Steering column for vehicle and vehicle

Abstract

The invention relates to a steering column for a vehicle and the vehicle. An inner sleeve of the steering column is disposed in and axially movable in the outer housing. The steering shaft is rotatably connected to the inner sleeve and protrudes from one end of the inner sleeve. The energy absorbing strips are connected to the outer surface of the inner sleeve. The energy absorbing support is connected to the outer shell and matched with the energy absorbing strip. The energy-absorbing strips and the energy-absorbing supports are configured to cause that the energy-absorbing strips move relative to the energy-absorbing supports and interference fit is generated between the energy-absorbing strips and the energy-absorbing supports when the vehicle collides; the energy-absorbing strip is provided with a first end part and a second end part, the first end part is closer to one end of the inner sleeve than the second end part, and a first connecting part and a second connecting part which are used for connecting the energy-absorbing strip to the outer surface of the inner sleeve are arranged at the first end part and the second end part respectively; and the number of the second connecting parts is greater than that of the first connecting parts. According to the scheme, connection between the energy absorption strips and the inner sleeve can be enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle steering systems. In particular, the present invention relates to a steering column and a vehicle for a vehicle. Background Art

[0002] This section provides background information related to the present application, which does not necessarily constitute prior art.

[0003] With the development of vehicle technology and the improvement of people's requirements for vehicle safety performance, in recent years, collapsible energy-absorbing steering columns have begun to be gradually applied. When a vehicle collides, the driver often leans forward due to inertia, and the driver's chest will collide with the steering wheel. The collapsible energy-absorbing steering column is designed to collapse when the vehicle collides to reduce the impact force borne by the driver's chest.

[0004] Existing collapsible energy-absorbing steering columns generally include an outer housing and an inner sleeve disposed in the outer housing and capable of axially moving in the outer housing. An energy-absorbing strip is connected to the outer surface of the inner sleeve, and an energy-absorbing bracket is connected to the outer housing, and the energy-absorbing bracket straddles the energy-absorbing strip. When the vehicle collides, the inner sleeve will drive the energy-absorbing strip to move relative to the energy-absorbing bracket during the collapse process and generate an interference fit between the energy-absorbing strip and the energy-absorbing bracket to generate frictional force during the movement of the energy-absorbing strip relative to the energy-absorbing bracket, thereby absorbing the energy generated during the collision process.

[0005] When the vehicle collides, the impact force is usually very large, which easily causes the energy-absorbing strip connected to the outer surface of the inner sleeve to disengage from the inner sleeve, resulting in the energy-absorbing strip being unable to move relative to the energy-absorbing bracket along with the inner sleeve, and further resulting in the inability to achieve the above-mentioned energy-absorbing function. Summary of the Invention

[0006] The object of the present invention is to solve one or more of the above-mentioned technical problems.

[0007] In particular, the object of the present invention is to provide a steering column for a vehicle, which can strengthen the connection between the energy-absorbing strip and the inner sleeve and thus avoid the disengagement of the energy-absorbing strip from the inner sleeve.

[0008] According to one aspect of the present invention, there is provided a steering column for a vehicle. The steering column includes: an outer housing; an inner sleeve disposed in the outer housing and axially movable in the outer housing; a steering shaft rotatably connected to the inner sleeve and extending from one end of the inner sleeve; an energy-absorbing strip connected to the outer surface of the inner sleeve; and an energy-absorbing bracket connected to the outer housing and cooperating with the energy-absorbing strip; wherein the energy-absorbing strip and the energy-absorbing bracket are configured such that when the vehicle collides, the energy-absorbing strip moves relative to the energy-absorbing bracket and an interference fit is generated between the energy-absorbing strip and the energy-absorbing bracket; and wherein the energy-absorbing strip has a first end and a second end, the first end is closer to the one end of the inner sleeve than the second end, a first connecting portion and a second connecting portion for connecting the energy-absorbing strip to the outer surface of the inner sleeve are respectively provided at the first end and the second end, and the number of the second connecting portions is greater than the number of the first connecting portions.

