Automobile steering wheel damping device

Abstract

The embodiment of the invention provides an automobile steering wheel damping device which is arranged in a mounting hole of a bridge plate and used for damping vibration of parts in the mounting hole, the automobile steering wheel damping device comprises an elastic body, a supporting part and a cover plate, the elastic body comprises a cylindrical base part arranged in the mounting hole of the bridge plate, a first limiting part and a second limiting part, and the first limiting part and the second limiting part are clamped on the two sides of the bridge plate respectively; the supporting piece comprises a guide cylinder part and a radial supporting part, the guide cylinder part penetrates through the cylindrical base part and then is clamped with the cover plate, and the cover plate and the radial supporting part respectively form a first contact surface and a second contact surface which can abut against the first limiting part and the second limiting part; and the maximum width of at least one of the first contact surface and the second contact surface is not greater than the inner diameter of the mounting hole. The low frequency of the damping device can be achieved, when the steering wheel is subjected to axial vibration, the bridge plate does not interfere with the elastic body, and the elastic body has a larger deformation space.

Description

Technical Field

[0001] This specification relates to the technical field of airbags, and in particular to a vehicle steering wheel damping device. Background Art

[0002] The driver's airbag is a key component in automotive safety systems, and its connection to the steering wheel directly impacts its performance and driving safety. Currently, the connection between the steering wheel and the driver's airbag is often achieved through an intermediate click plate, which is secured to the steering wheel frame with pan-head bolts and equipped with a damping mechanism and spring. The damping mechanism plays a crucial role in controlling airbag vibrations. It effectively cushions the vibrations generated by the airbag during driving, ensuring stable operation of the airbag system and ultimately improving driving safety.

[0003] There are a wide variety of damping systems currently available on the market, but their interoperability is limited, making reuse difficult. This design results in a limited compatibility between damping systems and different vehicle models or steering wheel configurations, failing to meet diverse product demands and significantly limiting the implementation of platform-based production. Platform-based production is a key tool for the automotive manufacturing industry to reduce costs and improve production efficiency. However, the single design structure of damping systems requires companies to develop different damping systems for different vehicle models, increasing the complexity and cost of production management. Furthermore, the independent design and development required for each damping system contributes to high design and development costs. To meet stability requirements, existing damping systems often achieve this by increasing system stiffness. However, while increasing system stiffness enhances stability, it inevitably increases system frequency. High-frequency vibrations can easily induce resonance, which can affect the proper functioning of the airbag system and potentially pose a threat to driving safety. Summary of the Invention

[0004] In view of this, the embodiments of this specification provide a car steering wheel damping device that can achieve a lower frequency of the damping device. When the steering wheel is subjected to axial vibration, the bridge plate will not interfere with the elastomer, and the elastomer has a larger deformation space.

[0005] The embodiments of this specification provide the following technical solutions: a car steering wheel damping device, arranged in the mounting hole of the bridge plate, for damping the vibration of the components in the mounting hole, comprising an elastomer, a support member and a cover plate, the elastomer comprising a cylindrical base placed in the mounting hole of the bridge plate and a first limiting portion and a second limiting portion respectively clamped on both sides of the bridge plate, the support member comprising a guide cylinder and a radial support portion, the guide cylinder passing through the cylindrical base and engaging with the cover plate, the cover plate and the radial support portion respectively abut against the first limiting portion and the second limiting portion to form a first contact surface and a second contact surface, the maximum width of at least one of the first contact surface and the second contact surface is not greater than the inner diameter of the mounting hole.

[0006] Preferably, the periphery of the mounting hole comprises a metal plate body and a plastic overmolding component, and the maximum width of at least one of the first contact surface and the second contact surface is greater than the inner diameter of the plastic overmolding component and smaller than the inner diameter of the metal plate body.

