Steering wheel, instrument panel assembly, and vehicle

Abstract

The present application relates to the technical field of steering wheel, especially to a steering wheel, an instrument panel assembly and a traffic carrier, the steering wheel comprises a framework, a rim and a front end piece; the rim is arranged on the framework, and the front end piece is movable along a first axis relative to the framework. In this way, when the steering wheel is stored in the instrument panel, the front end piece can be lifted or lowered along the first axis relative to the framework, and the vicinity of the instrument panel is driven, so that the normal folding of the rim is ensured, the normal operation of the steering wheel function is ensured, and the front end piece is prevented from sinking excessively to leave a safety hazard for the traffic carrier.

Description

Technical Field

[0001] This application relates to the field of steering wheel technology, and more particularly to a steering wheel, dashboard assembly, 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] In related technologies, the steering wheel includes a rim and a frame. The rim is located on the frame, and the end cap of the frame facing the driver's seat is fixed relative to the frame. The frame has a relatively simple function and lacks applications in multiple scenarios. Summary of the Invention

[0004] The purpose of this application is to provide a steering wheel, dashboard assembly, and vehicle that aims to solve the problem in the related technology where wheel flange folding and safety cannot be simultaneously achieved.

[0005] In a first aspect, a steering wheel is provided, including a frame, a rim, and a front end member; the rim is disposed on the frame, the front end member is disposed on one end of the frame facing the driver's seat, and the front end member is movable relative to the frame along a first axis; The steering wheel has a folded state and an unfolded state. When the steering wheel is in the folded state, the front end is farther away from the frame than when the steering wheel is in the unfolded state.

[0006] Optionally, a lifting mechanism is also included, which is connected between the frame and the front end member to drive the front end member to move relative to the frame along the first axis.

[0007] Optionally, the lifting mechanism includes a driving member connected between the frame and the front end member to drive the front end member to move along the first axis.

[0008] Optionally, the driving component includes a first driving component and a second driving component, wherein the first driving component and the second driving component are located on opposite sides of the first axis. The first axis is the axis of the output end of the steering column to which the steering wheel is connected.

[0009] Optionally, the lifting mechanism further includes a guide member for guiding the movement of the front end member.

[0010] Optionally, the driving component includes a first driving component and a second driving component, wherein the first driving component and the second driving component are located on both sides of the first axis and are spaced apart along a first direction; The guide includes a first guide and a second guide, which are located on both sides of the first axis and spaced apart along the second direction; The second direction intersects the first direction, and both the second direction and the first direction are perpendicular to the first axis.

[0011] Optionally, the first driving member and the second driving member include a rotary driving member, a screw, and a nut; One of the rotary drive component and the nut is located on the frame, and the other is located on the front end component; The screw is connected to the output end of the rotary drive component, and the screw is threadedly connected to the nut.

[0012] Optionally, one of the skeleton and the front end piece is provided with a guide hole, and the other is connected to the guide piece; The guide element is located inside the guide hole.

[0013] Optionally, the front-end component includes at least one of a display, a keypad, or a cover.

[0014] Optionally, the steering wheel may also include an airbag located at the front end.

[0015] Optionally, the rim can switch between an unfolded state and a folded state, and the rim includes a first rim and a second rim; During the switching between the unfolded state and the folded state, the wheel rim rotates relative to the frame, and the second wheel rim rotates relative to the first wheel rim.

[0016] 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.

[0017] Optionally, the first wheel rim is rotatably connected to the frame, and the second wheel rim is rotatably connected to the first wheel rim; During the process of the wheel rim switching from the unfolded state to the folded state, the first wheel rim rotates upward relative to the frame, and the second wheel rim rotates upward relative to the first wheel rim.

[0018] 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.

[0019] Optionally, the circumference of the rim is C1, and the length of the second rim is C2, where 1 / 5 ≤ C2 / C1 ≤ 1 / 2.

[0020] Optionally, 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.