[0009] The steering column for a vehicle according to the present invention can strengthen the connection between the energy-absorbing strip and the outer surface of the inner sleeve by providing more connecting portions (i.e., second connecting portions) at the second end of the energy-absorbing strip located at the front part, and avoid the disengagement of the energy-absorbing strip from the outer surface of the inner sleeve, resulting in the failure of the function of absorbing the energy generated during the collision by moving the energy-absorbing strip relative to the energy-absorbing bracket and through the cooperation between the energy-absorbing strip and the energy-absorbing bracket during the movement when the vehicle collides.

[0010] Optionally, the first connecting portion and the second connecting portion are fastener receiving holes. Connecting the energy-absorbing strip to the outer surface of the inner sleeve by fasteners such as rivets can facilitate the replacement of the energy-absorbing strip.

[0011] Optionally, the fastener receiving hole at the first end is an oblong hole, and the dimension of the oblong hole in the length direction of the energy-absorbing strip is greater than the dimension in the width direction of the energy-absorbing strip. In this way, on the one hand, the connection breakage between the energy-absorbing strip and the inner sleeve can be further avoided; on the other hand, it is also convenient to install the energy-absorbing strip onto the inner sleeve.

[0012] Optionally, the number of the first connecting portions is one, and the number of the second connecting portions is two.

[0013] Optionally, the energy-absorbing strip includes an intermediate section between the first end and the second end, and a shear element is provided on the intermediate section, and the shear element is configured to break when the vehicle collides. When the vehicle collides, the shear or breakage of the shear element can absorb the energy in the collision.

[0014] Optionally, the energy-absorbing bracket includes a body portion and two side portions respectively protruding from both sides of the body portion toward the energy-absorbing strip. At least one of the two side portions is provided with a protruding portion protruding toward the other side portion. When the energy-absorbing strip moves relative to the energy-absorbing bracket, an interference fit is generated between the protruding portion and the energy-absorbing strip.

[0015] Optionally, two of the protruding portions are provided on each of the two side portions. The two protruding portions include a guiding protruding portion and a following protruding portion. The guiding protruding portion is closer to the first end than the following protruding portion; the energy-absorbing strip is provided with a first concave portion and a second concave portion along the direction from the first end to the second end; and in the assembled state, the guiding protruding portion is located in the first concave portion, and the following protruding portion is located in the second concave portion; in the collapsed state, the guiding protruding portion and the following protruding portion respectively move out of the first concave portion and the second concave portion and an interference fit is generated between them and the energy-absorbing strip.

[0016] According to another aspect of the present invention, a vehicle is also provided. The vehicle includes any one of the above-described steering columns. Since the vehicle has the above-described steering column, the technical effects described above for the steering column can also be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] According to the following detailed description with reference to the drawings, the foregoing and additional features and characteristics of the present application will become more apparent. These drawings are only for illustration and are not necessarily drawn to scale. The same reference numerals are used in the drawings to indicate the same components. In the drawings:

[0018] Figure 1 is a perspective view of a steering column for a vehicle according to an exemplary embodiment of the present invention;

[0019] Figure 2 is Figure 1 another perspective view of the steering column shown in, in which components such as the outer housing and mounting bracket of the steering column are removed to more clearly show the inner sleeve and energy-absorbing strip of the steering column;

[0020] Figure 3 is Figure 1 a partially exploded view of the inner sleeve, energy-absorbing strip, energy-absorbing bracket, and connecting bracket for mounting the energy-absorbing bracket of the steering column shown in;

[0021] Figure 4 is Figure 1 a partially exploded view of the inner sleeve, energy-absorbing strip, and energy-absorbing bracket of the steering column shown in; and

[0022] Figure 5 isFigure 1 Schematic assembly view of the inner sleeve, energy-absorbing strip and energy-absorbing bracket of the steering column shown in [FIGURE], wherein the energy-absorbing bracket and the energy-absorbing strip are sectioned to show the cooperation between the guiding protrusions and the following protrusions on the two side portions of the energy-absorbing bracket and the first recess and the second recess of the energy-absorbing strip. Detailed implementation mode

[0023] The preferred implementation modes of the present invention will now be described in detail with reference to the accompanying drawings. The following description is merely exemplary in nature and is not intended to limit the present invention and its application or uses.