[0007] Preferably, the bridge plate is mounted on the steering wheel hub via a fastener, the first end of the fastener is fixed to the steering wheel hub after passing through the guide cylinder portion, a biasing member is provided between the steering wheel hub and the radial support portion, the biasing member pushes the radial support portion and thereby pushes the device into contact with the second end of the fastener,

[0008] A plurality of first protrusions with a first height are formed on the outer peripheral side of the first limiting portion extending toward the second end of the fastener, and the first protrusions abut against the second end of the fastener.

[0009] Preferably, a second protrusion smaller than the first height is formed on the inner side of the first protrusion extending toward the cylindrical base, the first contact surface abuts the second protrusion, and the periphery of the cover plate abuts the side of the first protrusion.

[0010] Preferably, the plurality of second protrusions are respectively arranged corresponding to the plurality of first protrusions, and the plurality of first protrusions and / or the plurality of second protrusions are evenly distributed in the circumferential direction of the first limiting portion.

[0011] Preferably, a plurality of first notches are formed in the radial inner contour of the first limiting portion, the first notches pass through both ends of the first limiting portion in the thickness direction, and the first notches and the second protrusions are staggered.

[0012] Preferably, the radial inner contour of the cylindrical base is provided with a plurality of second notches corresponding to the plurality of first notches, a plurality of ribs are formed between the plurality of second notches, the plurality of ribs respectively correspond to a plurality of second protrusions, and the plurality of ribs abut against the outer wall of the guide cylinder.

[0013] Preferably, a plurality of third notches are provided on the guide cylinder portion, and the plurality of third notches divide the guide cylinder portion into a plurality of arc-shaped elastic sheets, and the plurality of arc-shaped elastic sheets extend outward to form claws, and the claws press and fix the cover plate on the second protrusion, and the highest points of the plurality of claws are lower than the top surface of the first protrusion.

[0014] Preferably, a plurality of fourth notches are formed on the radial outer contour of the second limiting portion, and the fourth notches pass through the two end surfaces of the second limiting portion in the thickness direction. The radial support portion extends toward the direction of the second limiting portion to form a plurality of bosses, and the bosses are at least partially embedded in the corresponding fourth notches.

[0015] Preferably, several of the fourth notches divide the second limiting portion into several elastic protrusions, and the elastic protrusions include a base and an abutment portion. The base protrudes to both sides compared to the abutment portion, the side surface of the base is opposite to the radial support portion, and the abutment portion abuts against the bridge plate.

[0016] Preferably, a "gourd-shaped" gap is formed between two adjacent bases to accommodate the boss.

[0017] Preferably, the second contact surface of the base is provided with a groove.

[0018] Compared with the prior art, the at least one technical solution adopted in the embodiments of this specification can achieve the following beneficial effects:

[0019] The damping device is installed in the mounting hole of the bridge plate, and the first limiting part and the second limiting part of the elastomer are respectively abutted against the radial supporting part of the cover plate and the support member. The abutting surface between the cover plate and the first limiting part is the first contact surface, and the abutting surface between the radial supporting part and the second limiting part is the second contact surface. The maximum width of at least one of the first contact surface and the second contact surface is not greater than the inner diameter of the mounting hole, so as to realize a lower frequency of the damping device. When the steering wheel is subjected to axial vibration, the bridge plate will not interfere with the elastomer, and the elastomer has a larger deformation space. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. 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 any creative work.

[0021] Figure 1 This is a schematic diagram of the exploded structure of the automobile steering wheel provided by this application;

[0022] Figure 2is a cross-sectional view of the automobile steering wheel damping device provided by the present application;

[0023] Figure 3 This is a schematic diagram comparing the inner diameters of the cover plate and the metal plate body of the automobile steering wheel damping device provided by the present application;

[0024] Figure 4 is a three-dimensional diagram of the elastic body of the automobile steering wheel damping device provided by the present application;

[0025] Figure 5 This is a front view of the elastic body of the automobile steering wheel damping device provided by the present application;

[0026] Figure 6 This is a bottom view of the elastic body of the automobile steering wheel damping device provided by the present application;

[0027] Figure 7 This is a schematic structural diagram of the support member of the automobile steering wheel damping device provided in this application;

[0028] Figure 8 This is a damping frequency curve diagram of the automobile steering wheel damping device provided by the present application when the cover plate is smaller than the inner diameter of the metal plate body;

[0029] Figure 9 This is the damping frequency curve when the cover is larger than the inner diameter of the metal plate;

[0030] Figure 10 This is a noise test chart when the first bump is not set;

[0031] Figure 11 This is a noise experimental test diagram of the automobile steering wheel damping device provided in this application.