[0021] Optionally, the surface of the front end member facing the driver's seat is a first surface; When the steering wheel is in the folded state, the first surface is closer to the driver's seat than the wheel rim.

[0022] Secondly, a dashboard assembly is also provided, which includes the steering wheel of the first aspect.

[0023] Optionally, the dashboard assembly also includes an instrument panel, and the steering wheel can be switched between a stowed state and an on display state relative to the instrument panel.

[0024] Optionally, the instrument panel has a through hole, and when the steering wheel is in the retracted state or during the transition from the displayed state to the retracted state, the front end piece moves relative to the frame to block the through hole.

[0025] 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: Along the perpendicular direction of the first axis, there is a gap between the front end member and the through hole, the width of the gap being A, where A satisfies: 0≤A≤10mm, and / or, the dashboard assembly further includes a gap filler, the gap filler being disposed on the dashboard or the front end member, and the projection of the gap filler overlapping the projection of the gap on a plane perpendicular to the first axis; or, when the steering wheel is in the retracted state, the front end member and the through hole satisfy the following: the front end member is located on one side of the dashboard and covers the through hole.

[0026] 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; 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. Along the first axis, the distance between the first surface area and the top position of the first surface 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. Along the first axis, the distance between the first surface area and the top position of the first surface is F1, where F1 satisfies: 0≤F1≤30mm.

[0027] Thirdly, a vehicle is provided, including the steering wheel of the first aspect, or the dashboard assembly of the second aspect. Attached Figure Description

[0028] 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.

[0029] 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 the structure of a steering wheel in related technologies; Figure 4 This is a schematic diagram of another type of steering wheel in related technologies; Figure 5 A structural diagram of the steering wheel provided in this application in its stowed state; Figure 6 A structural schematic diagram of the steering wheel provided in this application in its exhibited state; Figure 7 for Figure 5 A schematic diagram of the lifting structure; Figure 8 for Figure 7 Exploded view; Figure 9 for Figure 7 A bottom view; Figure 10 A schematic diagram of a steering wheel provided in some embodiments of this application, wherein the steering wheel is in an unfolded state; Figure 11 for Figure 10 The diagram shows the structure of the steering wheel in its unfolded and folded states when viewed from another perspective. Figure 12 for Figure 10 The diagram shows one state of the steering wheel during the folding process. Figure 13 for Figure 10 The diagram shows another state of the steering wheel during the folding process. Figure 14 This application provides structural schematic diagrams of a steering wheel during the folding process, as shown in some embodiments of the present application. Figure 15 for Figure 9 The diagram shows the steering wheel in a folded state. Figure 16 Schematic diagrams of a steering wheel in the folding process and folded state, provided for some embodiments of this application; Figure 17 Schematic diagrams of a steering wheel in the folding process and folded state, provided for some embodiments of this application; Figure 18 This is a schematic diagram of the structure of the instrument panel assembly provided in some embodiments of this application; Figure 19 for Figure 18 A schematic diagram showing the positions of the front-end components and the instrument panel in the first embodiment; Figure 20 for Figure 18 A schematic diagram showing the positions of the front-end components and the instrument panel in the second embodiment; Figure 21 for Figure 18 A schematic diagram showing the positions of the front-end components and the instrument panel in the third embodiment; Figure 22 for Figure 18 A schematic diagram showing the positions of the front-end components and the instrument panel in the fourth embodiment; Figure 23 for Figure 1 Assembly diagram of the gap filler and the sealing component; Figure 24 for Figure 23 A partial schematic diagram; Figure 25 for Figure 23 A three-dimensional structural diagram of the gap filler; Figure 26 for Figure 25 Exploded view; Figure 27 for Figure 1 A schematic diagram of the structure of the adjustment component in its initial state; Figure 28 for Figure 1 A schematic diagram of the structure of the adjustment component in the adjustment state; Figure 29 for Figure 27A schematic diagram of the structure of the adjustment component; Figure 30 for Figure 27 A sectional view; Figure 31 for Figure 1 A schematic diagram of the assembly of the central adjustment component and the instrument panel in another embodiment; Figure 32 for Figure 29 Exploded view; Figure 33 for Figure 27 A cross-sectional view of the adjustment component; Figure 34 for Figure 28 A cross-sectional view of the adjustment component.

