Instrument panel assembly, controller, and transportation vehicle

Abstract

The present application relates to the technical field of instrument panel assembly, and particularly relates to an instrument panel assembly, a controller and a traffic carrier, the instrument panel assembly comprising an instrument panel and a steering wheel, the steering wheel comprising a center piece and a rim, the rim being arranged on the center piece; the steering wheel having a storage state; when the steering wheel is in the storage state, the instrument panel shields the rim, and at least part of the center piece is not shielded by the instrument panel. In this way, when the steering wheel is in the storage state, the instrument panel shields all or part of the rim, at least part of the center piece is not shielded by the instrument panel, and the part of the instrument panel used to expose the center piece, such as a through hole, can be designed to be smaller, which is beneficial to increase the solid area of the instrument panel, facilitate the installation of other structures on the instrument panel, such as an instrument panel, and improve the appearance.

Description

Technical Field

[0001] This application relates to the field of instrument panel assembly technology, and more particularly to an instrument panel assembly, controller, and vehicle. Background Technology

[0002] With the rapid development of automotive intelligence and autonomous driving technologies, foldable steering wheels are gradually becoming an important development direction in smart cockpit design. In high-level autonomous driving scenarios, the steering wheel can be folded and stored inside the dashboard when not in driving mode, freeing up passenger space and improving cockpit flexibility and user experience.

[0003] However, the relevant technology only considered the way the steering wheel is stored, without fully considering the experience of the driver and passengers after the steering wheel is stored. Summary of the Invention

[0004] The purpose of this application is to provide an instrument panel assembly, controller, and vehicle to solve the problem of poor user experience caused by the exposed rim of the steering wheel when the steering wheel is in the retracted state.

[0005] In a first aspect, an instrument panel assembly is provided, including an instrument panel and a steering wheel, the steering wheel including a center element and a rim, the rim being disposed on the center element; the steering wheel has a retracted state. When the steering wheel is in the retracted state, the dashboard covers the wheel rim, and at least a portion of the center member is not covered by the dashboard.

[0006] This results in a better user experience, a more aesthetically pleasing appearance, and maintains the integrity of the dashboard, while also facilitating the installation of other components on the dashboard, such as the display.

[0007] Furthermore, when the steering wheel is in the retracted state, the dashboard completely covers the wheel rim, but at least part of the center component is not obscured. This allows for a smaller design of the dashboard's exposed portions, such as through-holes, increasing the dashboard's surface area. This facilitates the installation of other structures on the dashboard, such as the instrument panel itself, and enhances the aesthetics. Simultaneously, because at least part of the center component is not obscured by the dashboard, the exposed portion of the center component allows for easy switching between the displayed and retracted states, simplifying the steering wheel's retraction path and reducing control complexity.

[0008] Optionally, the wheel rim has a folded state. When the steering wheel is in the retracted state, the wheel rim is in the folded state and the wheel rim is located on one side of the first axis. The steering wheel also has an on-exhibition state, and the first axis is the rotation axis used to drive the wheels to rotate when the steering wheel is in the on-exhibition state.

[0009] Optionally, the rim has a folded state and an unfolded state, and when the rim switches between the folded state and the unfolded state, the rim can rotate relative to the central member.

[0010] Optionally, the steering wheel further includes a connecting arm connected to the wheel rim, wherein the connecting arm can rotate relative to the central member when the wheel rim switches between a folded state and an unfolded state.

[0011] Optionally, the rim includes a first rim and a second rim, and when the rim switches between a folded state and an unfolded state, the second rim can rotate relative to the first rim.

[0012] Optionally, when the rim is in the unfolded state, the first rim is positioned above the second rim along the 12 o'clock direction of the rim; The first rim is rotatably connected to the central member, and the second rim is rotatably connected to the first rim; During the process of the wheel flange switching from the unfolded state to the folded state, the first wheel flange rotates upward relative to the center member, and the second wheel flange rotates upward relative to the first wheel flange.

[0013] Optionally, when the rim is in the unfolded state, the first rim is positioned above the second rim along the 12 o'clock direction of the rim; The first rim is rotatably connected to the central member, and the second rim is rotatably connected to the first rim; During the process of the wheel flange switching from the unfolded state to the folded state, the first wheel flange rotates downward relative to the center member, and the second wheel flange rotates upward relative to the first wheel flange.

[0014] Optionally, when the rim is in the unfolded state, the first rim is positioned above the second rim along the 12 o'clock direction of the rim; The second rim is rotatably connected to the central member, and the first rim is rotatably connected to the second rim; During the transition from the unfolded state to the folded state, the second rim rotates upward relative to the center member, and the first rim rotates downward relative to the second rim.

[0015] Optionally, when the rim is in the unfolded state, the first rim is positioned above the second rim along the 12 o'clock direction of the rim; The second rim is rotatably connected to the central member, and the first rim is rotatably connected to the second rim; During the transition from the unfolded state to the folded state, the second rim rotates downward relative to the center member, and the first rim rotates downward relative to the second rim.

[0016] Optionally, along the 6 o'clock or 12 o'clock direction of the rim, the size of the first rim is K1, and the size of the second rim is K2; K1 > K2; or, K1 and K2 satisfy: 1 / 4 ≤ K2 / K1 ≤ 2 / 5; or, K1 and K2 satisfy: 1 / 4 ≤ K2 / K1 ≤ 1 / 2; Optionally, the circumference of the rim is C1, and the length of the second rim is C2, where 1 / 5 ≤ C2 / C1 ≤ 1 / 2; Optionally, when the wheel flange is in the folded state, the first wheel flange is located on one side of the first axis, and the second wheel flange is located on the side of the first wheel flange facing away from the first axis. Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

[0017] Optionally, along the 6 o'clock or 12 o'clock direction of the rim, the size of the first rim is K1, and the size of the second rim is K2; K1 < K2; or, K1 and K2 satisfy: 1 / 4 ≤ K1 / K2 ≤ 2 / 5; or, K1 and K2 satisfy: 1 / 4 ≤ K1 / K2 ≤ 1 / 2; Optionally, the circumference of the rim is C3, and the length of the first rim is C4, where 1 / 5 ≤ C4 / C3 ≤ 1 / 2; Optionally, when the wheel flange is in the folded state, the second wheel flange is located on one side of the first axis, and the first wheel flange is located on the side of the second wheel flange facing away from the first axis. Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

[0018] Optionally, when the steering wheel is in the retracted state, the projection of the wheel rim and the center member at least partially overlap along the first axis; The steering wheel also has an on-exhibition state, and the first axis is the rotation axis used to drive the wheels to rotate when the steering wheel is in the on-exhibition state.

[0019] Optionally, the surface of the central member facing the driver's seat is a first surface; When the steering wheel is in the retracted state, the first surface is closer to the driver's seat than the wheel rim.

[0020] Optionally, the instrument panel is provided with a through hole along the first axis, and at least a portion of the central member is opposite to the through hole; The steering wheel also has an on-exhibition state, and the first axis is the rotation axis used to drive the wheels to rotate when the steering wheel is in the on-exhibition state.

[0021] Optionally, the dashboard includes a first dashboard and a second dashboard; The second dashboard is movable relative to the first dashboard to allow the steering wheel to switch between an on display state and a stowed state, at least via a space covered by the second dashboard.

[0022] Optionally, the first instrument panel and the second instrument panel form the through hole.

[0023] Optionally, when the steering wheel is in the retracted state, the second instrument panel covers the wheel rim.

[0024] Optionally, the center component includes a frame and a front end component, the wheel flange is disposed on the frame, and the front end component is located on the side of the frame facing the driver's seat.

[0025] Optionally, a mounting space is formed between the front end component and the frame, the mounting space being adapted to mount at least one of an airbag or a circuit assembly; and / or, The front-end component includes at least one of a display, a keypad, or a cover.

[0026] Optionally, when the steering wheel is in the retracted state, at least a portion of the front end member is located in the through hole. Along the perpendicular direction of the first axis, there is a gap between the front end member and the through hole, and the front end member and the through hole satisfy the following conditions: The width of the gap is A, where A satisfies: 0≤A≤10mm, and / or, the instrument panel assembly further includes a gap filler, which is disposed on the instrument panel or the front end piece, and the projection of the gap filler overlaps with the projection of the gap on a plane perpendicular to the first axis. Alternatively, when the steering wheel is in the retracted state, the front end piece and the through hole satisfy the following: The front end component is located on one side of the instrument panel and covers the through hole; Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

[0027] Optionally, the surface of the front end member facing the driver's seat is a first surface, and the instrument panel has a first surface area facing the driver's seat, the first surface area being in contact with the inner wall surface of the through hole; When the steering wheel is in the retracted state, the top position of the first surface is located on the side of the first surface area facing away from the driver's seat, and the distance between the first surface area and the top position of the first surface along the first axis is F3, where F3 satisfies: 0 ≤ F3 ≤ 25 mm; or, the top position of the first surface is located on the side of the first surface area facing the driver's seat, and the distance between the first surface area and the top position of the first surface along the first axis is F1, where F1 satisfies: 0 ≤ F1 ≤ 30 mm. Optionally, the front end can move relative to the frame closer to the driver's seat.

[0028] Secondly, a controller is also provided, including an instrument panel and a steering wheel, the steering wheel including a center element and a rim, the rim being disposed on the center element; the steering wheel has a retracted state, and the controller is configured to: When the steering wheel is in the retracted state, the instrument panel is switched to the first state; In the first state, the dashboard obscures the wheel rim, but at least a portion of the center member is not obscured by the dashboard. Optionally, the dashboard includes a first dashboard and a second dashboard, and the controller is configured to: Control the second instrument panel to move relative to the first instrument panel in a first direction to switch to the first state.

[0029] Optionally, the steering wheel also has an exposed state, and the controller is configured to: Control the second instrument panel to move relative to the first instrument panel in a second direction, so that the steering wheel can switch from the retracted state to the displayed state; The second direction is opposite to the first direction.

[0030] Optionally, the center component includes a frame and a front end component, the wheel flange is disposed on the frame, the front end component is located on the side of the frame facing the driver's seat, and the controller is further configured to: The front end component is controlled to move relative to the frame closer to the driver's seat.

[0031] Thirdly, a control method is also provided for controlling an instrument panel assembly, the instrument panel assembly including an instrument panel and a steering wheel, the steering wheel including a center element and a rim, the rim being disposed on the center element; the steering wheel has a retracted state, and the control method includes: When the steering wheel is in the retracted state, the instrument panel is switched to a first state. In the first state, the instrument panel covers the wheel rim, and at least a portion of the center component is not covered by the instrument panel. Optionally, the dashboard includes a first dashboard and a second dashboard, and controlling the dashboard to switch to the first state includes: Control the second instrument panel to move relative to the first instrument panel in a second direction.

[0032] Optionally, the central component includes a frame and a front end component, the wheel flange is disposed on the frame, and the front end component is located on the side of the frame facing the driver's seat. The control method further includes: The front end component is controlled to move relative to the frame closer to the driver's seat.

[0033] Fourthly, a controller is also provided, including a processor and a memory; the memory stores instructions executable by the processor; when the processor is configured to execute the instructions, the controller enables the control method as described in any of the above technical solutions.

[0034] Fifthly, a computer-readable storage medium is also provided, storing a computer software program; when the computer software program is run in a controller, the controller enables the controller to implement the control method described in any of the above technical solutions.

[0035] Sixthly, a computer program product is also provided, including a computer program; when the computer program is executed, it can implement the control method described in any of the above technical solutions.