[0032] In the figure, 1. fastener; 2. cover plate; 3. elastomer; 31. tubular base; 32. first limiting portion; 33. second limiting portion; 34. first protrusion; 35. second protrusion; 36. first notch; 37. second notch; 38. rib; 39. fourth notch; 310. base; 311. abutment portion; 312. groove; 4. bridge plate; 5. support member; 51. radial support portion; 52. guide cylinder; 53. boss; 54. third notch; 55. arc-shaped elastic sheet; 56. claw; 6. biasing member; 7. steering wheel hub; 8. overmolded member; 9. first contact surface; 10. second contact surface. DETAILED DESCRIPTION

[0033] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0034] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the features in the following embodiments and embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of this application.

[0035] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on this application, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number and aspect described herein can be used to implement an apparatus and / or practice a method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this apparatus and / or practice this method.

[0036] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. The illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0037] Additionally, in the following description, specific details are provided to provide a thorough understanding of the examples. However, one skilled in the art will appreciate that the aspects described can be practiced without these specific details.

[0038] There are many damping styles on the current market, but the styles have poor versatility and are difficult to reuse. This design results in a relatively simple compatibility of the damping system with different vehicle models or steering wheel structures, which cannot meet the diverse product needs and greatly limits the implementation of platform-based production. Platform-based production is an important means for the automotive manufacturing industry to reduce costs and improve production efficiency. However, the single design structure of the damping system requires companies to develop different damping systems for different vehicle models during the production process, increasing the complexity and cost of production management. In addition, since each damping system needs to be independently designed and developed, this also leads to high costs for damping system design and development, which is not conducive to the company's cost control and product competitiveness.

[0039] Airbag system stability is crucial during vehicle operation. To meet these stability requirements, existing damping systems often increase system stiffness. However, while increasing system stiffness enhances stability, it inevitably increases system frequency. High-frequency vibrations can easily induce resonance, affecting the proper functioning of the airbag system and potentially posing a threat to driving safety. Therefore, achieving low-frequency vibration control while maintaining system stability has become a major challenge in current damping system design.

[0040] To prevent vibration and noise, existing damping systems often require additional isolation devices. Common solutions include adding gaskets or using rubberized overmolding. These additional devices not only increase the number of parts and assembly steps, raising production costs, but can also increase overall product weight, impacting the vehicle's fuel economy and handling. Furthermore, with the automotive industry's increasing demands for environmental protection and energy conservation, effectively controlling vibration and noise without adding additional cost and weight has become a key challenge in damping system design.

[0041] The following describes the technical solutions provided by various embodiments of the present application in conjunction with the accompanying drawings.

[0042] like Figure 1-Figure 3 and Figure 8-Figure 9As shown, a car steering wheel damping device is arranged in the mounting hole of the bridge plate 4, and is used to damp the vibration of the components in the mounting hole. It includes an elastomer 3, a support member 5 and a cover plate 2. The elastomer 3 includes a cylindrical base 31 placed in the mounting hole of the bridge plate 4 and a first limiting portion 32 and a second limiting portion 33 respectively clamped on both sides of the bridge plate 4. The support member 5 includes a guide cylinder 52 and a radial support portion 51. The guide cylinder 52 passes through the cylindrical base 31 and engages with the cover plate 2. The cover plate 2 and the radial support portion 51 respectively abut against the first limiting portion 32 and the second limiting portion 33 to form a first contact surface 9 and a second contact surface 10. The maximum width of at least one of the first contact surface 9 and the second contact surface 10 is not greater than the inner diameter of the mounting hole.