[0030] 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; 1-Center component; 11-Frame; 12-Front end component; 121-First connection area; 122-Second connection area; 13-First surface; 2-Flange rim; 21-First rim rim; 22-Second rim rim; 3-First axis; 4-Second axis; 5-Gap filler; 51-First opening; 52-Second opening; 53-Base; 54-Flexible layer; 6-Adjusting component; 6a-First adjusting component; 6b-Second adjusting component; 61-Third driving component; 62-Push rod; 621-Second limiting part; 63-Base; 631-First limiting part; 632-Mounting hole; 6321-First hole segment; 6322-Second hole segment; 64-First elastic element; 7-Lifting mechanism; 71-Driver; 71a-First drive; 71b-Second drive; 72-Guide; 72a-First guide; 72b-Second guide; 8-Guide hole; 81-First guide hole; 82-Second guide hole; 9-Staff; O1 - First axis line; 20 - Instrument panel; 20a - First instrument panel; 20b - Second instrument panel; 201 - Through hole; 202 - First surface area. Detailed Implementation

[0031] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0032] 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.

[0033] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0034] In this application embodiment, "parallel" includes the described situation and situations that are similar to the described situation, the range of which is within an acceptable deviation range, wherein the acceptable deviation range is determined by those skilled in the art taking into account the measurement under discussion and the error associated with the measurement of a particular quantity (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, wherein the acceptable deviation range for approximate parallelism may be, for example, a deviation within 5°.

[0035] In vehicles such as motor vehicles and handling robots, the steering wheel is used to control the vehicle's direction of travel. For an example, please refer to [link to example]. Figure 1 The steering wheel controls direction by rotating through its rim. With technological advancements, the steering wheel needs to be retracted and folded towards the dashboard to meet users' needs for space comfort in scenarios such as intelligent driving and sleeping.

[0036] Please see Figure 1 and Figure 2 The steering wheel can have features such as Figure 1 The exhibition status shown and as Figure 2 The folded configuration shown indicates that when the steering wheel is in the extended position, it is exposed outside the dashboard for the driver to grip. When the steering wheel is in the stowed position, it is stored inside the steering wheel tray to free up cabin space.

[0037] When the steering wheel is folded, the function of the center component 1 is not fully utilized.

[0038] Please see Figure 3To address at least one of the aforementioned problems, this application proposes a steering wheel 10, including a center element 1 and a rim 2. The center element 1 is located within the area surrounded by the rim 2, and the center element 1 may include at least one of a frame, a decorative cover, or an airbag housing. The rim 2 is designed to be manually rotated by a user to achieve steering.

[0039] Please see Figure 5 and Figure 6 The central component 1 includes a frame 11 and a front end component 12. The wheel rim 2 is disposed on the frame 11. The front end component 12 can move relative to the frame 11. For example, the front end component 12 can move relative to the frame 11 along the first axis O1. The first axis O1 is the axis of the output end of the steering column connected to the steering wheel 10. The steering wheel 10 can rotate around the first axis O1 to drive the vehicle to turn.

[0040] When the steering wheel 10 is in its retracted state, the front end component 12 is further away from the frame 11 than when it is in its displayed state. This means that when the vehicle is in normal driving mode, the front end component 12 is closer to the frame to reduce its impact on the front space of the driver's cabin, avoiding interference with the driver's legroom and control space. Simultaneously, the proximity of the front end component 12 to the frame facilitates coordinated movement with the steering wheel in the displayed state, ensuring the stability and functional integrity of steering. When the vehicle is not in a driving state, such as when it is stationary and the occupants are resting in the driver's seat, the front end component 12 moves relative to the frame towards the driver's seat. This allows the front end component 12 to perform a secondary function, such as placing items, or having buttons for controlling the audio system, making it easier for the occupants to operate after movement, or having a display screen, making it easier for the occupants to view the screen after movement.