[0036] In a seventh aspect, a vehicle is also provided, including an instrument panel assembly of the first aspect, and / or, a controller of the second aspect or a controller of the fourth aspect, or a computer-readable storage medium of the fifth aspect, or a computer program product of the sixth aspect. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of a steering wheel in an exhibited state in a related technology. Figure 2 This is a schematic diagram of the steering wheel in a stowed state in the relevant technology; Figure 3 This is a schematic diagram of a folding steering wheel in related technologies; Figure 4 This is a schematic diagram showing the positions of the steering wheel and dashboard in one example of this application; Figure 5This is a schematic diagram showing the location of the steering wheel and dashboard in another example of this application; Figure 6 This is a structural diagram illustrating the process of switching the steering wheel from an unfolded state to a folded state. Figure 7 The diagram shows the structure of a steering wheel provided in some embodiments of this application, wherein the steering wheel is in an unfolded state; Figure 8 for Figure 7 The diagram shows the structure of the steering wheel in its unfolded and folded states when viewed from another perspective. Figure 9 A comparison diagram of the steering wheel provided in this application; Figure 10 for Figure 7 The diagram shows one state of the steering wheel during the folding process. Figure 11 for Figure 7 The diagram shows another state of the steering wheel during the folding process. Figure 12 This application provides structural schematic diagrams of a steering wheel during the folding process, as shown in some embodiments of the present application. Figure 13 for Figure 12 The diagram shows the steering wheel in a folded state. Figure 14 Schematic diagrams of a steering wheel in the folding process and folded state, provided for some embodiments of this application; Figure 15 Schematic diagrams of a steering wheel in the folding process and folded state, provided for some embodiments of this application; Figure 16 A schematic diagram illustrating the interaction between a steering wheel and a dashboard, provided for some embodiments of this application; Figure 17 for Figure 7 A schematic diagram of the center component of the steering wheel in one state; Figure 18 for Figure 17 A schematic diagram showing the positions of the front-end components and the instrument panel in the first embodiment; Figure 19 for Figure 17 A schematic diagram showing the positions of the front-end components and the instrument panel in the second embodiment; Figure 20 for Figure 17 A schematic diagram showing the positions of the front-end components and the instrument panel in the third embodiment; Figure 21 for Figure 1 Assembly diagram of the gap filler and the front end part; Figure 22 for Figure 21A partial schematic diagram; Figure 23 for Figure 21 A three-dimensional structural diagram of the gap filler; Figure 24 for Figure 23 Exploded view; Figure 25 for Figure 1 A schematic diagram of the structure of the adjustment component in its initial state; Figure 26 for Figure 1 A schematic diagram of the structure of the adjustment component in the adjustment state; Figure 27 for Figure 25 A schematic diagram of the structure of the adjustment component; Figure 28 for Figure 25 A sectional view; Figure 29 for Figure 1 A schematic diagram of the assembly of the central adjustment component and the instrument panel in another embodiment; Figure 30 for Figure 29 Exploded view; Figure 31 for Figure 25 A cross-sectional view of the adjustment component; Figure 32 for Figure 26 A cross-sectional view of the adjustment component; Figure 33 This is a schematic diagram of the structure of an instrument panel assembly provided in some embodiments of this application.

[0039] Figure label: 1000 - Transportation vehicles; 100 - Instrument panel assembly; 10 - Steering wheel; 10a - 12 o'clock position, 10b - 3 o'clock position, 10c - 6 o'clock position, 10d - 9 o'clock position, O1 - First axis; 1-Center component, 11-Frame, 12-Front-end component; 2-Flange rim, 21-First rim rim, 22-Second rim rim; 3-First axis; 4-Second axis; 5-Connecting arm; 6-Gap filler, 61-First opening, 62-Second opening, 63-Base, 64-Flexible layer; 7-Adjustment component, 7a-First adjustment component, 7b-Second adjustment component, 71-Driver, 72-Push rod, 721-Second limiting part, 73-Base, 731-First limiting part, 732-Mounting hole, 7321-First hole segment, 7322-Second hole segment, 74-First elastic element; 8-Staff; 20-Instrument panel, 20a-First instrument panel, 20b-Second instrument panel, 201-Through hole. Detailed Implementation

[0040] In the embodiments of this application, the terms "first," "second," "third," and "fourth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," and "fourth" may explicitly or implicitly include one or more of that feature.

[0041] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0042] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0043] In the embodiments of this application, "parallel" includes the described situation and situations similar to the described situation. For example, "parallel" includes absolute parallelism and approximately parallelism, wherein the acceptable deviation range of approximately parallelism can be, for example, a deviation within 5°.

[0044] In a vehicle 1000, such as a motor vehicle or a transport robot, a steering wheel 10 is used to control the direction of travel of the vehicle 1000. For an example, please refer to [link to example]. Figure 1 The steering wheel 10 achieves steering control by rotating its rim. With technological advancements, the steering wheel 10 needs to be stored and folded inwards towards the dashboard 20 to meet users' needs for spatial comfort in scenarios such as intelligent driving and sleeping.

[0045] Please see Figure 2 When the steering wheel 10 is folded into the inner side of the instrument panel 20, the rim 2 of the steering wheel 10 is folded relative to the center piece 1 to reduce the space occupied by the steering wheel 10 inside the instrument panel 20 when it is folded into the inner side of the instrument panel 20.

[0046] For related technologies, please refer to Figure 3 , Figure 3 (a) is a schematic diagram of a steering wheel 10 in an exhibited state, provided by related technologies. Figure 3 Figure (b) shows a schematic diagram of the steering wheel 10 in its folded state. The rim includes an upper rim 2a and a lower rim 2b. Specifically, the upper rim 2a and lower rim 2b are flipped towards the side opposite the driver's seat to achieve the folding of the steering wheel 10. However, after the upper rim 2a and lower rim 2b are flipped, please refer to... Figure 3 In (b), the ends of the upper rim 2a and lower rim 2b facing the driver's seat are roughly flush with the end of the center component 1 facing the driver's seat, and cannot be hidden inside the instrument panel 20, resulting in a less neat appearance. To solve this problem, the end of the center component 1 facing the driver's seat could be designed to be larger to cover the rim and block the through-hole on the instrument panel. However, this would encroach on the space of the instrument panel 20, which would be detrimental to the design of other structures on the instrument panel 20, such as the instrument panel itself.

[0047] To resolve the above issues, please refer to Figure 4 This application proposes an instrument panel assembly 100, including an instrument panel 20 and a steering wheel 10. The instrument panel 20 serves as the housing structure of the instrument panel assembly 100 and is used to house structures such as instruments, air conditioning vents, or displays, or to form an instrument compartment by enclosing the front bulkhead of a vehicle.

[0048] The steering wheel 10 includes a center component 1 and a rim 2, wherein the rim 2 is disposed on the center component 1. The steering wheel 10 has a folded-down state. Figure 4 A schematic diagram of the steering wheel 10 in its stowed state is shown.

[0049] When the steering wheel 10 is in the retracted state, the instrument panel 20 covers the wheel rim 2, and at least a portion of the center piece 1 is not covered by the instrument panel 20.

[0050] The term "insulating the wheel rim" refers to the fact that when the steering wheel 10 is in the retracted state, the entire wheel rim 2 is obscured by the dashboard 20 and cannot be seen by the driver sitting in the driver's seat. For example, when the steering wheel 10 is in the retracted state, along the first axis, a portion of the wheel rim's projection lies within the projection of the dashboard, thus being partially obscured by the dashboard, while another portion lies within the projection of the center member 1, thus being obscured by the center member 1. Another example is that along the first axis, the entire projection of the wheel rim lies within the projection of the dashboard, thus being completely obscured by the dashboard. The first axis O1 is the axis of the output end of the steering column to which the steering wheel 10 is connected. The steering wheel 10 can rotate around the first axis O1 to drive the steering column to rotate, thereby driving the wheels connected to the steering column to rotate.

[0051] Accordingly, "at least a portion of the center component 1 is not obscured by the dashboard" means that when the steering wheel 10 is in the retracted state, at least a portion of the center component 1 is not obscured by the dashboard and can be seen by the driver sitting in the driver's seat. For example, when the steering wheel 10 is in the retracted state, along the first axis O1, a portion of the projection of the center component 1 lies outside the projection of the dashboard, thus being partially exposed, while another portion lies inside the projection of the dashboard, thus being obscured by the dashboard. As another example, along the first axis O1, the entire projection of the center component 1 lies outside the projection of the dashboard, thus being completely exposed and not obscured by the dashboard.

[0052] In this way, when the steering wheel 10 is in the retracted state, the dashboard completely covers the wheel rim, and at least a portion of the center component 1 is not obscured by the dashboard 20. The portion of the dashboard used to expose the center component 1 (such as the through-hole 201) can be designed to be smaller, which helps increase the physical area of ​​the dashboard, facilitates the installation of other structures such as the dashboard itself on the dashboard 20, and improves the aesthetics. Simultaneously, since at least a portion of the center component 1 is not obscured by the dashboard 20, it is convenient for the center component 1 to switch between the displayed and retracted states via the exposed portion of the dashboard, simplifying the steering wheel's retraction path and control complexity. Furthermore, having at least a portion of the center component exposed near the driver's seat is also aesthetically pleasing. Installing a display screen, button panel, airbag, or decorative cover on the side of the center component near the driver's seat can also achieve other functions. For example, installing an airbag allows the airbag on the steering wheel to function even when the steering wheel is retracted; and when installing a display screen, exposing the display provides a better user experience.

[0053] Please see Figure 4 and Figure 7 In some embodiments, when the steering wheel 10 is in the retracted state, the rim 2 is in a folded state, and the rim 2 is located on one side of the first axis O1. That is, when the steering wheel 10 is retracted into the instrument panel 20, the rim 2 flips towards the center member 1. This flipping can be as follows: Figure 4 As shown, it flips upwards towards the center piece 1 and, when in the folded state, is positioned above the center piece 1. This flipping can also be done as follows: Figure 7 As shown, it flips downwards towards the center piece 1, and when in the folded state, it shifts downwards towards the center piece 1.

[0054] Please refer to Figure 5 and Figure 6In some embodiments, the wheel rim 2 also has an unfolded state. When switching between the folded and unfolded states, the wheel rim 2 can rotate relative to the center member. This reduces the distance between the wheel rim 2 and the center member, decreasing the volume of the steering wheel when the wheel rim 2 is folded. Simultaneously, folding the wheel rim 2 also reduces its volume, increases the rotatable angle between the wheel rim 2 and the center member, and further reduces the volume of the steering wheel in the folded state.

[0055] When the wheel rim 2 can rotate relative to the central member, the wheel rim 2 can be directly connected to the central member 1 or indirectly connected to the central member 1; this application does not impose any restrictions on this. In some embodiments, the steering wheel further includes a connecting arm connected to the wheel rim 2. When the wheel rim 2 switches between a folded state and an unfolded state, the connecting arm can rotate relative to the central member.

[0056] In this way, by moving the rotation connection point between the wheel rim 2 and the center piece outward through the connecting arm, the effective rotation radius of the wheel rim 2 relative to the center piece is increased, the rotation angle of the wheel rim 2 is improved, and the wheel rim 2 can be adjusted in a wider range of postures, breaking through the limitation of the rotation limit on the outer contour of the center piece, and folding deeper into the central area of ​​the center piece 1, thereby compressing the overall envelope size after folding, improving space utilization and storage compactness.

[0057] The applicant discovered that if the entire wheel rim 2 needs to be flipped, occupying less space and minimizing interference with passengers, the diameter of the wheel rim could be reduced. However, interference issues would arise during the flipping process. Specifically, during the flipping process, wheel rim 2 is prone to interference with structures such as the center component 1, preventing it from folding to the target position. Furthermore, after the entire wheel rim 2 is folded, it is affected by the center component 1, forcing it to be positioned to one side of the center component 1, making it difficult to further reduce the space occupied by the steering wheel.

[0058] To resolve the above issues, please refer to Figure 7 and Figure 8 The rim 2 includes a first rim 21 and a second rim 22, which are different sections of the rim 2. In the unfolded state, the first rim 21 and the second rim 22 are arranged circumferentially along the center member 1, and the angle between the first rim 21 and the second rim 22 is approximately 180°. The angle between the first rim 21 and the second rim 22 refers to the angle between the plane containing the first rim 21 and the plane containing the second rim 22. The plane containing the first rim 21 refers to the plane containing the line connecting the centers of the cross-sections at various positions along the length of the first rim 21. Similarly, the plane containing the second rim 22 refers to the plane containing the line connecting the centers of the cross-sections at various positions along the length of the second rim 22. In the unfolded state, the planes containing the first rim 21 and the second rim 22 are also perpendicular to the first axis O1.

[0059] During the transition between the unfolded and folded states, the wheel rim 2 rotates relative to the center member 1, and the second wheel rim 22 rotates relative to the first wheel rim 21. Specifically, "the wheel rim 2 rotating relative to the center member 1" means that during the transition from the unfolded to the folded state of the steering wheel 10, the wheel rim 2 rotates relative to the center member 1 towards one side of the first axis O1; during this rotation, the position of the wheel rim 2 changes. When the wheel rim 2 rotates relative to the center member 1 around the first axis, the first axis intersects with the first axis O1, where intersection includes perpendicular or non-perpendicular cases, but not parallel cases. The rotation of the second wheel rim 22 relative to the first wheel rim 21 can be simply understood as the second wheel rim 22 and the first wheel rim being able to rotate relative to each other around the second axis 4.