[0043] The cylindrical base 31 is placed in the mounting hole of the bridge plate 4, serving as the main body of the entire damping device and playing a supporting and buffering role. The first limiting portion 32 and the second limiting portion 33 are respectively clamped on both sides of the bridge plate 4. Through these two limiting portions, the elastomer 3 can be firmly fixed on the bridge plate 4 to prevent displacement during vibration. After the guide cylinder 52 passes through the cylindrical base 31 of the elastomer 3, it engages with the cover plate 2. The design of the guide cylinder 52 ensures that the cover plate 2 can be stably installed on the elastomer 3, while facilitating adjustment and assembly. The radial support portion 51 abuts against the second limiting portion 33 of the elastomer 3 to form a second contact surface 10, ensuring the stability of the entire damping device. The cover plate 2 is engaged with the guide cylinder 52 of the support member 5 and abuts against the first limiting portion 32 of the elastomer 3 to form a first contact surface 9. The presence of the cover plate 2 not only increases the stability of the damping system. The maximum width of at least one of the first contact surface 9 and the second contact surface 10 is no greater than the inner diameter of the mounting hole, thereby achieving a lower frequency of the damping device. When the steering wheel is subjected to axial vibration, at least one side of the bridge plate 4 will not interfere with the elastomer 3, and the elastomer 3 has a larger deformation space.

[0044] It should be noted that by using a single mold with multiple cavities to produce the support member 5 and cover plate 2, and assembling them together with the elastomer 3 onto the speaker bracket using automated equipment, this significantly reduces mold, assembly, and development costs. Furthermore, the damping device is adaptable to steering wheels of different modules, facilitating platform-based production and reducing the cost of developing a single damping device.

[0045] It should be further noted that the damping device described above is applicable not only to steering wheels with a click plate connection mechanism, but also to click mechanisms that connect the damping mechanism to the airbag housing without a click plate. Conventional methods for changing damping stiffness, such as grooving or opening holes in the elastic body 3, are also applicable to the damping device described above.

[0046] It should be further explained that the elastomer 3 is made of EPDM or silicone. The elastomer 3 can also be made of nylon or POM and EPDM or silicone, so that the elastomer 3 is softer and easier to deform. It can be fixed on a horn soundboard or an airbag housing, etc., to achieve a shock-absorbing effect.

[0047] like Figure 1-Figure 3 As shown, in some embodiments, the periphery of the mounting hole includes a metal plate body and an overmolded part 8, and the maximum width of at least one of the first contact surface 9 and the second contact surface 10 is greater than the inner diameter of the overmolded part 8 and smaller than the inner diameter of the metal plate body. Since the overmolded part 8 has a certain elastic deformation space, the first contact surface 9 and / or the second contact surface 10 can be smaller than the inner diameter of the overmolded part 8. At the same time, since the metal plate body is a rigid part and does not have elastic deformation space, the first contact surface 9 and / or the second contact surface 10 are smaller than the inner diameter of the metal plate body. When the elastomer 3 is subjected to vibration, it absorbs and disperses the vibration energy through its deformation. The extrusion between the contact surface and the overmolded part 8 further enhances this damping and buffering effect, because the overmolded part 8 can work together with the elastomer 3 to more effectively absorb vibration.

[0048] It should be noted that, in a preferred embodiment, the size of the cover plate 2 is generally designed to be smaller than the inner diameter of the metal plate body, such as Figure 3 As shown, the maximum width of the cover plate 2 is a, the inner diameter of the metal plate body is b, and a is smaller than b, so that the support effect of the radial support portion 51 can be guaranteed while ensuring low frequency. Figure 8 and Figure 9 The test results show that, Figure 8 As shown, when the maximum width of the cover plate 2 is smaller than the inner diameter of the metal plate body, the frequency is less than 30 Hz, as shown in FIG. Figure 9 As shown, when the maximum width of the cover plate 2 is greater than the inner diameter of the metal plate body, the frequency is between 30 Hz and 60 Hz.