[0024] The present invention provides a steering column for a vehicle, which can be a manually adjustable steering column or an electrically adjustable steering column.

[0025] Figure 1 is a perspective schematic view of a steering column 1 for a vehicle according to an exemplary implementation mode of the present invention. As Figure 1 shown, the steering column 1 includes an outer housing 11, an inner sleeve 12 disposed in the outer housing 11, and a steering shaft 13 connected to the inner sleeve 12. The end 131 of the steering shaft 13 can be used to mount a steering wheel (not shown) for the driver of the vehicle to operate to steer the vehicle. The outer housing 11 can be mounted to the chassis or body of the vehicle by means of a mounting bracket 14. Preferably, the outer housing 11 can be pivotally mounted relative to the mounting bracket 14 such that the outer housing 11, the inner sleeve 12 disposed in the outer housing 11, and the steering shaft 13 connected to the inner sleeve 12 can selectively pivot relative to the mounting bracket 14 about a pivot axis 141 along a generally vertical direction (with respect to the steering column 1 being mounted in the vehicle). Therefore, the driver can adjust the angle of the steering shaft 13 and the steering wheel mounted to the steering shaft 13 according to personal preference and comfort. The inner sleeve 12 can move axially in the outer housing 11. Specifically, in the present implementation mode, the inner sleeve 12 can move relative to the outer housing 11 along the longitudinal central axis L in the outer housing 11. The inner sleeve 12 has two ends, namely, a first inner sleeve end 121 and a second inner sleeve end 122 ( Figure 2 ), wherein when the steering column 1 is mounted in the vehicle, the second inner sleeve end 122 is located in front of the first inner sleeve end 121. The steering shaft 13 is rotatably connected to the inner sleeve 12 and extends from one end (the first inner sleeve end 121) of the inner sleeve 12. The end 131 of the steering shaft 13 can be provided with assembly feature portions for matching with the steering wheel to be mounted to the steering shaft 13.

[0026] The steering column 1 further includes an energy-absorbing strip 15 and an energy-absorbing bracket 16. This is shown in detail in Figures 2 to 5 . Specifically, Figure 2 is Figure 1Another three-dimensional schematic diagram of the steering column 1 shown in the figure, where components such as the outer housing 11 and the mounting bracket 14 of the steering column 1 are removed to more clearly show the inner sleeve 12 and the energy-absorbing strip 15 of the steering column 1; Figure 3 is Figure 1 A partially exploded schematic diagram of the inner sleeve 12, the energy-absorbing strip 15, the energy-absorbing bracket 16, and the connecting bracket 17 for mounting the energy-absorbing bracket 16 of the steering column 1 shown in the figure; Figure 4 is Figure 1 A partially exploded schematic diagram of the inner sleeve 12, the energy-absorbing strip 15, and the energy-absorbing bracket 16 of the steering column 1 shown in the figure; Figure 5 is Figure 1 An assembled schematic diagram of the inner sleeve 12, the energy-absorbing strip 15, and the energy-absorbing bracket 16 of the steering column 1 shown in the figure, where the energy-absorbing bracket 16 and the energy-absorbing strip 15 are sectioned to show the cooperation between the guiding protrusions 165 and the following protrusions 166 on the two side portions 164 of the energy-absorbing bracket 16 and the first recess 156 and the second recess 157 of the energy-absorbing strip. The following will be combined with Figures 2 to 5 Describe in detail the energy-absorbing strip 15 and the energy-absorbing bracket 16 of the steering column 1.