[0060] Optionally, during the transition from the unfolded state to the folded state, the rim 2 rotates relative to the center member 1 in a first direction, and the second rim 22 rotates relative to the first rim 21 in a second direction. During the transition from the folded state to the unfolded state, the rim 2 rotates relative to the center member 1 in the opposite direction of the first direction, and the second rim 22 rotates relative to the first rim 21 in the opposite direction of the second direction. The transition from the folded state to the unfolded state is the reverse of the transition from the unfolded state to the folded state. The following embodiments focus on describing the transition from the folded state to the unfolded state. The transition from the unfolded state to the folded state can be derived by referring to the transition from the folded state to the unfolded state, and will not be elaborated upon here.

[0061] The rotation of the rim 2 relative to the center member 1 specifically means that the entire rim 2 rotates relative to the center member 1, and the entire first rim 21 and second rim 22 rotates relative to the center member 1.

[0062] In this way, when the wheel rim 2 switches from the unfolded state to the folded state, the wheel rim 2 as a whole rotates relative to the center member 1, and the second wheel rim 22 inside the wheel rim 2 rotates relative to the first wheel rim 21. This reduces the size of the wheel rim 2 in the plane perpendicular to the first axis O1 during the folding process, that is, the motion envelope of the wheel rim 2 is small, reducing the probability of interference with the driver. At the same time, it can avoid interference with the center member 1, the instrument panel 20, and other surrounding components during rotation, allowing the steering wheel 10 to fold to the target state and reducing the probability of interference with the driver. When the wheel rim 2 is in the folded state, the wheel rim 2 as a whole rotates relative to the center member 1 to achieve a first fold, and the first wheel rim 21 rotates relative to the second wheel rim 22 to achieve a second fold. This can reduce the volume of the steering wheel 10 in the folded state, saving the space occupied by the steering wheel 10 when stored inside the instrument panel 20, and making it easier to store. Here, the first axis O1 is the central axis of the steering column connected to the steering wheel, that is, the axis that can drive the wheels to turn when the steering wheel rotates around the first axis.

[0063] It should be noted that in this application, the terms "first fold" and "second fold" are not intended to emphasize the order of folding, but are used to better describe the shape of the steering wheel in the folded state. The same understanding will be applied to the same scenarios in the following text.

[0064] If only rim 2 flips, then after rim 2 flips, due to the interference between rim 2 and the central component, rim 2 can only be located on one side of the central component 1, occupying a large space. If rim 2 as a whole rotates relative to the central component 1, and the second rim 22 rotates relative to the first rim 21, see reference. Figure 5 As shown, the wheel rim is in a folded state. Since the second wheel rim is positioned relative to the first wheel rim, the first and second wheel rims are stacked, which not only reduces the front and rear space occupied, but also allows the entire wheel rim 2 to move a certain distance closer to the first axis O1, further compressing the height space, and even reducing the space of one wheel rim. Since the rotation of the second wheel rim relative to the first wheel rim eliminates the interference between the second wheel rim and the center member 1, the first wheel rim can rotate to the periphery of the center member 1, or allow part of the wheel rim to sink into the step space between the center member 1 and the steering column. The wheel rim will not interfere with the side of the center member 1. This not only reduces the radial space occupied by the steering wheel in the folded state, but also achieves the purpose of further compressing the occupied space.

[0065] For details, please refer to Figure 9 , Figure 9 (a) is a schematic diagram of the envelope space required for rim folding in this application and related technologies, where c is the envelope space required for rim rotation provided in this application, and d is the envelope space required for rim flipping in related technologies. Figure 9 As can be seen from (a) in the present application, compared with the related technologies, the relative rotation of the second rim and the first rim can effectively reduce the envelope space required for rim rotation.

[0066] Figure 9 (b) is a schematic diagram showing the position of the steering wheel relative to the dashboard after folding, in the relevant technology. Figure 9 (c) in this application is a schematic diagram showing the position of the steering wheel relative to the dashboard after folding. Figure 9 (b) and Figure 9 As can be seen from (c) in this application, compared with related technologies, the relative rotation of the second wheel rim 22 and the first wheel rim 21 can effectively release the space between the wheel rim 2 and the dashboard, thereby improving the space utilization rate of the wheel rim 2.

[0067] In some embodiments, when the rim 2 is in the unfolded state, the central angle of the rim 2 satisfies: 350°≤α≤360°. This means that the central angle corresponding to the arc-shaped trajectory formed by the rim 2 extending circumferentially is not less than 350° and not greater than 360°. In other words, the rim 2, in the unfolded state, forms a nearly closed or completely closed annular gripping portion. Specifically, when the steering wheel 10 is in the unfolded state, the rim of the steering wheel 10 is a full-spoke rim. This satisfies the driver's gripping needs at different steering angles, ensuring both comfort and safety in steering control. Furthermore, it allows the first rim 21 to rotate around the central member 1, and the second rim 22 to rotate around the first rim 21, enabling the steering wheel 10 to fold in layers, increasing its compressible volume and improving the space utilization rate after compression.

[0068] Please refer to Figure 8 In some embodiments, when the wheel rim 2 is in the extended state, along the 12 o'clock direction of the wheel rim 2, the first wheel rim 21 is located above the second wheel rim 22. The first wheel rim 21 is the upper wheel rim, and the second wheel rim 22 is the lower wheel rim. The 12 o'clock direction refers to the direction in which the center of the wheel rim 2 points to the upper end of the wheel rim 2 when the steering wheel 10 is in the straight-ahead state. The straight-ahead state refers to the state of the steering wheel 10 when the vehicle is traveling in a straight line. The upper end of the wheel rim 2 refers to the upper end along the height direction.

[0069] In this way, the size of the steering wheel 10 along the 12 o'clock direction 10a in the folded state can be effectively reduced. When the steering wheel 10 is applied to the vehicle 1000, the size occupied by the wheel flange 2 along the front and rear directions of the vehicle 1000 in the folded state can be reduced.

[0070] In some embodiments, the first rim 21 is rotatably connected to the center member 1, and the second rim 22 is rotatably connected to the first rim 21.

[0071] Optionally, the first wheel rim 21 can be rotatably connected to the center member 1 via a first rotating connecting arm, and the second wheel rim 22 can be rotatably connected to the first wheel rim 21 via a second rotating connecting arm. There is no direct connection between the second wheel rim 22 and the center member 1. The first and second rotating connecting arms can be hinges, flexible connecting arms, etc., and this application does not impose any limitations on them. Optionally, the first rotating connecting arm may include a first shaft 3, and the second rotating connecting arm may include a second shaft 4.

[0072] Based on the above, for optional information, please refer to... Figure 8 , Figure 10 and Figure 11During the process of the wheel rim 2 switching from the unfolded state to the folded state, the first wheel rim 21 rotates upward relative to the center member 1, and the second wheel rim 22 rotates upward relative to the first wheel rim 21.

[0073] The upward rotation described in this embodiment and the embodiments below refers to the counterclockwise rotation of the first wheel rim 21 when viewed from the left side of the steering wheel, and the downward rotation refers to the clockwise rotation when viewed from the left side of the steering wheel. The same expressions in the following text should be understood in the same way, and will not be repeated here.

[0074] Thus, when the first rim 21 rotates upward, the second rim 22 also rotates upward relative to the first rim 21 to raise the second rim 22. This prevents the second rim 22 from interfering with the first surface 13 of the center member 1 during its upward rotation, especially preventing interference between the second rim 22 and point a of the first surface 13. This increases the rotatable angle of the rim 2 relative to the center member 1, reduces the distance between the first rim 21 and the first axis O1 when the rim 2 is in the folded state, and reduces the volume of the steering wheel 10 in the folded state. Here, the first surface 13 of the center member 1 refers to the surface of the center member 1 facing the driver's seat.

[0075] Furthermore, as the first rim 21 rotates upward, the second rim 22 also rotates upward relative to the first rim 21. Based on the first rim 21 folding once relative to the center member 1, the second rim 22 folds a second time relative to the first rim 21. In this way, in the folded state, the rim 2 is entirely folded to the upper side of the center member 1. The rim 2 has a smaller dimension on the first axis O1, occupying less space and avoiding interference with the instrument panel 20, thereby optimizing the shape of the instrument panel 20.

[0076] Meanwhile, since the dimensions of the wheel rim 2 along the first axis O1 are more compact after folding, the required sinking depth and movement stroke of the steering wheel 10 during storage are shorter, which reduces the storage stroke of the steering wheel 10, reduces the requirements on the steering column, reduces structural complexity, and saves costs.

[0077] Furthermore, when the first wheel rim 21 rotates upward, the upward rotation of the second wheel rim 22 fully releases the lower space of the wheel rim 2, allowing the rotation angle of the first wheel rim 21 relative to the center member 1 to be greater than 90°. This allows the wheel rim 2 to fold the 12 o'clock position of the first wheel rim 21 and the 6 o'clock position of the second wheel rim 22 to the stepped area between the steering column and the center member 1 (see [link]). Figure 7As shown in (b) in the figure, the projections of the rim 2 and the center piece 1 along the 3 o'clock direction 10b or the 9 o'clock direction 10d of the rim 2 can at least partially overlap, thereby further reducing the volume of the steering wheel 10 in the folded state and reducing the space occupied by the steering wheel 10 in the instrument panel. The 6 o'clock position refers to the lower end position of the rim 2 when the steering wheel 10 is in the straightened state.

[0078] In some embodiments, toggle switches for controlling functions such as lights, wipers, and cruise control are typically provided on the left and right sides of the center component 1. The first wheel rim flips upward relative to the center component 1, allowing the wheel rim to avoid the toggle switch during the flipping process. This allows the wheel rim to be folded without changing the original position, shape, and size of the toggle switch, reducing the impact of the steering wheel 10 folding on the toggle switch, maintaining the complete functionality and operation feel of the toggle switch, and reducing development costs.

[0079] In some embodiments, the arrangement of the second wheel rim 22 rotating relative to the first wheel rim 21 also allows the folding mechanism of the second wheel rim 22 and the first wheel rim 21 to be located in the connection area between the first wheel rim 21 and the second wheel rim 22, without having to be located inside or around the center member 1. This reduces the space encroachment of the wheel rim folding mechanism on the center member 1, ensures the available space for the airbag or electronic components inside the center member 1, and ensures the safety of the steering wheel 10.

[0080] Please refer to Figure 12 and Figure 13 In some embodiments, when the first rim 21 is rotatably connected to the center member 1 and the second rim 22 is rotatably connected to the first rim 21, during the process of the rim switching from the unfolded state to the folded state, the first rim 21 may rotate downward relative to the center member 1 and the second rim 22 may rotate upward relative to the first rim 21.

[0081] Thus, when the first wheel rim 21 rotates downward relative to the center member 1, the second wheel rim 22 rotates upward relative to the first wheel rim 21, releasing the lower space of the wheel rim 2. This avoids interference between the wheel rim 2 and the lower area of ​​the dashboard or the user's leg area during the downward rotation of the first wheel rim 21 relative to the center member 1. As a result, while reducing the impact of folding the steering wheel 10 on the driver's area space, the downward rotation angle of the wheel rim 2 is increased, the volume of the steering wheel 10 in the folded state is reduced, and the space utilization rate of the steering wheel 10 in the folded state is improved.

[0082] At the same time, the first wheel rim 21 flips downward relative to the center piece 1, which also allows the wheel rim 2 to avoid the lever switch during the flipping process. Thus, the folding of the wheel rim 2 is completed without changing the original setting position, shape and size of the lever switch, reducing the impact of steering wheel folding on the lever switch, maintaining the complete functionality and operation feel of the lever switch, and reducing development costs.

[0083] In some embodiments, when the first rim 21 is rotatably connected to the center member 1 and the second rim 22 is rotatably connected to the first rim 21, the rim 2 satisfies the following: along the 6 o'clock or 12 o'clock direction of the rim 2, the dimension of the first rim 21 is K1, and the dimension of the second rim 22 is K2; K1 > K2. Alternatively, K1 and K2 satisfy: 1 / 4 ≤ K2 / K1 ≤ 2 / 5. Alternatively, K1 and K2 satisfy: 1 / 4 ≤ K2 / K1 ≤ 1 / 2.

[0084] Thus, during the transition from an unfolded to a folded state, the distance between the second wheel rim 22 and the first surface 13 can be reduced, ensuring that the envelope path of the second wheel rim 22 is close to the first surface 13. This reduces the encroachment of the wheel rim 2 on the driver's area during folding, increases the driver's usable space, and improves the user experience. Simultaneously, when the steering wheel 10 is retracted into the instrument cluster, the second wheel rim 22 has a smaller dimension along the first axis O1 and occupies less space in the front-rear direction, minimizing interference with surrounding components (such as the air conditioning system).