[0049] like Figure 1-Figure 3As shown, in some embodiments, the bridge plate 4 is installed on the steering wheel hub 7 through the fastener 1, and the first end of the fastener 1 is fixed on the steering wheel hub 7 after passing through the guide cylinder portion 52. A biasing member 6 is provided between the steering wheel hub 7 and the radial support portion 51. The biasing member 6 pushes the radial support portion 51 and then pushes the device to abut against the second end of the fastener 1. The outer peripheral side of the first limiting portion 32 extends toward the direction close to the second end of the fastener 1 to form a plurality of first protrusions 34 with a first height, and the first protrusions 34 abut against the second end of the fastener 1. The first end of the fastener 1 passes through the guide cylinder 52 and is fixed to the steering wheel hub 7. This connection method not only tightly connects the bridge plate 4 (i.e., the speaker bracket) and the steering wheel hub 7, but also provides a stable support base for the damping device. A biasing member 6 is provided between the steering wheel hub 7 and the radial support portion 51. The function of the biasing member 6 is to push the radial support portion 51, thereby pushing the entire damping device into contact with the second end of the fastener 1, ensuring that the damping device can maintain close contact with the fastener 1 when subjected to vibration, thereby effectively transmitting and buffering vibration energy. A plurality of first protrusions 34 are provided on the outer peripheral side of the top of the first limiting portion 32. The first protrusions 34 support the second end of the fastener 1 and can play a buffering role. When the bridge plate 4 is in motion, the guide cylinder 52 and the second end of the fastener 1 change from a hard-to-hard collision to a hard-to-soft contact, greatly reducing the risk of noise and also reducing the use of components such as gaskets.

[0050] It should be noted that according to Figure 10 and Figure 11 From the test results, it can be clearly seen that the noise when the first protrusion is not provided is significantly greater than the noise when the first protrusion 34 is provided.

[0051] It should also be noted that the fastener 1 can be a pan head screw, the pan head part of the pan head screw is located above the first limiting portion 32, and the screw part of the pan head screw passes through the guide channel and the biasing member 6 and is screwed to the wheel hub. The biasing member 6 can be a spring.

[0052] like Figure 2-Figure 5As shown, in some embodiments, a second protrusion 35 having a smaller height than the first protrusion is formed on the inner side of the first protrusion 34, extending toward the cylindrical base 31. The first contact surface 9 abuts the second protrusion 35, and the periphery of the cover plate 2 abuts the side of the first protrusion 34. A second protrusion 35 is formed on the inner side of the first protrusion 34. The height of the second protrusion 35 is lower than that of the first protrusion 34. The second protrusion 35 not only reduces the stiffness of the elastic body 3, but also supports the cover plate 2, so that the cover plate 2 and the support member 5 sandwich the elastic body 3 and form a whole with the bridge plate 4. This greatly reduces the amount of shaking of the damper during vibration and increases the stability of the damping system. At the same time, the inner side of the first protrusion 34 abuts the outer side of the cover plate 2, and the first protrusion 34 can limit the cover plate 2 and prevent it from moving laterally during vibration.

[0053] like Figure 2-Figure 4 As shown, in some embodiments, multiple second protrusions 35 are respectively arranged corresponding to multiple first protrusions 34, and multiple first protrusions 34 and / or multiple second protrusions 35 are evenly distributed around the circumference of the first limiting portion 32. The first protrusions 34 and the second protrusions 35 are evenly distributed around the circumference of the first limiting portion 32, ensuring that the damping device can be evenly supported and abutted when subjected to vibration in all directions. At the same time, the evenly distributed first protrusions 34 and the second protrusions 35 enhance the structural stability of the damping device and reduce the risk of deformation or loosening caused by vibration. The multiple second protrusions 35 are arranged corresponding to the multiple first protrusions 34, forming a mutually contacting structure. During the vibration process, the first protrusions 34 and the second protrusions 35 can simultaneously absorb and disperse vibration energy, further enhancing the damping performance.