[0027] As Figures 2 to 5As shown, the energy-absorbing strip 15 is connected to the outer surface of the inner sleeve 12. Therefore, when the inner sleeve 12 axially moves within the outer housing 11, the energy-absorbing strip 15 connected to the outer surface of the inner sleeve 12 can also move together with the inner sleeve 12. The energy-absorbing strip 15 can be fixed to the outer surface of the inner sleeve 12 via welding, fasteners (such as rivets), or other means. The energy-absorbing strip 15 has a first end 151 and a second end 152. Among them, the first end 151 of the energy-absorbing strip 15 is closer to one end (the first inner sleeve end 121) of the inner sleeve 12 that extends beyond the steering shaft 13 than the second end 152. That is, when the steering column 1 is installed on the vehicle, the second end 152 of the energy-absorbing strip 15 is located in front relative to the first end 151. In addition, the energy-absorbing strip 15 also has an intermediate section 153 located between the first end 151 and the second end 152. In the length direction of the energy-absorbing strip 15 (i.e., the direction parallel to the axial direction of the inner sleeve 12), the size of the intermediate section 153 is significantly larger than the sizes of the first end 151 and the second end 152, while in the width direction of the energy-absorbing strip 15 (i.e., the direction perpendicular to the length direction of the energy-absorbing strip 15), the sizes of the first end 151 and the second end 152 are larger than the size of the intermediate section 153, such that the energy-absorbing strip 15 as a whole presents a "bone" shape. Therefore, the energy-absorbing strip 15 can generally also be referred to as a "crash bone". First connection portions 154 and second connection portions 155 for connecting the energy-absorbing strip 15 to the outer surface of the inner sleeve 12 are respectively provided at the first end 151 and the second end 152 of the energy-absorbing strip 15. For example, in an embodiment where the energy-absorbing strip 15 is connected to the outer surface of the inner sleeve 12 through fasteners such as rivets, the first connection portion 154 and the second connection portion 155 can be fastener receiving holes respectively. Connecting the energy-absorbing strip 15 to the outer surface of the inner sleeve 12 through fasteners such as rivets can facilitate the replacement of the energy-absorbing strip 15. The number of the second connection portions 155 at the more forward second end 152 of the energy-absorbing strip 15 is greater than the number of the first connection portions 154 at the more rearward first end 151. Preferably, the number of the second connection portions 155 at the second end 152 of the energy-absorbing strip 15 is two; the number of the first connection portions 154 at the first end 151 is one. The inventor found that when a vehicle collides, the connection portions (i.e., the second connection portions 155) at the front of the energy-absorbing strip 15 will bear the vast majority of the impact force. Therefore, setting more connection portions (i.e., the second connection portions 155) at the second end 152 at the front of the energy-absorbing strip 15 can strengthen the connection between the energy-absorbing strip 15 and the outer surface of the inner sleeve 12, and prevent the energy-absorbing strip 15 from disengaging from the outer surface of the inner sleeve 12 due to the impact force, thereby avoiding the failure of the function of absorbing the energy generated during the collision through the cooperation between the energy-absorbing strip 15 and the energy-absorbing bracket 16, which will be described in detail below.

[0028] As Figures 2 to 5As shown, the energy-absorbing bracket 16 is connected to the outer housing 11. The energy-absorbing bracket 16 can be directly connected to the outer housing 11 or indirectly connected to the outer housing 11. For example, in the present embodiment, the energy-absorbing bracket 16 is connected to the connecting bracket 17 by fasteners, and the connecting bracket 17 is connected to the outer housing 11 or other components on the outer housing 11 by fasteners, so that the energy-absorbing bracket 16 is indirectly connected to the outer housing 11. Specifically, the energy-absorbing bracket 16 is provided with apertures 161 and 162, and the rivets 171 and 172 respectively pass through the corresponding apertures on the connecting bracket 17 to connect the energy-absorbing bracket 16 to the connecting bracket 17. The connecting bracket 17 is further connected to the outer housing 11 or other components on the outer housing 11 by the apertures 173 and 174 provided therein and fasteners (not shown).