[0085] In some embodiments, when the first rim 21 is rotatably connected to the center member 1 and the second rim 22 is rotatably connected to the first rim 21, the rim 2 also satisfies the following: the circumference of the rim 2 is C1, the length of the second rim 22 is C2, 1 / 5≤C2 / C1≤1 / 2, and C2 / C1 can be 1 / 4, 1 / 3, or 2 / 5. This application does not impose any restrictions on this.

[0086] In this way, during the transition from the unfolded state to the folded state, the distance between the second wheel rim 22 and the first surface 13 can be reduced, ensuring that the envelope path of the second wheel rim 22 is close to the first surface 13. This reduces the encroachment of the steering wheel 10 on the driver's area during folding, increases the driver's usable space, and improves the user experience. Simultaneously, when the steering wheel 10 is retracted into the instrument panel, the second wheel rim 22 has a smaller dimension along the first axis O1 and occupies less space in the front-rear direction, minimizing interference with surrounding components (such as the air conditioning system).

[0087] In some embodiments, when the first rim 21 is rotatably connected to the center member 1 and the second rim 22 is rotatably connected to the first rim 21, the rim 2 satisfies the following: when the rim 2 is in the folded state, the first rim 21 is located on one side of the first axis O1, and the second rim 22 is located on the side of the first rim 21 opposite to the first axis O1.

[0088] The first wheel flange 21 and the second wheel flange 22, which span both sides of the first axis O1 along the height direction of the vehicle 1000, are folded to one side of the first axis O1, thereby reducing the space occupied by the wheel flange 2 in the height direction of the vehicle 1000, reducing the volume of the steering wheel 10 in the height direction of the vehicle 1000, and improving the space utilization rate of the steering wheel 10 in the height direction of the vehicle 1000.

[0089] In some embodiments, when the steering wheel 10 is in the folded state, along the first axis O1, the distance from the end of the first wheel rim 21 opposite to the driver's seat to the first surface 13 is a first distance, and the distance from the end of the second wheel rim 22 opposite to the driver's seat to the first surface 13 is a second distance, the second distance being less than the first distance.

[0090] Thus, the triangular area formed by the end of the first wheel rim 21 facing away from the driver's seat and the end of the second wheel rim 22 facing away from the driver's seat can avoid surrounding components, reduce the impact on the arrangement of components in the area after the steering wheel 10 is folded, and improve the flexibility of component arrangement.

[0091] Furthermore, to match the driver's operating posture, the first axis O1 of the center component 1 is usually set at an angle, which makes the hypotenuse of the triangular area approximately set along the height direction, so as to match the shape of the surrounding components and form a clearance, thereby improving the space utilization of the steering wheel 10 after folding.

[0092] Please see Figure 8 In embodiment (b), when the steering wheel is in the folded state, along the first axis O1, the distance between the end of the first wheel rim 21 facing away from the driver's seat and the top position of the first surface 13 is a first distance D1, and the distance between the end of the second wheel rim 22 facing away from the driver's seat and the top position of the first surface 13 is a second distance D2. Here, "the top position of the first surface 13" should be understood as the position on the first surface 13 closest to the driver's seat; the same expression in the following text should be understood in the same way and will not be repeated here.

[0093] D1 and D2 satisfy: 230mm≤D1≤440mm, 120mm≤D2≤330mm.

[0094] Optionally, D1 can be 230mm, 250mm, 300mm, or 400mm. D2 can be 120mm, 150mm, 200mm, or 300mm.

[0095] Within this size constraint, the dimensions of the wheel flange 2 in the 12 o'clock direction 10a or the 6 o'clock direction 10c can be effectively reduced, i.e. the space occupied by the vehicle 1000 in the front and rear directions, thereby improving the space utilization rate of the steering wheel 10 in the front and rear directions of the vehicle 1000 when folded.

[0096] To allow the steering wheel 10 to move between the outer and inner spaces of the instrument panel 20, in some embodiments, the instrument panel is provided with a through-hole 201. When the steering wheel 10 is in the retracted state, the through-hole 201 is exposed to the outside of the driver's cabin, allowing dust and moisture from the driver's cabin to enter the inner space of the instrument panel 20 through the through-hole 201, causing contamination and corrosion of parts, thus affecting the lifespan of the vehicle 1000. Here, the outer space of the instrument panel 20 refers to the driver's space, and the inner space of the instrument panel 20 refers to the space on the side of the instrument panel 20 opposite to the driver's space. The same expressions will be understood in the following text and will not be elaborated further.

[0097] Therefore, in some embodiments, when the steering wheel 10 is in the folded state, the first surface 13 is closer to the driver's seat than the rim 2. The distance between the end of the rim 2 facing the driver's seat and the driver's seat is greater than the distance between the first surface 13 and the driver's seat.

[0098] Thus, when the steering wheel 10 is in the retracted state, the end of the center piece 1 facing the driver's seat protrudes from the side of the wheel rim 2 facing the driver's seat, which can be used to block the through hole 201. Therefore, the through hole 201 can be blocked without the need for an additional plug, reducing the possibility of external moisture and dust entering the inner space through the through hole 201.

[0099] Please see Figure 8 In (b) of the above embodiments, when the steering wheel 10 is in the folded state, along the first axis O1, the distance between the end of the first wheel rim 21 facing the driver's seat and the top position of the first surface 13 is a third distance D3, and the distance between the end of the second wheel rim 22 facing the driver's seat and the top position of the first surface 13 is a fourth distance D4, where D3 and D4 satisfy: 30mm≤D3≤150mm, 30mm≤D4≤150mm.

[0100] Optionally, D3 can be 40mm, 60mm, 80mm, 100mm, 120mm, or 140mm, and D4 can be 40mm, 60mm, 80mm, 100mm, 120mm, or 140mm. This application does not impose any restrictions on these.

[0101] Thus, when the steering wheel 10 is in the retracted state, the height of the end of the center member 1 protruding from the rim 2 towards the driver's seat is moderate. The center member 1 can be used to block the through hole 201. In this way, the through hole 201 can be blocked in the retracted state without adding an extra plug, reducing the possibility of external moisture and dust entering the instrument compartment through the through hole 201, improving the reliability of the operation of the vehicle 1000. At the same time, it can ensure that when the steering wheel 10 is switched from the displayed state to the retracted state, the steering column drives the steering wheel 10 to a moderate retraction distance, avoiding increasing the structural complexity of the steering column.

[0102] In addition to rotatably connecting the first rim 21 to the center member 1 and rotatably connecting the second rim 22 to the first rim 21, for other possible implementations, please refer to [link to relevant documentation]. Figure 14 Alternatively, the second rim 22 can be rotatably connected to the center member 1, and the first rim 21 can be rotatably connected to the second rim 22.

[0103] Please see Figure 14 The second wheel rim 22 is rotatably connected to the center member 1 through the first rotating connecting arm, and the first wheel rim 21 is rotatably connected to the second wheel rim 22 through the second rotating connecting arm, and the first wheel rim 21 has no direct connection with the center member 1.

[0104] In some implementations, such as Figure 14 When the second rim 22 is rotatably connected to the center member 1 and the first rim 21 is rotatably connected to the second rim 22, during the process of switching the rim from the unfolded state to the folded state, the second rim 22 rotates upward relative to the center member 1, and the first rim 21 rotates downward relative to the second rim 22.

[0105] In this way, by rotating the first rim 21 downwards, the upper space of the rim can be freed up, and interference between the first rim 21 and the instrument panel 20 part above the through hole 201 can be avoided during the upward rotation of the second rim 22 relative to the center member 1. This reduces the space occupied by the steering wheel 10 after the rim 2 is folded, and at the same time reduces the height of the movable part of the instrument panel 20 above the through hole 201, so as to free up some space in the instrument panel 20 for installing the instrument panel and other structures above the steering wheel 10.

[0106] In some embodiments, when the second rim 22 is rotatably connected to the center member 1 and the first rim 21 is rotatably connected to the second rim 22, please refer to [reference needed]. Figure 15 During the transition from the unfolded state to the folded state, the second wheel rim 22 rotates downward relative to the center member 1, and the first wheel rim 21 rotates downward relative to the second wheel rim 22.

[0107] Thus, during the downward rotation of the second wheel rim 22, the first wheel rim 21 is rotated downward to raise the first wheel rim 21, thereby avoiding interference between the first wheel rim 21 and the first surface 13 of the center member 1, increasing the rotatable angle of the wheel rim relative to the center member 1, reducing the distance between the first wheel rim 21 and the first axis O1 when the wheel rim is in the folded state, and reducing the volume of the steering wheel 10 in the folded state.

[0108] Furthermore, as the second rim 22 rotates downwards, the first rim 21 rotates downwards relative to the second rim 22. Based on the first fold of the second rim 22 relative to the center member 1, the first rim 21 folds a second time relative to the second rim 22. In this way, in the folded state, the entire rim is folded under the center member 1. The rim 2 has a smaller size on the first axis O1, occupying less space and avoiding interference with the instrument panel 20, thus optimizing the shape of the instrument panel 20.

[0109] Meanwhile, since the wheel rim is more compact along the first axis O1 after folding, the required sinking depth and travel distance of the steering wheel 10 during storage are shorter, which reduces the storage travel of the steering wheel 10, lowers the requirements for the steering column used to drive the steering wheel 10, reduces structural complexity, and saves costs.

[0110] Furthermore, please see Figure 15 When the second rim 22 rotates downward, the upper space of the rim can be fully released by the upward rotation of the first rim 21, and the rotation angle of the second rim 22 relative to the center member 1 can be greater than 90°. Thus, the rim can be rotated to fold the 12 o'clock position of the first rim 21 in the unfolded state and the 6 o'clock position of the second rim 22 in the unfolded state to the step area between the steering column and the center member 1. This allows the projection of the rim and the center member 1 along the 3 o'clock direction 10b or the 9 o'clock direction 10d of the rim to at least partially overlap, thereby further reducing the volume of the steering wheel in the folded state and reducing the space occupied by the steering wheel in the instrument panel.

[0111] In some embodiments, when the second rim 22 is rotatably connected to the center member 1 and the first rim 21 is rotatably connected to the second rim 22, the rims also satisfy the following: along the 6 o'clock direction 10c or the 12 o'clock direction 10a of the rims, the size of the first rim 21 is K1 and the size of the second rim 22 is K2; K1 < K2; or, K1 and K2 satisfy: 1 / 4 ≤ K1 / K2 ≤ 2 / 5; or, K1 and K2 satisfy: 1 / 4 ≤ K1 / K2 ≤ 1 / 2.

[0112] Thus, during the transition from an unfolded to a folded state, the distance between the first wheel rim 21 and the first surface 13 can be reduced, ensuring that the envelope path of the first wheel rim 21 is close to the first surface 13. This reduces the encroachment of the wheel rim on the driver's area during folding, increases the driver's usable space, and improves the user experience. Simultaneously, when the steering wheel is folded into the instrument cluster, the first wheel rim 21 has a smaller dimension along the first axis O1 and occupies less space in the front-rear direction, minimizing interference with surrounding components (such as the air conditioning system).

[0113] In some embodiments, when the second rim 22 is rotatably connected to the center member 1 and the first rim 21 is rotatably connected to the second rim 22, the rims also satisfy the following: the circumference of the rim is C3, the length of the first rim 21 is C4, 1 / 5≤C4 / C3≤1 / 2, and C4 / C3 can be 1 / 4, 1 / 3, or 2 / 5. This application does not limit this.

[0114] Under this proportional constraint, during the transition from an unfolded to a folded state of the wheel rim, the distance between the first wheel rim 21 and the first surface 13 during rotation can be reduced, ensuring that the envelope path of the first wheel rim 21 is close to the first surface 13. This reduces the encroachment of the wheel rim on the driver's area during folding, increases the driver's usable space, and improves the user experience. Simultaneously, when the steering wheel 10 is retracted into the instrument cluster, the size of the first wheel rim 21 along the first axis O1 is small, and its space occupation in the front-rear direction is also small, minimizing interference with surrounding components (such as the air conditioning system).

[0115] In some embodiments, when the second rim 22 is rotatably connected to the center member 1 and the first rim 21 is rotatably connected to the second rim 22, the rims also satisfy the following: when the rim 2 is in the folded state, the second rim 22 is located on one side of the first axis O1, and the first rim 21 is located on the side of the second rim 22 opposite to the first axis O1.

[0116] The first wheel flange 21 and the second wheel flange 22, which span both sides of the first axis O1 along the height direction of the vehicle 1000, are folded to one side of the first axis O1, thereby reducing the space occupied by the wheel flange in the height direction of the vehicle 1000, reducing the volume of the steering wheel in the height direction of the vehicle 1000, and improving the space utilization rate of the steering wheel in the height direction of the vehicle 1000.