[0041] Please see Figure 2 When the steering wheel is folded into the inside of the dashboard, the rim 2 of the steering wheel is folded relative to the center piece to reduce the space occupied by the steering wheel inside the dashboard when it is folded.

[0042] Please see Figure 4 , Figure 4 (a) is a schematic diagram of the structure of a steering wheel 10 before folding, provided by related technologies. Figure 4 (b) is a structural diagram of the steering wheel 10 during the folding process. Figure 4 (c) in the diagram is a structural schematic of the target position that the steering wheel 10 needs to reach after folding. In related technologies, the steering wheel 10 typically controls the rim 2 to rotate relative to the center member 1 to achieve folding of the steering wheel 10. However, during the rotation process, the rim 2 is prone to interference with structures such as the center member 1 and the instrument panel 20, making it impossible for the rim 2 to fold to the target position. For an example, please refer to [reference needed]. Figure 4In (b), during the flipping process of rim 2, rim 2 will interfere with the frame at point a, preventing rim 2 from folding to... Figure 4 The target location is shown in (c) in the diagram.

[0043] To avoid interference, the height of the central component protruding from the rim 2 onto the surface facing the driver's seat needs to be reduced. However, this causes the central component to sink deeper into the through-hole 201 of the instrument panel when the steering wheel is switched to the stowed position. This results in the central component not being able to block the through-hole 201. Furthermore, when the central component includes an airbag, the airbag sinks significantly, posing a safety hazard such as the airbag failing to deploy. Therefore, the relevant technology cannot simultaneously achieve both avoiding interference with the central component and blocking the through-hole 201.

[0044] In addition, to avoid interference, the size of the wheel rim 2 can be increased. However, when the steering wheel is folded, the wheel rim 2 protrudes more towards the driver's seat relative to the center piece, which will also expose the through hole 201 on the instrument panel, posing a safety hazard or reducing the service life of electrical components in the instrument compartment.

[0045] When the steering wheel is Figure 5 As shown, when stored inside the dashboard, the front end piece 12 can be as follows: Figure 6 As shown, the wheel rim 2 moves up and down relative to the frame 11 along the first axis O1, and moves the area near the dashboard, thereby ensuring that the wheel rim 2 can be folded normally while ensuring the normal operation of the steering wheel 10 and avoiding excessive sinking of the front part 12, which could leave a safety hazard for the vehicle.

[0046] To prevent the through hole 201 of the instrument panel 20 from being exposed outside the driver's cabin when the steering wheel is in the retracted state, in some embodiments, the center member 1 can be moved into the through hole 201 when the steering wheel is in the retracted state to seal the through hole 201, preventing foreign objects, dust, moisture, etc. from entering the instrument compartment through the through hole 201, thereby reducing the lifespan of electrical components in the instrument compartment.

[0047] In some embodiments, the front end member 12 includes an airbag housing and an airbag, with the airbag housed within the airbag housing. Thus, when the steering wheel 10 is in the deployed state, the airbag is positioned along with the front end member 12 in a preset driving operation position to provide protection for the occupants. When the steering wheel 10 is in the retracted state, the front end member 12 can move along the first axis O1 to deliver the airbag from inside the instrument panel to or outside the through-hole 201, preventing the airbag from sinking excessively into the space below the instrument panel as the steering wheel 10 is retracted, thus maintaining the normal operation of the airbag function.

[0048] In some embodiments, the front end piece 12 can also be an electrical box for housing circuit components related to the steering wheel 10, such as clock springs, wiring harness connectors, control circuit boards, sensor modules, etc. Integrating electrical components into the liftable front end piece 12 allows for a more compact wiring harness layout, and the components can move together with the front end piece 12 in the folded state, avoiding wiring harness bending fatigue or poor contact caused by repeated flipping of the wheel rim 2, thereby improving the reliability and service life of the electrical system.