[0029] The energy-absorbing bracket 16 can cooperate with the energy-absorbing strip 15 to absorb the energy generated during a vehicle collision. The energy-absorbing strip 15 and the energy-absorbing bracket 16 are configured such that the energy-absorbing strip 15 moves relative to the energy-absorbing bracket 16 when the vehicle collides. Specifically, when the vehicle collides and the driver of the vehicle leans forward due to inertia and hits the steering wheel, the steering shaft 13, the inner sleeve 12, and the energy-absorbing strip 15 connected to the outer surface of the inner sleeve 12 move along the longitudinal axis L of the steering column 1 towards the front of the vehicle (specifically, the front bumper); while the outer housing 11 is fixed relative to the vehicle chassis or body, therefore, the outer housing 11 and the energy-absorbing bracket 16 connected to the outer housing 11 remain stationary. Therefore, the force from the driver hitting the steering wheel causes the energy-absorbing strip 15 to move relative to the energy-absorbing bracket 16. Among them, the energy-absorbing strip 15 and the energy-absorbing bracket 16 are configured to generate an interference fit between the energy-absorbing strip 15 and the energy-absorbing bracket 16 when the vehicle collides, so that friction is generated when the energy-absorbing strip 15 moves relative to the energy-absorbing bracket 16, thereby absorbing the energy generated during the collision.

[0030] As Figure 4 and Figure 5As shown, the energy-absorbing bracket 16 includes a main body portion 163. The main body portion 163 is in a flat shape. When the energy-absorbing bracket 16 is fitted onto the energy-absorbing strip 15, the main body portion 163 is substantially parallel to the energy-absorbing strip 15. The energy-absorbing bracket 16 further includes two side portions 164 that respectively protrude from both sides of the main body portion 163 toward the energy-absorbing strip 15. When the energy-absorbing bracket 16 is fitted onto the energy-absorbing strip 15, the two side portions 164 are respectively located on both sides of the energy-absorbing strip 15. At least one of the two side portions 164 is provided with a protruding portion that protrudes toward the other side portion 164. When the energy-absorbing strip 15 moves relative to the energy-absorbing bracket 16, an interference fit can be generated between the protruding portion on the side portion 164 of the energy-absorbing bracket 16 and the energy-absorbing strip 15, thereby squeezing the energy-absorbing strip 15 and the energy-absorbing bracket 16. Specifically, in the present embodiment, each of the two side portions 164 is provided with two protruding portions that protrude toward the other side portion. Among them, when the energy-absorbing bracket 16 is fitted onto the energy-absorbing strip 15, the protruding portion closer to the first end portion 151 of the energy-absorbing strip 15 is the guiding protruding portion 165, and the protruding portion relatively farther from the first end portion 151 of the energy-absorbing strip 15 is the following protruding portion 166. At the guiding protruding portion 165 and the following protruding portion 166, the distance between the two side portions 164 is reduced compared to other portions. The guiding protruding portion 165 and the following protruding portion 166 can both have an arc surface.