[0117] In some implementations, in the above Figure 8 and Figure 15 In the embodiment shown, when the rim 2 is in the folded state, the projection of the rim 2 and the center member 1 at least partially overlaps along the 3 o'clock direction 10b or the 9 o'clock direction 10d of the rim 2.

[0118] In this way, the space occupied in the height direction after the wheel rim 2 is folded can be reduced, the volume of the steering wheel 10 in the folded state can be reduced, and the overall outline of the folded wheel rim 2 can be brought closer to the first axis O1 of the center piece 1, thereby reducing the volume of the steering wheel 10 in the folded state and improving the space utilization of the instrument compartment.

[0119] In some embodiments, when the rim 2 is in the folded state, please refer to Figure 8 In (b), the second wheel rim 22 is located on one side of the center member 1. Thus, the center member 1 can act as a stop for the second wheel rim 22. In this application, up, down, left, and right are based on the orientation of the vehicle.

[0120] In some embodiments, along the 6 o'clock direction 10c of the rim 2, the size of the first rim 21 is K1, and the size of the second rim 22 is K2, where K1 > K2; when the rim 2 is in a folded state, along the 3 o'clock direction 10b or the 9 o'clock direction 10d of the rim 2, the projection of the first rim 21 at least partially overlaps with the projection of the center member 1, and the projection of the second rim 22 does not overlap with the projection of the center member 1; or, along the 3 o'clock direction 10b of the rim 2, the size of the first rim 21 is K1, and the size of the second rim 22 is K2, where K1 > K2.

[0121] Thus, when the steering wheel 10 is retracted into the instrument panel, the second wheel rim 22 has a smaller size along the first axis O1 and occupies less space in the front-rear direction, which can interfere with other surrounding components (such as the air conditioning system).

[0122] When the wheel rim 2 is in a folded state, along the 6 o'clock or 12 o'clock direction of the wheel rim 2, the projection of the first wheel rim 21 at least partially overlaps with the projection of the center member 1, and the projection of the second wheel rim 22 does not overlap with the projection of the center member 1. This reduces the space occupied by the folded wheel rim 2 in the height direction, reduces the volume of the folded steering wheel 10, and causes the overall outline of the folded wheel rim 2 to converge towards the first axis of the center member 1, further reducing the volume of the steering wheel 10 in the folded state and improving the space utilization of the instrument compartment.

[0123] In some embodiments, please refer back to the reference. Figure 7 Along the 3 o'clock direction 10b or the 9 o'clock direction 10d of the rim 2, the minimum distance N between the two ends of the first rim 21 is greater than the upper end dimension M of the center piece 1. Thus, after the rim 2 is folded, please refer to... Figure 8 In (b), the first wheel rim 21 can be folded to the side of the center piece 1 facing away from the driver's seat to reduce the volume of the steering wheel 10 in the folded state and improve the space utilization of the instrument compartment.

[0124] In some embodiments, please refer to Figure 8 In (b), when the wheel rim is folded, the 12 o'clock position of the first wheel rim 21 is located on the side of the center piece 1 facing away from the driver's seat. In this way, the overall outline of the folded wheel rim is brought closer to the first axis O1 of the center piece 1, reducing the volume of the steering wheel 10 in the folded state and improving the space utilization of the instrument compartment.

[0125] In some implementations, please refer to Figure 8 In (b), when the rim is in the folded state, the included angle between the first rim 21 and the second rim 22 is C, where C satisfies: 0 ≤ C ≤ 90°.

[0126] The angle between the first rim 21 and the second rim 22 is the angle between the plane containing the first rim 21 and the plane containing the second rim 22. The plane containing the first rim 21 is the central plane of the first rim 21, which is the plane containing the line connecting the centers of the cross-sections of the first rim 21. The same meaning applies to the plane containing the second rim 22, which is the central plane of the second rim 22, which is the plane containing the line connecting the centers of the cross-sections of the second rim 22. The same meaning applies to the plane containing the second rim 22.

[0127] C can be 10°, 20°, 30°, 40°, 50°, 60°, 70°, or 80°, and this application does not limit it in this regard.

[0128] Under this angle constraint, it can be ensured that when the wheel rim is in the folded state, the first wheel rim 21 can be as close as possible to the second wheel rim 22 and remain parallel to the second wheel rim 22. In this way, the distance between the first wheel rim 21 and the second wheel rim 22 is reduced, the volume occupied by the steering wheel 10 after the wheel rim 2 is folded is compressed, and the space utilization of the steering wheel 10 is improved.

[0129] In some embodiments, when the rim is in the folded state, the angle between the first rim 21 and the first axis O1 is D, where D satisfies: 0≤D≤10°.

[0130] The angle between the first rim 21 and the second rim 22, and the angle between the plane containing the first rim 21 and the first axis O1.

[0131] D can be 1°, 2°, 3°, 4°, 5°, 6°, 7°, or 8°, and this application does not impose any restrictions on this.

[0132] Under this angle constraint, the first wheel rim 21 can be set as close as possible to the first axis O1 in the folded state, so that the overall outline of the folded wheel rim is drawn towards the center area of ​​the center piece 1, reducing the volume of the steering wheel 10 in the folded state and improving the space utilization of the steering wheel 10 in the folded state.

[0133] In some embodiments, during the transition from the unfolded state to the folded state, the rotation angle of the rim relative to the center member 1 is less than the rotation angle of the second rim 22 relative to the first rim 21. When the first rim 21 is rotatably connected to the center member 1 and the second rim 22 is rotatably connected to the first rim 21, the rotation angle of the rim relative to the center member 1 is also the rotation angle of the first rim 21 relative to the center member 1. When the second rim 22 is rotatably connected to the center member 1 and the first rim 21 is rotatably connected to the second rim 22, the rotation angle of the rim relative to the center member 1 is also the rotation angle of the second rim 22 relative to the center member 1.

[0134] Specifically, the rotation angle of the first rim 21 relative to the center member 1 refers to the rotation angle of the surface containing the first rim 21 relative to the first axis O1. Similarly, the rotation angle of the second rim 22 relative to the center member 1 refers to the rotation angle of the surface containing the second rim 22 relative to the first axis O1.

[0135] In this way, the first rim 21 rotates slightly at the beginning of the folding process to get away from the interference area of ​​the center piece 1, and then the second rim 22 rotates significantly to achieve a tight convergence towards the first rim 21, thereby optimizing the folding path of the rim, reducing the space occupied by the folding of the rim, and improving the rim's adaptability to small spaces.

[0136] In some embodiments, the rotation angle of the first rim 21 relative to the second rim 22 is F, where F satisfies: [-180°, 0°], and F can be -10°, -30°, -50°, -70°, -90°, -110°, -130°, -150°, or -170°. This application does not impose any restrictions on this.

[0137] Under this rotation angle limitation, it can be ensured that when the first wheel rim 21 rotates relative to the second wheel rim 22, the first wheel rim 21 can be as close as possible to the second wheel rim 22. In this way, the distance between the first wheel rim 21 and the second wheel rim 22 is reduced, the volume of the steering wheel 10 in the folded state is reduced, and the space utilization rate of the steering wheel 10 in the folded state is improved.

[0138] In some implementations, E and F satisfy: 120°≤EF≤180°, where EF can be 130°, 140°, 150°, 160°, or 170°, and this application does not impose any restrictions on this.

[0139] Under the aforementioned angle constraints, it can be ensured that after the wheel rim enters the folded state, the first wheel rim 21 and the second wheel rim 22 can be set as close as possible to each other, thereby reducing the relative distance between the first wheel rim 21 and the second wheel rim 22, reducing the volume of the steering wheel 10 in the folded state, and improving the space utilization rate of the steering wheel 10 in the folded state.

[0140] In some implementations, E and F satisfy: 160°≤EF≤180°, where EF can be 165°, 170°, or 175°, and this application does not impose any restrictions on this.

[0141] Under the aforementioned angle constraints, it can be ensured that after the wheel rim enters the folded state, the first wheel rim 21 and the second wheel rim 22 can be set as close as possible to each other, thereby reducing the relative distance between the first wheel rim 21 and the second wheel rim 22, reducing the volume of the steering wheel 10 in the folded state, and improving the space utilization rate of the steering wheel 10 in the folded state.

[0142] In some embodiments, during the transition from the unfolded state to the folded state, the rotation angle of the first rim 21 relative to the center member 1 is G, where G satisfies: 75°≤G≤100°.

[0143] The rotation angle of the first rim 21 relative to the center member 1 is the relative rotation angle of the surface where the first rim 21 is located to the first axis O1. G can be 80°, 85°, 90°, or 95°, and this application does not limit it.

[0144] Under the aforementioned angle constraints, when the wheel rim is in a folded state, the first wheel rim 21 can be as close as possible to the first axis O1, thereby allowing the overall outline of the folded wheel rim to converge toward the central area of ​​the center piece 1, reducing the volume of the steering wheel 10 in the folded state and improving the space utilization of the steering wheel 10 in the folded state.

[0145] In some implementation methods, please refer to Figure 16 The center component 1 includes a frame 11 and a front end component 12. The frame 11 is the main structure of the center component 1, used to support the wheel flange and connected to the steering column. When the steering wheel is in the extended position, the wheel flange can rotate the frame 11 to change the direction of the vehicle.

[0146] The front end member 12 is located on the side of the frame 11 facing the driver's seat. The front end member 12 can have various functions. In some embodiments, the instrument panel 20 is provided with a through hole 201, through which the steering wheel can move between the instrument compartment and the driver's compartment. When the steering wheel is in the retracted state, at least a portion of the center member 1 is opposite to the through hole 201 along the first axis.

[0147] Specifically, the front end piece 12 may be located inside the through hole 201 or on the side of the instrument panel facing the cockpit and covering the outside of the through hole 201.

[0148] In this way, the through hole 201 can be sealed in the stored state without the need for additional plugs, reducing the possibility of external moisture and dust entering the instrument compartment through the through hole 201 and improving the reliability of the vehicle's operation.

[0149] In some embodiments, an installation space is formed between the front end member 12 and the frame 11. The installation space is suitable for installing an airbag. In this way, when the vehicle collides and the steering wheel is in the retracted state, the airbag can be deployed from the installation space toward the driver's cabin, avoiding the front end member 12 from affecting the normal function of the steering wheel, avoiding the need to redesign the airbag structure due to changes in the steering wheel structure, and saving the manufacturing cost of the vehicle.

[0150] In addition, in other possible implementations, the installation space can also be used to accommodate circuit components, which may include one or more (i.e., at least one) of a steering angle sensor, a touch feedback module, a heating device, or a vibration alert device. This integrates the electrical functional modules of the steering wheel into the installation space, shortens the wiring harness routing distance, improves the neatness of the wiring, reduces the risk of wear and electromagnetic interference caused by exposed wiring harnesses, and simplifies the wiring layout and assembly process of the dashboard assembly 100.

[0151] When the vehicle also includes a front-end component 12, the front-end component 12 can be a display. When the steering wheel is in the retracted state, the display faces the driver's cabin so that the driver can use the display for entertainment or to obtain vehicle information and complete human-machine interaction with the vehicle.

[0152] The front-end component 12 can also be a button panel. When the steering wheel is in the retracted state, the button panel is exposed towards the driver's cabin, allowing the driver to easily adjust functions such as air conditioning temperature, audio volume, and driving mode, thus improving the convenience of using the vehicle.

[0153] In addition, the front end piece 12 can also be a decorative cover with a surface material that matches the material of the instrument panel 20, thereby enhancing the consistency of the instrument panel 20 surface.

[0154] Please refer to Figure 17 In some embodiments, a first surface is provided on the front end member 12, which can move closer to or further away from the driver's seat relative to the frame 11. This allows the front end member 12 to block the through hole 201 without changing the rotational positions of the rim and the center member. At least a portion of the front end member 12 is located within the through hole 201, preventing an increase in the rim rotation envelope path due to changes in the rotational positions of the rim and the center member, and reducing the space occupied by rim rotation.

[0155] Please refer to Figure 18 In some embodiments, there is a gap between the front end member and the through hole 201 along the perpendicular direction of the first axis O1, and the width of the gap is A, where A satisfies: 0≤A≤10mm. This application controls the gap between the front end member and the through hole 201 within the above range, thereby effectively suppressing the intrusion of dust, moisture and foreign objects and improving the sealing performance of the instrument panel assembly while ensuring that the front end member can move or be assembled smoothly relative to the through hole 201.