[0049] In some embodiments, the front-end component 12 may be a display screen that faces the driver's seat when the steering wheel 10 is in the retracted state, so that the driver can use the display screen for entertainment or to obtain vehicle information and complete human-machine interaction with the vehicle.

[0050] In some embodiments, the front-end component 12 can also be a button panel. When the steering wheel 10 is in the retracted state, the button panel is exposed towards the driver's seat, so that the driver can easily adjust functions such as air conditioning temperature, audio volume, and driving mode, thereby improving the convenience of using the vehicle.

[0051] In addition, in some embodiments, the front end 12 may also be a decorative cover with a surface material consistent with that of the dashboard, thereby enhancing the consistency of the dashboard surface.

[0052] Please refer to Figure 7 and Figure 8 In some embodiments, the steering wheel 10 also includes a lifting mechanism 7 connected between the frame 11 and the front end member 12, so as to drive the front end member 12 to move relative to the frame 11 along the first axis O1, thereby realizing the autonomous folding of the front end member along the first axis O1 and optimizing the human-computer interaction experience.

[0053] In some embodiments, the lifting mechanism 7 includes a drive member 71, which can be an electric push rod, a hydraulic cylinder, or a pneumatic drive cylinder; this application does not limit the specific type of drive member. The drive member 71 is connected between the frame 11 and the front end member 12. The drive member 71 can output rotational or linear motion to drive the front end member 12 to move along the first axis O1, thereby realizing the storage and display of the front end member.

[0054] In some embodiments, the drive member 71 includes a rotary drive member, a screw, and a nut; one of the rotary drive member and the nut is disposed on the frame 11, and the other is disposed on the front end member 12; the screw is connected to the output end of the rotary drive member, and the screw is threadedly connected to the nut.

[0055] In practical applications, the rotary drive can rotate to drive the screw to rotate, thereby driving the nut and the front end piece 12 connected to the nut to move along the first axis O1, thus completing the storage and display of the front end piece 12.

[0056] In some embodiments, the driving member 71 includes a first driving member 71a and a second driving member 71b, which are located on both sides of the first axis O1. This forms a symmetrical driving force arrangement on both sides of the first axis O1, improves the uniformity of force on the front end member 12, avoids the front end member 12 from being tilted or stuck due to unilateral driving, and improves motion stability and structural reliability.

[0057] At the same time, the arrangement of the first drive component 71a and the second drive component 71b can also enhance the connection strength between the frame 11 and the front end component 12, reduce the possibility of the lifting mechanism 7 falling off the front end component 12 or the frame 11 when the airbag is working, and improve the reliability of the steering wheel.

[0058] In some embodiments, the lifting mechanism 7 further includes a guide 72, which is used to guide the movement of the front end member 12, reduce the possibility of deviation or swaying during the movement of the front end member 12, and improve the stability of the movement of the front end member 12 along the first axis O1.

[0059] Meanwhile, when the front end part 12 is a cover or the front end part 12 is used to block the through hole 201 of the instrument panel, the guide part 72 can also prevent the front end part 12 from radially deviating or running off course during the lifting and lowering process, so as to ensure the uniformity of the front end part 12 in blocking the through hole 201 of the instrument panel.

[0060] The guide member 72 can be a guide post, a slide rail, or a linear bearing; this application does not limit this. In some embodiments, one of the frame 11 and the front end member 12 is provided with a guide hole 8, and the other is connected to the guide member 72; the guide member 72 is located in the guide hole 8, thus forming a limit during the movement of the front end member 12, ensuring that the front end member 12 moves linearly along a predetermined trajectory and avoiding deviation or shaking.

[0061] Please refer to Figure 8 and Figure 9 In some embodiments, the guide member 72 includes a first guide member 72a and a second guide member 72b, the first guide member 72a and the second guide member 72b are located on both sides of the first axis O1 and are spaced apart along the second direction Y; the second direction Y intersects the first direction X, and both the second direction Y and the first direction X are perpendicular to the first axis O1.