[0054] like Figure 2-Figure 4 As shown, in some embodiments, the radial inner contour of the first limiting portion 32 is provided with a plurality of first notches 36. These first notches 36 extend through both ends of the first limiting portion 32 in the thickness direction, and the first notches 36 are staggered with the second protrusions 35. By providing a plurality of second notches 37 in the radial inner contour of the first limiting portion 32, the stiffness of the elastomer 3 can be further reduced, thereby reducing the frequency of the elastomer 3. Furthermore, the provision of the first notches 36 allows the first limiting portion 32 to more easily undergo elastic deformation when subjected to vibration. This elastic deformation helps absorb and disperse vibration energy, thereby reducing the vibration amplitude and noise level of the steering wheel. The staggered arrangement of the first notches 36 and the second protrusions 35 prevents the first notches 36 from affecting the second protrusions 35.

[0055] It should be noted that, in this embodiment, the number of the first notches 36 is the same as the number of the second protrusions 35. In other embodiments, the number of the first notches 36 can also be adjusted according to the stiffness requirements of the elastic body 3 and can be designed according to actual conditions.

[0056] like Figure 4-Figure 6 As shown, in some embodiments, the radial inner contour of the cylindrical base 31 is provided with a plurality of second notches 37 corresponding to the plurality of first notches 36. A plurality of ribs 38 are formed between the plurality of second notches 37. The plurality of ribs 38 respectively correspond to the plurality of second protrusions 35, and the plurality of ribs 38 abut against the outer wall of the guide cylindrical portion 52. By providing a plurality of third notches 54 in the radial inner contour of the first limiting portion 32, the stiffness of the elastic body 3 can be further reduced, thereby reducing the frequency of the elastic body 3. Ribs 38 are formed between adjacent third notches 54, and each rib 38 corresponds to a second protrusion 35.

[0057] like Figure 2-Figure 3 and Figure 7 As shown, in some embodiments, the guide cylinder portion 52 is provided with a plurality of third notches 54. These third notches 54 divide the guide cylinder portion 52 into a plurality of arcuate elastic pieces 55. Each of these arcuate elastic pieces 55 extends outward to form claws 56. These claws 56 press and secure the cover plate 2 against the second protrusion 35. The highest points of each of these claws 56 are lower than the top surface of the first protrusion 34. By providing a fourth notch 39 in the guide cylinder portion 52, the guide cylinder portion 52 is divided into a plurality of arcuate elastic pieces 55. This facilitates the movement of the arcuate elastic pieces 55 through the cylindrical base 31 to the first stop portion 32. The ends of the arcuate elastic pieces 55 extend outward to form claws 56. These claws 56 press and secure the cover plate 2 against the first stop portion 32, thereby achieving a secure connection between the elastic body 3, the support member 5, and the cover plate 2. The elastic deformation properties of the arcuate elastic pieces 55 and the claws 56 make the assembly process simpler and more efficient, reducing assembly difficulty and cost. At the same time, the highest point of the claw 56 is lower than the top surface of the first protrusion 34. Under the support of the first protrusion 34, the claw 56 can be prevented from directly contacting the second end of the fastener 1, greatly reducing the noise risk.

[0058] like Figure 2-Figure 7As shown, in some embodiments, a plurality of fourth notches 39 are formed on the radial outer contour of the second limiting portion 33. The fourth notches 39 extend through both end surfaces of the second limiting portion 33 in the thickness direction. The radial support portion 51 extends toward the second limiting portion 33 to form a plurality of bosses 53, each of which is at least partially embedded in a corresponding fourth notch 39. The fourth notches 39 formed in the second limiting portion 33 reduce the contact area between the second limiting portion 33 and the bridge plate 4 and the radial support portion 51, respectively, thereby increasing the deformation space of the elastic body 3 under pressure and achieving effective damping adjustment. The bosses 53 are formed on the radial support portion 51. In the unstressed state, the top portions of the bosses 53 extend into the fourth notches 39 but do not contact the bridge plate 4. When the bridge plate 4 is subjected to axial vibration of the fastener 1 or moves toward the wheel hub due to external force, the bosses 53 can pass through the fourth notches 39 and abut against the bridge plate 4.