[0156] In some implementations, the width A of the gap satisfies: 0≤A≤5mm, thereby further reducing the gap size, improving the visual integrity of the mating part between the front end and the through hole 201, and significantly reducing the risk of external contaminants entering the dashboard interior.

[0157] In some implementations, the difference between the maximum and minimum values ​​of the gap width A, measured circumferentially along the through hole 201, is B, where B satisfies: 0 ≤ B ≤ 2 mm. This ensures the uniformity of the circumferential gap of the front-end component and the overall consistency, reducing the possibility of problems such as local light leakage, dust accumulation, or deformation of the front-end component due to uneven gaps.

[0158] It should be noted that the gap width between the front end component and the through hole 201 referred to in this article refers to the distance in the vertical direction of the opening at the interface between the front end component, the through hole 201, and the instrument panel, along the first axis O1.

[0159] Please refer to Figures 19 to 21 When the front end member 12 blocks the through hole 201, there can be various positional relationships between the front end member 12 and the through hole 201. In some embodiments, the front end member 12 can be located on the side of the instrument panel 20 facing away from the driver's seat to block the through hole 201.

[0160] When the front end member 12 is located on the side of the dashboard 20 facing away from the driver's seat, the front end member 12 can be spaced apart from the hole wall of the through hole 201, that is, the outer diameter of the front end member 12 is smaller than the inner diameter of the through hole 201, or it can be completely blocked in the through hole 201, that is, the outer diameter of the front end member 12 is equal to the inner diameter of the through hole 201. This application does not limit this.

[0161] like Figure 19 As shown, when the front end member 12 is located on the side of the instrument panel 20 facing away from the driver's seat, the distance between the first surface area 202 and the top position of the first surface is F3, and F3 satisfies: 0≤F3≤25mm. This is to avoid the through hole 201 sinking too deep, which would cause the front end member 12 to form an obvious depression or step on the surface of the instrument panel 20, affecting the smoothness of the appearance of the instrument panel 20. At the same time, it can also avoid dust accumulation and cleaning difficulties on the surface of the instrument panel 20 due to the excessive depth of the countersunk hole.

[0162] The first surface area 202 is the surface of the instrument panel 20 facing the driver's seat and in contact with the inner wall of the through hole 201. The first surface is the surface of the front end member 12 facing the driver's seat.

[0163] like Figure 20 As shown, in other possible embodiments, the front end member 12 can also be used to directly cover the through hole, that is, at least a portion of the front end member 12 is located on the side of the dashboard 20 facing the driver's seat. In this case, the top position of the first surface 13 of the front end member 12 is located on the side of the first surface area 202 facing the driver's seat, thus completing the sealing of the through hole.

[0164] In some embodiments, when the steering wheel 10 is in the retracted state and at least a portion of the front end member 12 is located on one side of the instrument panel 20, the distance between the top position of the first surface region 202 and the top position of the first surface 13 along the first axis O1 is F1, where F1 satisfies: 0≤F1≤30mm. This controls the amount of protrusion of the front end member 12 toward the driver's seat, reduces the impact of the front end member 12 on the driver's movable space, and ensures the consistency of the surface appearance curve of the instrument panel 20.

[0165] Please refer to Figures 21 to 24In some embodiments, a gap filler is provided between the front end member 12 and the through hole 201. On a plane perpendicular to the first axis O1, the projection of the gap filler 6 overlaps with the projection of the gap. The gap filler 6 is disposed between the front end member 12 and the through hole 201 to fill the gap between the front end member 12 and the through hole 201, thereby reducing the gap between the front end member 12 and the through hole 201 and improving the sealing and aesthetics of the instrument panel assembly.

[0166] It should be noted that when the gap filler 6 is disposed between the through hole 201 and the front end member, the gap filler 6 can be connected to the front end member or to the instrument panel 20 forming the hole wall of the through hole 201. This application does not impose any limitations on this. For ease of explanation, the connection between the gap filler 6 and the instrument panel 20 will be described below.

[0167] The gap filler 6 can be a rigid structure or a flexible structure, and this application does not limit this. In some embodiments, at least a portion of the gap filler 6 is an elastic material, which can be a thermoplastic elastomer, EPDM rubber, silicone rubber, polyurethane, foamed sponge, or other materials with elastic properties, and this application does not limit this.

[0168] The gap filler 6 can adaptively fill the gap between the front end and the through hole 201 through elastic deformation, thereby solving the problem that the rigid filler cannot fill or fills unevenly when there are problems such as excessive local gaps or uneven gap distribution between the front end and the instrument panel 20 due to manufacturing and assembly errors, thus improving the reliability of the seal.

[0169] In some embodiments, the gap filler 6 includes a first opening 61 and a second opening 62 disposed opposite to each other along the first axis O1, wherein the first opening 61 is closer to the driver's seat side than the second opening 62. Furthermore, the cross-sectional area of ​​the first opening 61 is larger than the cross-sectional area of ​​the second opening 62. This arrangement ensures sufficient gap filling while guiding the movement of the front end member 12 or its internal frame 11 within the through hole 201, improving the positioning accuracy of the front end member 12 and enhancing the uniformity of the circumferential distance between the front end member 12 and the through hole 201 after the steering wheel 10 is in the retracted state.

[0170] In some embodiments, the gap filler 6 includes a base 63 and a flexible layer 64. The base 63 serves as a support structure to maintain the overall shape and installation stability of the gap filler 6; the base 63 is connected to the instrument panel 20 to fix the gap filler 6 to the inner wall surface of the through hole 201.

[0171] The base 63 can be bonded to the instrument panel 20, threadedly connected, or snap-fitted; this application does not limit this. Exemplarily, the base has a snap-fit, and the instrument panel 20 has a snap-fit ​​groove; the base is snapped into the snap-fit ​​groove via the snap-fit.

[0172] The material of the substrate 63 can be a plastic such as polypropylene, polycarbonate or nylon, or an elastic metal such as spring steel or shape memory alloy, or a hard rubber or composite material. This application does not limit the material.

[0173] For example, the base 63 is made of elastic metal, so that while providing support, the elastic deformation of the elastic metal compensates for the dimensional fluctuations between the front end member 12 and the through hole 201, thereby improving the filling effect of the gap filler 6 on the gap between the through hole 201 and the front end member 12.

[0174] The flexible layer 64 is disposed on the side of the substrate 63 facing the through hole 201. The flexible layer 64 can be a thermoplastic elastomer, EPDM rubber, silicone rubber, polyurethane, foam sponge or other materials with elastic properties. This application does not limit this.

[0175] The flexible layer 64 is used to directly contact the front end member 12 and can achieve adaptive filling of the front end member 12 through elastic deformation, thereby improving the uniformity of gap filling by the gap filler 6. At the same time, the flexible layer 64 can also form a buffer between the front end member and the hole wall of the through hole 201, reducing the contact noise between the front end member and the through hole 201 and improving the quietness of the vehicle 1000.

[0176] In some embodiments, the substrate 63 has a mesh-like perforated structure, which reduces the overall weight of the gap filler 6, lowers material costs, maintains structural rigidity, and provides redundant space for the deformation of the flexible layer 64, thereby improving sealing adaptability.

[0177] Please refer to Figure 25 and Figure 26 In some embodiments, the instrument panel assembly further includes an adjustment component 7, which is disposed on the instrument panel 20 and is capable of moving closer to or further away from the front end member 12 along the perpendicular direction of the first axis O1.

[0178] The adjustment component 7 is designed to engage with the peripheral wall of the front part 12, thereby providing guidance for the movement of the front part 12, ensuring the accuracy of the positioning of the front part 12 when the steering wheel 10 is in the retracted state, and improving the stability and appearance consistency of the engagement between the front part 12 and the through hole 201.

[0179] On the other hand, when the gap filler 6 is an elastic material, the adjustment component 7 can be provided on the side of the gap filler 6 facing away from the front end member 12, so as to drive at least a part of the gap filler 6 to move closer to the front end member 12. In this way, by actively adjusting the compression amount or deformation of the gap filler 6, the extension distance of the gap filler 6 is changed, thereby changing the gap distance between the front end member and the through hole, that is, from G1 to G1', thereby realizing the fine adjustment of the gap filler 6 and improving the filling effect of the gap filler 6 on the gap between the through hole 201 and the front end member 12.

[0180] Please refer to Figure 27 and Figure 28 The number of adjustment components 7 can be one or more, and this application does not limit this. In some embodiments, there are multiple adjustment components 7, which are arranged circumferentially along the through hole, so as to guide the front end member from multiple directions or to uniformly push the gap filler 6, thereby improving the stability of the front end member positioning and the uniformity of the gap adjustment.

[0181] Please refer to Figure 29 When the instrument panel 20 includes a first instrument panel 20a and a second instrument panel 20b that are movable relative to each other, the adjustment assembly 7 may also include a first adjustment assembly 7a and a second adjustment assembly 7b. The first adjustment assembly 7a is disposed on the first instrument panel 20a, and the second adjustment assembly 7b is disposed on the second instrument panel 20b. When the first instrument panel 20a and the second instrument panel 20b move away from each other, the first adjustment assembly 7a and the second adjustment assembly 7b may move away from each other along with the first instrument panel 20a and the second instrument panel 20b. When the first instrument panel 20a and the second instrument panel 20b move closer to each other, the first adjustment assembly 7a and the second adjustment assembly 7b may be combined to form a complete guide ring or push ring to guide or adjust the clearance of the front end member 12.

[0182] Please refer to Figures 30 to 32 In some embodiments, the adjustment component 7 includes a drive member 71 and a push rod 72. The push rod 72 is located on the side of the elastic layer away from the front end member. The drive member 71 is connected to the push rod 72. In practical applications, the drive member 71 can drive the push rod 72 to move closer to or further away from the elastic layer, thereby pushing or releasing the gap filler 6, adjusting its deformation state and contact relationship with the front end member, thereby realizing active adjustment of the filling position of the gap filler 6 and improving the filling effect of the gap filler 6 on the gap between the through hole 201 and the front end member.

[0183] In some embodiments, the adjustment assembly 7 also includes a base 73, which is connected to the instrument panel 20. The base 73 is provided with a mounting hole 732, and the push rod 72 and the drive component 71 are installed in the mounting hole 732 of the base 73. When assembling the adjustment assembly 7, the push rod 72 and the drive component 71 can be connected to the base 73 as a whole first, and then the entire adjustment assembly 7 can be connected to the instrument panel 20 through the base 73, thereby realizing the modular design of the parts, reducing the complexity of the steering wheel 10 assembly process, and improving production efficiency and maintenance convenience.

[0184] In some embodiments, the base 73 is provided with a first limiting part 731, and the push rod 72 is provided with a second limiting part 721. The second limiting part 721 is used to cooperate with the first limiting part 731 to limit the maximum distance that the push rod 72 moves close to the gap filler 6. In this way, it is prevented that the push rod 72 pushes too hard, causing damage to the gap filler 6 or jamming of the front end, thereby improving the reliability and safety of the adjustment.

[0185] The structure of the first limiting part 731 can be varied. In some embodiments, the mounting hole 732 includes a first hole segment 7321 and a second hole segment 7322. Compared with the second hole segment 7322, the first hole segment 7321 is closer to the gap filler 6, and the diameter of the first hole segment 7321 is smaller than the diameter of the second hole segment 7322. The stepped surface between the first hole segment 7321 and the second hole segment 7322 forms the first limiting part 731.

[0186] At the same time, the first hole section 7321 with a small diameter can also be adapted to the outer diameter of the push rod 72, thereby forming a stepped surface limit while guiding the push rod 72 and improving the movement accuracy of the push rod 72.

[0187] In addition, in other possible implementations, the first limiting part 731 may also be a boss or a retaining ring structure protruding from the wall of the mounting hole 732, and this application does not limit this.

[0188] To drive the push rod 72 to move, the structure of the driving member 71 can be varied. In some embodiments, the base 73 is provided with an internal thread. The internal thread is located on the side of the base 73 facing away from the gap filler 6. The driving member 71 includes a threaded rod that engages with the internal thread. By rotating the threaded rod, the threaded rod and the push rod 72 are driven to move linearly along the perpendicular direction of the first axis O1, thereby realizing the pushing adjustment of the gap filler 6.

[0189] In other possible implementations, the drive element 71 may also be a drive motor or a pneumatic drive cylinder, and this application does not limit it in this regard.