[0031] Accordingly, as Figure 4 and Figure 5As shown, a plurality of recesses are provided on the energy-absorbing strip 15. Specifically, in the present embodiment, on the energy-absorbing strip 15 (specifically, the middle section 153 of the energy-absorbing strip 15 in the present embodiment), a first recess 156 and a second recess 157 are provided along the collapse direction D (i.e., along the direction from the first end 151 of the energy-absorbing strip 15 to the second end 152 of the energy-absorbing strip 15). The width of the energy-absorbing strip 15 at the first recess 156 is adapted to the distance between the two side portions 164 of the energy-absorbing bracket 16 at the guiding protrusion 165. In the assembled state where the vehicle has not collided, the guiding protrusion 165 of the energy-absorbing bracket 16 is located in the first recess 156 of the energy-absorbing strip 15. The width of the energy-absorbing strip 15 at the second recess 157 is adapted to the distance between the two side portions 164 of the energy-absorbing bracket 16 at the following protrusion 166. In the assembled state where the vehicle has not collided, the following protrusion 166 of the energy-absorbing bracket 16 is located in the second recess 157. When the vehicle collides and the driver of the vehicle hits the steering wheel, as described above, the force from the driver hitting the steering wheel will cause the energy-absorbing strip 15 to move relative to the energy-absorbing bracket 16 along the collapse direction D, thereby entering the collapse state. In the collapse state, the guiding protrusion 165 on the side portion 164 of the energy-absorbing bracket 16 will move out of the area of the first recess 156 on the energy-absorbing strip 15, and the following protrusion 166 on the side portion 164 of the energy-absorbing bracket 16 will move out of the area of the second recess 157 on the energy-absorbing strip 15. At this time, the distances between the two side portions 164 of the energy-absorbing bracket 16 at the guiding protrusion 165 and the following protrusion 166 are both smaller than the width of the corresponding section of the energy-absorbing strip 15, so an interference fit is generated between the guiding protrusion 165 and the energy-absorbing strip 15 and between the following protrusion 166 and the energy-absorbing strip 15. Therefore, at the guiding protrusion 165 and the following protrusion 166 of the two side portions 164 of the energy-absorbing bracket 16, extrusion will occur between the energy-absorbing bracket 16 and the energy-absorbing strip 15 and a frictional force will be generated between the energy-absorbing bracket 16 and the energy-absorbing strip 15, and this frictional force will generate resistance to the movement of the energy-absorbing strip 15, thereby absorbing the energy generated during the collision to reduce the impact between the driver and the steering wheel.

[0032] Alternatively, the width of the energy-absorbing strip 15 may vary linearly along the length of the energy-absorbing strip 15. For example, if the width of the energy-absorbing strip 15 gradually increases in size from the second end 152 to the first end 151, then as the energy-absorbing strip 15 travels in the energy-absorbing bracket 16, the interference amount will gradually increase, the frictional force between the energy-absorbing strip 15 and the energy-absorbing bracket 16 will gradually increase, and the resistance to the movement of the energy-absorbing strip 15 will gradually increase. Therefore, more energy can be continuously absorbed.

[0033] Preferably, as Figures 2 to 5As shown, the fastener receiving hole serving as the first connection portion 154 at the first end portion 151 of the energy absorption strip 15 is an oblong hole. The dimension of the oblong hole in the length direction of the energy absorption strip 15 is greater than the dimension in the width direction of the energy absorption strip 15. As described above, when a vehicle collision occurs, the inner sleeve 12 and the energy absorption strip 15 connected to the outer surface of the inner sleeve 12 move together along the collapse direction D. During this process, the energy absorption bracket 16 acts on the energy absorption strip 15, applying a certain resistance to the movement of the energy absorption strip 15, such that the energy absorption strip 15 has a tendency to move in a direction opposite to the collapse direction D relative to the inner sleeve 12. Since the fastener receiving hole at the first end portion 151 of the energy absorption strip 15 is an oblong hole, a redundancy can be provided for this movement tendency, further avoiding the disconnection of the connection between the energy absorption strip 15 and the inner sleeve 12. On the other hand, it also facilitates the installation of the energy absorption strip 15 onto the inner sleeve 12.

[0034] Preferably, one or more shear elements (not shown) are provided in the intermediate section 153 of the energy absorption strip 15. The shear elements can be, for example, rivets. Figure 3 and Figure 4 Only a plurality of rivet holes 158 for installing the rivets serving as shear elements are shown in [figure reference]. When a vehicle collision occurs, the shear elements can shear or break to absorb the energy generated during the collision.