[0059] It should be noted that the number of bosses 53 is less than the number of fourth notches 39. By varying the number of fourth notches 39, different frequencies of the elastomer 3 can be obtained. When the number of fourth notches 39 is determined, dampers of different frequencies can be obtained by varying the number of bosses 53 (i.e., varying the number of bosses 53 inserted into the fourth notches 39) or the positions at which the bosses 53 are inserted into the fourth notches 39. The plurality of fourth notches 39 of this design are designed to penetrate the radial outer contour of the second limiting portion 33 along the thickness direction, effectively reducing the system's damping coordination frequency. Furthermore, the abutment design of the bosses 53 against the bridge plate 4 prevents the risk of the second limiting portion 33 of the elastomer 3 from being dislodged or failing after extreme compression.

[0060] like Figure 4-Figure 6 As shown, in some embodiments, the plurality of fourth notches 39 divide the second limiting portion 33 into a plurality of elastic protrusions. Each elastic protrusion includes a base portion 310 and an abutting portion 311. The base portion 310 protrudes to both sides relative to the abutting portion 311. The side of the base portion 310 faces the radial support portion 51, and the abutting portion 311 abuts the bridge plate 4. The fourth notches 39 divide the second limiting portion 33 into a plurality of elastic protrusions, thereby facilitating deformation of the second limiting portion 33 when subjected to force, absorbing energy and cushioning impact, thereby dissipating vibration energy through deformation. The elastic protrusion is divided into an abutment portion 311 and a base portion 310 distributed upper and lower. The abutment portion 311 abuts against the bridge plate 4 and can absorb the vibration energy of the bridge plate 4. The side surface of the base portion 310 corresponds to the boss 53 and can limit the boss 53. At the same time, it can also absorb the vibration energy of the radial support portion 51. The size of the base portion 310 is larger than that of the abutment portion 311, which facilitates the deformation of the base portion 310 and the abutment portion 311 when absorbing vibration energy.

[0061] like Figure 2-Figure 4As shown, in some embodiments, a "gourd-shaped" notch is formed between two adjacent bases 310 to accommodate the boss 53. The boss 53 is embedded in the narrow neck section of the "gourd-shaped" notch. The narrow neck section and the boss 53 form a tight fit, limiting the lateral and / or radial displacement of the boss 53 within the notch, achieving high-precision positioning, and preventing the boss 53 from falling off due to vibration or external force.

[0062] like Figure 6 As shown, in some embodiments, the contact surface between the base 310 and the radial support portion 51 is the second contact surface 10, and a groove 312 is provided on the second contact surface 10. By providing a plurality of grooves 312 on the base 310, the stiffness of the base 310 can be reduced, facilitating elastic deformation of the base 310, thereby reducing the frequency of the elastomer 3.

[0063] It should be noted that the depth of the groove 312 can be designed according to actual conditions. In this embodiment, the groove 312 passes through the base 310, thereby ensuring that the base 310 has a larger deformation range.

[0064] The same or similar parts between the various embodiments in this specification can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the method embodiments described later, since they correspond to the device, the description is relatively simple, and the relevant parts can be referred to the partial description of the device embodiment.

[0065] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A car steering wheel damping device, arranged in the mounting hole of a bridge plate (4), for damping the vibration of components in the mounting hole, comprising an elastic body (3), a support member (5) and a cover plate (2), wherein the elastic body (3) comprises a cylindrical base (31) arranged in the mounting hole of the bridge plate (4) and a first limiting portion (32) and a second limiting portion (33) respectively clamped on both sides of the bridge plate (4), the support member (5) comprises a guide cylinder (52) and a radial support portion (51), the guide cylinder (52) passes through the cylindrical base (31) and is engaged with the cover plate (2), the cover plate (2) and the radial support portion (51) respectively abut against the first limiting portion (32) and the second limiting portion (33) to form a first contact surface (9) and a second contact surface (10), characterized in that The maximum width of at least one of the first contact surface (9) and the second contact surface (10) is not greater than the inner diameter of the mounting hole.