[0190] In some embodiments, the dashboard assembly 100 also includes a bracket 8, and the base 73 of the gap filler 6 and the adjustment component 7 is disposed on the bracket 8. The bracket 8 is connected to the instrument panel 20. In this way, during assembly, the adjustment component 7 and the gap filler 6 can be installed on the bracket 8 first, and then the adjustment component 7 and the gap filler 6 can be connected to the instrument panel 20 through the bracket 8. This enables a modular design, thereby reducing the complexity of the steering wheel 10 assembly process and improving production efficiency and maintenance convenience.

[0191] In some embodiments, the adjusting component 7 may further include a first elastic element 74, which may be a spring, a disc spring, or other elastic structure, and this application does not limit this. The first elastic element 74 is connected between the push rod 72 and the driving component 71. The first elastic element 74 is provided to, on the one hand, prevent the push rod 72 from moving excessively. When the push rod 72 moves excessively due to external force or misoperation of the driving component 71, it can absorb the excess displacement through its own compression or deformation, thereby limiting the pressing force of the push rod 72 on the gap filler 6 and avoiding damage to the gap filler 6 due to overpressure.

[0192] On the other hand, when there are assembly tolerances, manufacturing errors or thermal expansion and contraction caused by temperature changes between the front end 12 and the instrument panel 20, the first elastic element 74 can provide a certain floating compensation capability, so that the push rod 72 and the gap filler 6 can adaptively adjust their relative positions, thereby improving the guiding capability of the adjustment component 7 for the steering wheel 10.

[0193] In some embodiments, the base 73 is provided with a first limiting part 731, and the push rod 72 is provided with a second limiting part 721. The second limiting part 721 is used to cooperate with the first limiting part 731 to limit the maximum distance that the push rod 72 moves close to the gap filler 6. In this way, it is prevented that the push rod 72 pushes too hard, causing damage to the gap filler 6 or jamming of the front end member 12, thereby improving the reliability and safety of the adjustment.

[0194] The structure of the first limiting part 731 can be varied. In some embodiments, the mounting hole 732 includes a first hole segment 7321 and a second hole segment 7322. Compared with the second hole segment 7322, the first hole segment 7321 is closer to the gap filler 6, and the diameter of the first hole segment 7321 is smaller than the diameter of the second hole segment 7322. The stepped surface between the first hole segment 7321 and the second hole segment 7322 forms the first limiting part 731.

[0195] At the same time, the first hole section 7321 with a small diameter can also be adapted to the outer diameter of the push rod 72, thereby forming a stepped surface limit while guiding the push rod 72 and improving the movement accuracy of the push rod 72.

[0196] In addition, in other possible implementations, the first limiting part 731 may also be a boss or a retaining ring structure protruding from the wall of the mounting hole 732, and this application does not limit this.

[0197] To drive the push rod 72 to move, the structure of the driving member 71 can be varied. In some embodiments, the base 73 is provided with an internal thread. The internal thread is located on the side of the base 73 facing away from the gap filler 6. The driving member 71 includes a threaded rod that engages with the internal thread. By rotating the threaded rod, the threaded rod and the push rod 72 are driven to move linearly along the perpendicular direction of the first axis O1, thereby realizing the pushing adjustment of the gap filler 6.

[0198] In other possible implementations, the drive element 71 may also be a drive motor or a pneumatic drive cylinder, and this application does not limit it in this regard.

[0199] In some embodiments, the dashboard assembly 100 also includes a bracket 8, and the base 73 of the gap filler 6 and the adjustment component 7 is disposed on the bracket 8. The bracket 8 is connected to the instrument panel 20. In this way, during assembly, the adjustment component 7 and the gap filler 6 can be installed on the bracket 8 first, and then the adjustment component 7 and the gap filler 6 can be connected to the instrument panel 20 through the bracket 8. This enables a modular design, thereby reducing the complexity of the steering wheel 10 assembly process and improving production efficiency and maintenance convenience.

[0200] It should be understood that in other possible implementations, the adjusting component 7 and the gap filler 6 may also be disposed between the frame 11 and the instrument panel 20. The adjusting component 7 can drive the gap filler 6 to move closer to or further away from the frame 11, thereby sealing the gap between the front end member 12 and the wall of the through hole 201. This application does not limit this.

[0201] This application also proposes an instrument panel assembly, which includes the aforementioned steering wheel 10 and instrument panel 20, with the instrument panel 20 located between the instrument cluster and the driver's cabin.

[0202] Please refer to Figure 33 The instrument panel 20 has a through hole 201, through which the steering wheel 10 can move between the instrument panel and the cockpit.

[0203] In some embodiments, the dashboard 20 may include a first dashboard 20a, a second dashboard 20b, and a dashboard drive mechanism, with a through-hole formed between the first dashboard 20a and the second dashboard 20b, the second dashboard 20b being movable relative to the first dashboard 20a so that the steering wheel 10 switches between the displayed state and the stored state via the through-hole 201 and the space covered by the second dashboard 20b.

[0204] In this way, even when the outline size of the through hole is smaller than the outer outline size of the steering wheel 10, the steering wheel 10 can still move between the instrument panel and the driver's cabin, improving the adaptability of the instrument panel 20 to different working conditions.

[0205] Optionally, the second instrument panel 20b is located above the first instrument panel 20a. The upper end of the second instrument panel 20b can rotate relative to the first instrument panel 20a, so that the steering wheel 10 can switch between an on display state and a stored state via the through hole 201 and the space covered by the second instrument panel 20b. In this way, the space covered by the second instrument panel 20b can avoid the steering wheel, which is a reasonable design.

[0206] Secondly, by exposing the central component 1, it is possible to ensure that the integrated functional modules such as the airbag and driver monitoring sensors inside the central component 1 maintain their normal spatial layout and functional effectiveness in the retracted state, avoiding any impact on the normal use of the steering wheel 10 due to its retraction. Thirdly, by exposing the central component 1, the displacement path required for the steering wheel 10 to be in the retracted and unfolded states can also be effectively shortened, improving the retraction speed and response efficiency of the steering wheel 10.

[0207] This application also provides a controller for controlling a steering wheel 10. The controller is configured to control the instrument panel to switch to a first state when the steering wheel is in the retracted state; wherein, in the first state, the instrument panel covers the wheel rim, and at least a portion of the center member is not covered by the instrument panel.

[0208] In this way, when the steering wheel is in the retracted state, the dashboard covers all or part of the wheel rim, while at least part of the center component is not obscured. The portion of the dashboard used to expose the center component, such as the through-hole 201, can be designed to be smaller, which increases the physical area of ​​the dashboard, facilitates the installation of other structures such as the dashboard itself, and improves the aesthetics. Simultaneously, since at least part of the center component is not obscured by the dashboard, the center component can easily switch between the displayed and retracted states via the exposed portion of the dashboard, simplifying the steering wheel's retraction path and reducing control complexity.

[0209] Optionally, the controller is configured to control the movement of the second instrument panel 20b relative to the first instrument panel 20a, so that the steering wheel 10 switches between the displayed state and the stored state via the through hole 201 and the space covered by the second instrument panel 20b.

[0210] In this way, even when the outline dimension of the through hole 201 is smaller than the outer outline dimension of the steering wheel 10, the steering wheel 10 can still move between the instrument panel and the cockpit, improving the adaptability of the instrument panel 20 to different working conditions.

[0211] Optionally, the second instrument panel 20b is controlled to move relative to the first instrument panel 20a in a second direction so that the steering wheel can switch from the retracted state to the displayed state; wherein the second direction is opposite to the first direction.

[0212] This speeds up the transition of the dashboard to its first state, improving the efficiency of steering wheel storage and display.

[0213] Optionally, the front end component can be controlled to move relative to the frame closer to the driver's seat.

[0214] In this way, the function of the central component can be expanded. For example, when the vehicle is stationary and the driver and passengers are resting in the driver's seat, the front component moves relative to the frame toward the driver's seat, and the front component 12 can realize its second function, such as placing items, or the front component is equipped with buttons for controlling the audio, which makes it easier for the driver and passengers to operate after moving, or the front component is equipped with a display screen, which makes it easier for the driver and passengers to view after moving.

[0215] Optionally, during the process of switching the wheel rim 2 from the unfolded state to the folded state, the wheel rim 2 is controlled to rotate relative to the center member 1, and the second wheel rim 22 rotates relative to the first wheel rim 21.

[0216] In this way, the second wheel rim 22 no longer relies on the rotation fulcrum provided by the central component 1 during the folding process, thereby breaking through the rotation restriction of the central component 1 on the second wheel rim 22, expanding the rotatable posture and motion freedom of the second wheel rim 22, reducing the distance between the second wheel rim 22 and the first wheel rim 21, and enabling the overall outline of the steering wheel 10 in the folded state to converge towards the center of the central component 1, reducing the envelope size of the steering wheel 10 after folding, and improving the space utilization of the steering wheel 10.

[0217] Optionally, the controller is configured to: during the process of the wheel rim 2 switching from the unfolded state to the folded state, while controlling the wheel rim 2 to rotate relative to the center member 1, simultaneously controlling the second wheel rim 22 to rotate relative to the first wheel rim 21.

[0218] In this way, while the rim 2 rotates relative to the center piece 1, the upper or lower space of the rim 2 is released, thereby increasing the rotatable angle of the rim 2 and shortening the total folding time of the steering wheel 10, thus improving the folding efficiency of the steering wheel 10.

[0219] Optionally, the controller is configured to: during the process of switching the wheel rim 2 from the unfolded state to the folded state, after controlling the wheel rim 2 to rotate relative to the center member 1, control the second wheel rim 22 to rotate relative to the first wheel rim 21.

[0220] This is to prevent the second wheel rim 22 from rotating too early, which would encroach on the user's leg movement space and affect the user experience.

[0221] Optionally, the controller is configured to: during the process of switching the wheel rim 2 from the unfolded state to the folded state, after controlling the second wheel rim 22 to rotate relative to the first wheel rim 21, control the wheel rim 2 to rotate relative to the center member 1.

[0222] This reduces the possibility of the rim 2 interfering with the frame 11 during rotation.

[0223] Optionally, the controller is configured to control the rotational angular velocity of the wheel rim 2 relative to the center member 1 to be less than the rotational angular velocity of the second wheel rim 22 relative to the first wheel rim 21 during the process of the wheel rim 2 switching from the unfolded state to the folded state.

[0224] This ensures that the second rim 22 can fold before the rim 2, freeing up the space under the rim 2, preventing the rim 2 from interfering with the center piece 1 during rotation, increasing the rotatable angle of the rim 2, and increasing the compressible volume of the steering wheel 10 after folding.

[0225] This application also provides a control method for controlling an instrument panel assembly, the control method comprising: When the steering wheel is in the retracted state, the instrument panel is switched to a first state. In the first state, the instrument panel covers the wheel rim, and at least a portion of the center component is not covered by the instrument panel. In this way, when the steering wheel is in the retracted state, the dashboard covers all or part of the wheel rim, while at least part of the center component is not obscured. The portion of the dashboard used to expose the center component, such as the through-hole 201, can be designed to be smaller, which increases the physical area of ​​the dashboard, facilitates the installation of other structures such as the dashboard itself, and improves the aesthetics. Simultaneously, since at least part of the center component is not obscured by the dashboard, the center component can easily switch between the displayed and retracted states via the exposed portion of the dashboard, simplifying the steering wheel's retraction path and reducing control complexity.

[0226] Optionally, controlling the dashboard to switch to the first state includes: Control the second instrument panel 20b to move relative to the first instrument panel 20a in a second direction.

[0227] In this way, even when the outline dimension of the through hole 201 is smaller than the outer outline dimension of the steering wheel 10, the steering wheel 10 can still move between the instrument panel and the cockpit, improving the adaptability of the instrument panel 20 to different working conditions.

[0228] Optionally, the control method further includes controlling the front end component to move relative to the frame closer to the driver's seat.

[0229] In this way, the function of the central component can be expanded. For example, when the vehicle is stationary and the driver and passengers are resting in the driver's seat, the front component moves relative to the frame toward the driver's seat, and the front component 12 can realize its second function, such as placing items, or the front component 12 is equipped with buttons for controlling the audio, which makes it easier for the driver and passengers to operate after moving, or the front component 12 is equipped with a display screen, which makes it easier for the driver and passengers to view after moving.

[0230] Optionally, the control method further includes: during the process of switching the rim 2 from the unfolded state to the folded state, controlling the rim 2 to rotate relative to the center member 1, and the second rim 22 to rotate relative to the first rim 21.

[0231] In this way, the second wheel rim 22 no longer relies on the rotation fulcrum provided by the central component 1 during the folding process, thereby breaking through the rotation restriction of the central component 1 on the second wheel rim 22, expanding the rotatable posture and motion freedom of the second wheel rim 22, reducing the distance between the second wheel rim 22 and the first wheel rim 21, and enabling the overall outline of the steering wheel 10 in the folded state to converge towards the center of the central component 1, reducing the envelope size of the steering wheel 10 after folding, and improving the space utilization of the steering wheel 10.

