prevents the handle 1402 from loosening or falling off due to vibration or impact during use. The assembly nut 1404 is mounted on the rectangular mounting platform 14011 and pressed against the handle 1402. This design enables the assembly nut 1404 to directly apply a pressing force to the handle 1402, thereby enhancing the stability of the connection.

[0069] In a second aspect, an embodiment of the present application provides a vehicle, which includes a steering column assembly as described in some of the above embodiments.

[0070] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are 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 cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0071] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0072] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A steering column assembly, characterized in that: It includes: A steering column body (1), wherein the steering column body (1) is equipped with an ignition lock (2), the installation point of the ignition lock (2) faces the front of the vehicle body, and the length direction of the ignition lock (2) extends along the width direction of the vehicle body; A combination switch (3), a rotation angle sensor (4) and a clock spring (5) are coaxially arranged in sequence along the axial direction of the steering column body (1); the clock spring (5) is mounted on the combination switch (3), the combination switch (3) is mounted on the steering column body (1), and the rotation angle sensor (4) is mounted between the clock spring (5) and the combination switch (3).

2. The steering column assembly according to claim 1, characterized in that: The rotation angle sensor (4) is provided with a first plug interface (401), the combination switch (3) is provided with a first plug connector (301), and the rotation angle sensor (4) is inserted into the first plug interface (401) via the first plug connector (301) to be electrically connected to the combination switch (3).

3. The steering column assembly according to claim 1, characterized in that: The combination switch (3) is provided with a second plug interface (302), the clock spring (5) is provided with a third plug interface (501), a plug wiring harness (6) is plugged between the second plug interface (302) and the third plug interface (501), and the second plug interface (302) and the third plug interface (501) face the same side.

4. The steering column assembly according to claim 1, characterized in that: The steering column assembly also includes: A steering column main wiring harness (7), the steering column main wiring harness (7) comprising an ignition lock branch wiring harness (701), a combination switch branch wiring harness (702) and a clock spring branch wiring harness (703) which are bundled together; A fourth plug interface (201) is provided on the side of the ignition lock (2) facing the ground, and a plug connector of the ignition lock branch wiring harness (701) is plugged into the fourth plug interface (201); The combination switch (3) is provided with a fifth plug-in port (303), and the plug connector of the combination switch branch wiring harness (702) is plugged into the fifth plug-in port (303); The clock spring (5) is provided with a sixth plug-in interface (502) on one side along the width direction of the vehicle body, and the plug connector of the clock spring branch wiring harness (703) is plugged into the sixth plug-in interface (502).

5. The steering column assembly according to claim 1, characterized in that: The steering column body (1) comprises a receiving bracket (101), a steering column (102) fixed to the receiving bracket (101), and a guide block (103) fixed to the receiving bracket (101); the combination switch (3) is fixed to the receiving bracket (101); The receiving bracket (101) is provided with two mounting holes (1011), the ignition lock (2) is provided with two mounting grooves, the mounting holes (1011) and the corresponding mounting grooves are coaxially provided with fixing bolts (8), and when projected along the coaxial direction between the mounting holes (1011) and the corresponding mounting grooves, the guide block (103) is at least partially located between the two fixing bolts (8).

6. The steering column assembly according to claim 5, characterized in that: The guide block (103) comprises a block 1 (1031) and a block 2 (1032) fixed to the bottom end of the block 1 (1031), and is projected along the mounting hole (1011) in a coaxial direction with the corresponding mounting groove, the block 1 (1031) being located between the two fixing bolts (8), the guide block (103) being provided with a guide bar hole 1 (10311), and the block 2 (1032) being provided with a guide bar hole 2 (10321) arranged parallel to the guide bar hole 1 (10311); The steering column assembly also includes: A steering column frame (9), a rotating shaft (11) is fixed between two opposite sides of the steering column frame (9), the block one (1031) is sleeved on the outer wall of the rotating shaft (11) through the guide bar hole one (10311), arc grooves (901) are opened on two opposite sides of the steering column frame (9), a swing shaft (12) is arranged between the two arc grooves (901), and the block two (1032) is sleeved on the outer wall of the swing shaft (12) through the guide bar hole two (10321).

7. The steering column assembly according to claim 6, characterized in that: The steering column assembly also includes: A locking mechanism (14), wherein the locking mechanism (14) is connected to one end of the swing shaft (12), and the locking mechanism (14) can provide a clamping force along the axial direction of the swing shaft (12), so that the opposite sides of the steering column frame (9) are pressed against the block two (1032), thereby limiting the movement of the block two (1032).

8. The steering column assembly according to claim 7, characterized in that: The locking mechanism (14) comprises: Cam 1 (1401), the cam 1 (1401) is coaxially fixed to the outer wall of one end of the swing shaft (12), and the cam 1 (1401) is fixed with a handle (1402); Cam 2 (1403), wherein cam 2 (1403) is coaxially sleeved on an outer wall of one end of the swing shaft (12), and cam 2 (1403) is at least partially disposed in the arc groove (901), and the sides of cam 1 (1401) and cam 2 (1403) facing each other are both provided with helical teeth.

9. The steering column assembly according to claim 8, characterized in that: A rectangular mounting platform (14011) is protrudingly provided on the side of the cam 1 (1401) facing away from the cam 2 (1403), and the handle (1402) is sleeved and fixed on the rectangular mounting platform (14011); An arc-shaped mounting platform is protrudingly provided on the side of the second cam (1403) facing away from the first cam (1401), and the arc-shaped mounting platform is arranged in the arc-shaped groove (901).

10. A vehicle, characterized in that: It comprises a steering column assembly as claimed in any one of claims 1 to 9.

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