2. The automobile steering wheel damping device according to claim 1, characterized in that: The periphery of the mounting hole comprises a metal plate body and a plastic overmolding component (8), and the maximum width of at least one of the first contact surface (9) and the second contact surface (10) is greater than the inner diameter of the plastic overmolding component (8) and smaller than the inner diameter of the metal plate body.

3. The automobile steering wheel damping device according to claim 1, characterized in that: The bridge plate (4) is mounted on the steering wheel hub (7) via a fastener (1); a first end of the fastener (1) passes through the guide cylinder (52) and is fixed to the steering wheel hub (7); a biasing member (6) is provided between the steering wheel hub (7) and the radial support portion (51); the biasing member (6) pushes the radial support portion (51) and thereby pushes the device into contact with the second end of the fastener (1); A plurality of first protrusions (34) having a first height are formed on the outer peripheral side of the first limiting portion (32) extending in a direction close to the second end of the fastener (1), and the first protrusions (34) abut against the second end of the fastener (1).

4. The automobile steering wheel damping device according to claim 3, characterized in that: A second protrusion (35) smaller than the first height is formed on the inner side of the first protrusion (34) and extends toward the cylindrical base (31); the first contact surface (9) abuts against the second protrusion (35); and the periphery of the cover plate abuts against the side of the first protrusion (34).

5. The automobile steering wheel damping device according to claim 4, characterized in that: The plurality of second protrusions (35) are respectively arranged corresponding to the plurality of first protrusions (34), and the plurality of first protrusions (34) and / or the plurality of second protrusions (35) are evenly distributed in the circumferential direction of the first limiting portion (32).

6. The automobile steering wheel damping device according to claim 5, characterized in that: The radial inner contour of the first limiting portion (32) is provided with a plurality of first notches (36), the first notches (36) passing through both ends of the first limiting portion (32) in the thickness direction, and the first notches (36) and the second protrusions (35) are staggered.

7. The automobile steering wheel damping device according to claim 6, characterized in that: The radial inner contour of the cylindrical base (31) is provided with a plurality of second notches (37) corresponding to the plurality of first notches (36), and a plurality of ribs (38) are formed between the plurality of second notches (37). The plurality of ribs (38) respectively correspond to the plurality of second protrusions (35), and the plurality of ribs (38) abut against the outer wall of the guide cylinder (52).

8. The automobile steering wheel damping device according to claim 7, characterized in that: The guide cylinder portion (52) is provided with a plurality of third notches (54), and the plurality of third notches (54) divide the guide cylinder portion (52) into a plurality of arc-shaped elastic sheets (55). The plurality of arc-shaped elastic sheets (55) extend outward to form claws (56), and the claws (56) press and fix the cover plate (2) on the second protrusion (35). The highest points of the plurality of claws (56) are all lower than the top surface of the first protrusion (34).

9. The automobile steering wheel damping device according to any one of claims 1 to 8, characterized in that: A plurality of fourth notches (39) are formed on the radial outer contour of the second limiting portion (33), and the fourth notches (39) pass through the two end surfaces of the second limiting portion (33) in the thickness direction. The radial support portion (51) extends toward the second limiting portion (33) to form a plurality of bosses (53), and the bosses (53) are at least partially embedded in the corresponding fourth notches (39).

10. The automobile steering wheel damping device according to claim 9, characterized in that: The plurality of fourth notches (39) divide the second limiting portion (33) into a plurality of elastic protrusions, wherein the elastic protrusions include a base (310) and an abutting portion (311), wherein the base (310) protrudes to both sides compared to the abutting portion (311), and the side surface of the base (310) is opposite to the radial supporting portion (51), and the abutting portion (311) abuts against the bridge plate (4).

11. The automobile steering wheel damping device according to claim 10, characterized in that: A "gourd-shaped" notch is formed between two adjacent bases (310) to accommodate the boss (53).

12. The automobile steering wheel damping device according to claim 11, characterized in that: The second contact surface (10) of the base (310) is provided with a groove (312).

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