[0232] Optionally, the control method further includes: during the process of switching the rim 2 from the unfolded state to the folded state, while controlling the rim 2 to rotate relative to the center member 1, controlling the second rim 22 to rotate relative to the first rim 21; or, during the process of switching the rim 2 from the unfolded state to the folded state, after controlling the rim 2 to rotate relative to the center member 1, controlling the second rim 22 to rotate relative to the first rim 21; or, during the process of switching the rim 2 from the unfolded state to the folded state, after controlling the second rim 22 to rotate relative to the first rim 21, controlling the rim 2 to rotate relative to the center member 1.

[0233] Optionally, the control method further includes: during the process of switching the rim 2 from the unfolded state to the folded state, controlling the rotational angular velocity of the rim 2 relative to the center member 1 to be less than the rotational angular velocity of the second rim 22 relative to the first rim 21.

[0234] This application also provides a controller including a processor and a memory. The memory stores processor-executable instructions; when the processor is configured to execute the instructions, the controller causes the controller to implement the control method as described in any of the above embodiments.

[0235] This application also provides a computer-readable storage medium storing a computer software program; when the computer software program is run in a controller, the controller causes the controller to implement the control method as described in any of the above embodiments.

[0236] This application also provides a computer program product, including a computer program; when the computer program is run in a controller, the controller causes the controller to implement the control method as described in any of the above embodiments.

[0237] The transportation vehicle provided in this application may further include the controller described in the above embodiments; or the computer-readable storage medium described in the above embodiments.

[0238] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0239] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An instrument panel assembly, characterized in that, The system includes an instrument panel and a steering wheel, the steering wheel including a center element and a rim, the rim being disposed on the center element; the steering wheel has a stowed state. When the steering wheel is in the retracted state, the dashboard covers the wheel rim, and at least a portion of the center member is not covered by the dashboard; The instrument panel has a through hole along a first axis, and at least a portion of the center member is opposite to the through hole; the wheel rim has a folded state, and when the steering wheel is in the retracted state, the wheel rim is in the folded state, and the wheel rim is located on one side of the first axis; wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel; The dashboard includes a first dashboard and a second dashboard; the second dashboard is movable relative to the first dashboard to allow the steering wheel to switch between an on display state and an off display state, at least via a space covered by the second dashboard.

2. The instrument panel assembly according to claim 1, characterized in that, The rim has a folded state and an unfolded state. When the rim switches between the folded state and the unfolded state, the rim can rotate relative to the central member.

3. The instrument panel assembly according to claim 2, characterized in that, The steering wheel also includes a connecting arm connected to the wheel rim. When the wheel rim switches between a folded state and an unfolded state, the connecting arm can rotate relative to the central member.

4. The instrument panel assembly according to claim 2, characterized in that, The rim includes a first rim and a second rim. During the switching process between a folded state and an unfolded state, the second rim can rotate relative to the first rim.

5. The instrument panel assembly according to claim 4, characterized in that, The first rim is rotatably connected to the central member, and the second rim is rotatably connected to the first rim; or The second rim is rotatably connected to the central member, and the first rim is rotatably connected to the second rim.

6. The instrument panel assembly according to claim 5, characterized in that, When the rim is in the unfolded state, the first rim is located above the second rim along the 12 o'clock direction of the rim; The first rim is rotatably connected to the central member, and the second rim is rotatably connected to the first rim; During the process of the wheel flange switching from the unfolded state to the folded state, the first wheel flange rotates upward relative to the center member, and the second wheel flange rotates upward relative to the first wheel flange.

7. The instrument panel assembly according to claim 5, characterized in that, When the rim is in the unfolded state, the first rim is located above the second rim along the 12 o'clock direction of the rim; The first rim is rotatably connected to the central member, and the second rim is rotatably connected to the first rim; During the process of the wheel flange switching from the unfolded state to the folded state, the first wheel flange rotates downward relative to the center member, and the second wheel flange rotates upward relative to the first wheel flange.

8. The instrument panel assembly according to claim 5, characterized in that, When the rim is in the unfolded state, the first rim is located above the second rim along the 12 o'clock direction of the rim; The second rim is rotatably connected to the central member, and the first rim is rotatably connected to the second rim; During the transition from the unfolded state to the folded state, the second rim rotates upward relative to the center member, and the first rim rotates downward relative to the second rim.

9. The instrument panel assembly according to claim 5, characterized in that, When the rim is in the unfolded state, the first rim is located above the second rim along the 12 o'clock direction of the rim; The second rim is rotatably connected to the central member, and the first rim is rotatably connected to the second rim; During the transition from the unfolded state to the folded state, the second rim rotates downward relative to the center member, and the first rim rotates downward relative to the second rim.

10. The instrument panel assembly according to claim 6 or 7, characterized in that, Along the 6 o'clock or 12 o'clock direction of the rim, the size of the first rim is K1, and the size of the second rim is K2; K1 > K2; Alternatively, K1 and K2 satisfy: 1 / 4 ≤ K2 / K1 ≤ 2 / 5; Alternatively, K1 and K2 satisfy: 1 / 4≤K2 / K1≤1 / 2.

11. The instrument panel assembly according to claim 6 or 7, characterized in that, The circumference of the rim is C1, and the length of the second rim is C2, where 1 / 5 ≤ C2 / C1 ≤ 1 / 2.

12. The instrument panel assembly according to claim 6 or 7, characterized in that, When the rim is in the folded state, the first rim is located on one side of the first axis, and the second rim is located on the side of the first rim opposite to the first axis. Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

13. The instrument panel assembly according to claim 8 or 9, characterized in that, Along the 6 o'clock or 12 o'clock direction of the rim, the size of the first rim is K1, and the size of the second rim is K2; K1 < K2; Alternatively, K1 and K2 satisfy: 1 / 4 ≤ K1 / K2 ≤ 2 / 5; Alternatively, K1 and K2 satisfy: 1 / 4 ≤ K1 / K2 ≤ 1 / 2.

14. The instrument panel assembly according to claim 8 or 9, characterized in that, The circumference of the rim is C3, and the length of the first rim is C4, where 1 / 5 ≤ C4 / C3 ≤ 1 / 2.

15. The instrument panel assembly according to claim 8 or 9, characterized in that, When the rim is in the folded state, the second rim is located on one side of the first axis, and the first rim is located on the side of the second rim facing away from the first axis. Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

16. The instrument panel assembly according to any one of claims 1-9, characterized in that, When the steering wheel is in the retracted state, along the first axis, the projection of the wheel rim and the center member at least partially overlap. Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

17. The instrument panel assembly according to any one of claims 1-9, characterized in that, The surface of the central component facing the driver's seat is the first surface; When the steering wheel is in the retracted state, the first surface is closer to the driver's seat than the wheel rim.

18. The instrument panel assembly according to claim 1, characterized in that, The first instrument panel and the second instrument panel enclose the through hole.

19. The instrument panel assembly according to claim 1, characterized in that, When the steering wheel is in the retracted state, the second instrument panel covers the wheel rim.

20. The instrument panel assembly according to claim 1, characterized in that, The central component includes a frame and a front end component, the wheel flange is disposed on the frame, and the front end component is located on the side of the frame facing the driver's seat.

21. The instrument panel assembly according to claim 20, characterized in that, A mounting space is formed between the front end component and the frame, the mounting space being suitable for mounting at least one of an airbag or a circuit assembly; and / or, The front-end component includes at least one of a display, a keypad, or a cover.

22. The instrument panel assembly according to claim 20, characterized in that, When the steering wheel is in the retracted state, at least a portion of the front end member is located in the through hole. Along the perpendicular direction of the first axis, there is a gap between the front end member and the through hole. The front end member and the through hole satisfy the following conditions: The width of the gap is A, where A satisfies: 0≤A≤10mm, and / or, the instrument panel assembly further includes a gap filler, which is disposed on the instrument panel or the front end piece, and the projection of the gap filler overlaps with the projection of the gap on a plane perpendicular to the first axis. Alternatively, when the steering wheel is in the retracted state, the front end member and the through hole satisfy the following: The front end component is located on one side of the instrument panel and covers the through hole; Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

23. The instrument panel assembly according to claim 20, characterized in that, The surface of the front end member facing the driver's seat is a first surface, and the instrument panel has a first surface area facing the driver's seat, the first surface area being in contact with the inner wall surface of the through hole; When the steering wheel is in the retracted state, the top position of the first surface is located on the side of the first surface area facing away from the driver's seat, and the distance between the first surface area and the top position of the first surface along the first axis is F3, where F3 satisfies: 0≤F3≤25mm; or, the top position of the first surface is located on the side of the first surface area facing the driver's seat, and the distance between the first surface area and the top position of the first surface along the first axis is F1, where F1 satisfies: 0≤F1≤30mm; Wherein, the first axis is the axis of the output end of the steering column connected to the steering wheel.

24. The instrument panel assembly according to claim 20, characterized in that, The front end component is capable of moving relative to the frame closer to the driver's seat.

25. A controller for controlling an instrument panel assembly, characterized in that, The dashboard assembly includes an instrument panel and a steering wheel. The steering wheel includes a center element and a rim, with the rim disposed on the center element. The steering wheel has a retracted state. The instrument panel has a through-hole along a first axis, with at least a portion of the center element opposite to the through-hole. The rim has a folded state. When the steering wheel is in the retracted state, the rim is folded and located on one side of the first axis. The instrument panel includes a first instrument panel and a second instrument panel. The second instrument panel is movable relative to the first instrument panel to allow the steering wheel to switch between an exposed state and the retracted state, at least via a space covered by the second instrument panel. The controller is configured to: When the steering wheel is in the retracted state, the instrument panel is switched to the first state; In the first state, the dashboard covers the wheel rim, and at least a portion of the center member is not covered by the dashboard.

26. The controller according to claim 25, characterized in that, The controller is configured to: Control the second instrument panel to move relative to the first instrument panel in a first direction to switch to the first state.

27. The controller according to claim 26, characterized in that, The steering wheel also has an exposed state, and the controller is configured to: Control the second instrument panel to move relative to the first instrument panel in a second direction, so that the steering wheel can switch from the retracted state to the displayed state; The second direction is opposite to the first direction.

28. The controller according to claim 25, characterized in that, The central component includes a frame and a front end component, the wheel flange is disposed on the frame, the front end component is located on the side of the frame facing the driver's seat, and the controller is further configured to: The front end component is controlled to move relative to the frame closer to the driver's seat.

29. A control method for controlling an instrument panel assembly, characterized in that, The dashboard assembly includes an instrument panel and a steering wheel. The steering wheel includes a center element and a rim, with the rim disposed on the center element. The steering wheel has a retracted state. The instrument panel has a through-hole along a first axis, with at least a portion of the center element opposite to the through-hole. The rim has a folded state. When the steering wheel is in the retracted state, the rim is folded and located on one side of the first axis. The instrument panel includes a first instrument panel and a second instrument panel. The second instrument panel is movable relative to the first instrument panel to allow the steering wheel to switch between an exposed state and the retracted state, at least via a space covered by the second instrument panel. The control method includes: When the steering wheel is in the retracted state, the instrument panel is switched to a first state. In the first state, the instrument panel covers the wheel rim, and at least a portion of the center component is not covered by the instrument panel.

30. The control method according to claim 29, characterized in that, The control of switching the dashboard to the first state includes: Control the second instrument panel to move relative to the first instrument panel in a second direction.

31. The control method according to claim 29, characterized in that, The central component includes a frame and a front end component, the wheel flange is disposed on the frame, and the front end component is located on the side of the frame facing the driver's seat. The control method further includes: The front end component is controlled to move relative to the frame closer to the driver's seat.

32. A controller, characterized in that, It includes a processor and a memory; the memory stores instructions executable by the processor; when the processor is configured to execute the instructions, it causes the controller to implement the control method according to any one of claims 29-31.

33. A computer-readable storage medium, characterized in that, The controller stores a computer software program; when the computer software program is run in the controller, the controller causes the controller to implement the control method according to any one of claims 29-31.

34. A computer program product, characterized in that, Includes a computer program; when the computer program is executed, it is capable of implementing the control method according to any one of claims 29-31.

35. A transportation vehicle, characterized in that, Includes the instrument panel assembly according to any one of claims 1-24, and / or, the controller according to any one of claims 25-28 or the controller according to claim 32, or the computer-readable storage medium according to claim 33, or the computer program product according to claim 34.

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