[0035] In summary, according to the steering column 1 for a vehicle of the present invention, by providing more connection portions (i.e., the second connection portion 155) at the second end portion 152 located at the front of the energy absorption strip 15, the connection between the energy absorption strip 15 and the outer surface of the inner sleeve 12 can be strengthened, avoiding the disengagement of the energy absorption strip 15 from the outer surface of the inner sleeve 12, which may cause the function of absorbing the energy generated during a vehicle collision by allowing the energy absorption strip 15 to move relative to the energy absorption bracket 16 and through the cooperation between the energy absorption strip 15 and the energy absorption bracket 16 during the movement to be unable to be realized.

[0036] It should be understood that by combining different embodiments and various technical features in different ways or modifying them, various different embodiments can be further designed.

[0037] The preferred embodiments according to the present invention have been described above in conjunction with specific embodiments. It can be understood that the above description is only exemplary and not restrictive. Without departing from the scope of the present invention, those skilled in the art can conceive of various variations and modifications with reference to the above description. These variations and modifications are also included within the scope of protection of this application.

Claims

1. A steering column for a vehicle, characterized in that, the steering column comprises: an outer housing; an inner sleeve, which is arranged in the outer housing and can axially move in the outer housing; a steering shaft, which is rotatably connected to the inner sleeve and extends from one end of the inner sleeve; an energy-absorbing strip, which is connected to the outer surface of the inner sleeve; and an energy-absorbing bracket, which is connected to the outer housing and cooperates with the energy-absorbing strip; wherein, the energy-absorbing strip and the energy-absorbing bracket are configured such that when the vehicle collides, the energy-absorbing strip moves relative to the energy-absorbing bracket and an interference fit is generated between the energy-absorbing strip and the energy-absorbing bracket; and wherein, the energy-absorbing strip has a first end and a second end, the first end is closer to the one end of the inner sleeve than the second end, a first connecting portion and a second connecting portion for connecting the energy-absorbing strip to the outer surface of the inner sleeve are respectively arranged at the first end and the second end, and the number of the second connecting portions is greater than the number of the first connecting portions.

2. The steering column according to claim 1, characterized in that, the first connecting portion and the second connecting portion are fastener receiving holes.

3. The steering column according to claim 2, characterized in that, the fastener receiving hole at the first end is an oblong hole, and the dimension of the oblong hole in the length direction of the energy-absorbing strip is greater than the dimension in the width direction of the energy-absorbing strip.

4. The steering column according to any one of claims 1 to 3, characterized in that, the number of the first connecting portions is one, and the number of the second connecting portions is two.

5. The steering column according to any one of claims 1 to 3, characterized in that, the energy-absorbing strip includes an intermediate section between the first end and the second end, and a shear element is arranged on the intermediate section, and the shear element is configured to break when the vehicle collides.

6. The steering column according to any one of claims 1 to 3, characterized in that, the energy-absorbing bracket includes a main body portion and two side portions respectively protruding from both sides of the main body portion towards the energy-absorbing strip, and a protruding portion protruding towards the other side portion is arranged on at least one of the two side portions, and when the energy-absorbing strip moves relative to the energy-absorbing bracket, the interference fit is generated between the protruding portion and the energy-absorbing strip.

7. The steering column according to claim 6, characterized in that, two protruding portions are arranged on each of the two side portions, the two protruding portions include a guiding protruding portion and a following protruding portion, and the guiding protruding portion is closer to the first end than the following protruding portion; the energy-absorbing strip is provided with a first recess and a second recess along the direction from the first end to the second end; and In the assembled state, the guiding protrusion is located in the first recess, and the following protrusion is located in the second recess; in the collapsed state, the guiding protrusion and the following protrusion are respectively moved out of the first recess and the second recess, and an interference fit is generated between them and the energy-absorbing strip.

8. A vehicle, characterized in that the vehicle includes a steering column according to any one of claims 1 to 7.

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