[0062] Specifically, such as Figure 9As shown, the front end member 12 has a first guide hole 81, a second guide hole 82, a first connecting area 121, and a second connecting area 122. The first connecting area 121 is used to connect with the first driving member 71a, and the second connecting area 122 is used to connect with the second driving member 71b. The first guide hole 81 is used to accommodate the first guide member 72a, and the second guide hole 82 is used to accommodate the second guide member 72b. The first connecting area 121 and the second connecting area 122 are spaced apart along a first direction X, and the first guide hole 81 and the second guide hole 82 are spaced apart along a second direction. The first direction X and the second direction intersect and are perpendicular to the first vertical line.

[0063] This configuration serves two purposes: firstly, it avoids structural interference between the guide component and the drive component 71 in space, optimizes the internal structural layout of the frame 11 and the front-end component 12, and improves space utilization; secondly, it restricts the unexpected degrees of freedom of the front-end component 12 from multiple dimensions, forming a more stable guiding constraint, avoiding the risk of swaying caused by single-point or unidirectional arrangement, ensuring that the front-end component 12 maintains a stable posture during the lifting process, and improving sealing accuracy and appearance consistency.

[0064] To minimize the space occupied by wheel rim 2 inside the dashboard during storage, wheel rim 2 will be folded. Please refer to [link / reference]. Figure 4 , Figure 4 (a) is a schematic diagram of the structure of a steering wheel 10 before folding, provided by related technologies. Figure 4 (b) is a structural diagram of the steering wheel 10 during the folding process. Figure 4 (c) in the figure is a schematic diagram of the steering wheel 10 after folding. In related technologies, the rim 2 is rotated relative to the center piece 1 to achieve the folding of the steering wheel 10. This scheme of rotating the rim 2 as a whole is relatively simple in design, but the rim 2 occupies a large space during the rotation process, which has an adverse effect on the driver, such as a higher probability of interference with the driver, affecting the user experience and safety; and after rotation, the size occupied in the front and rear space of the vehicle is still large, which may lead to the following situations: 1) The rim 2 of the steering wheel is exposed outside the dashboard, which is unsightly and detrimental to the driver's space; 2) It occupies a large space in the instrument panel, making the layout difficult, applicable to fewer vehicle models, and costly.

[0065] The applicant discovered that if the entire rim 2 needs to be flipped while occupying less space, its diameter could be reduced; however, this would cause interference problems during the flipping process. Specifically, during the flipping process, the rim 2 is prone to interference with structures such as the center component 1, preventing it from folding to the target position. For an example, please refer to [link to example]. Figure 4 In (b), during the flipping process of rim 2, rim 2 will interfere with the center component at point a, preventing rim 2 from folding to... Figure 4The target location is shown in (c) in the diagram.

[0066] Please see Figure 10 and Figure 11 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 central axis of the center member 1, and the center lines of the rims are collinear with the central axis of the center member 1.

[0067] During the transition between the unfolded and folded states, the rim 2 rotates relative to the center member 1, and the second rim 22 rotates relative to the first rim 21. Optionally, during the transition from the unfolded 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 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 to the unfolded state is the reverse of the transition from the unfolded to the folded state. The following embodiments focus on the transition from the folded to the unfolded state. The transition from the unfolded to the folded state can be derived by referring to the transition from the folded to the unfolded state, and will not be elaborated here.

[0068] 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 rotate relative to the center member 1.

[0069] In this way, when the wheel rim 2 switches from the unfolded state to the folded state, 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. This reduces the size of the wheel rim 2 in the plane perpendicular to the first axis O1 during the folding process, thus avoiding interference with the center member 1, the instrument panel 20, and other surrounding components during rotation. This allows the steering wheel 10 to fold to the target state, reducing the probability of interference with the driver. When the wheel rim 2 is in the folded state, the wheel rim 2 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 reduces the volume of the steering wheel 10 in the folded state, saving space when the steering wheel 10 is stored inside the instrument panel 20, making it easier to store. The first axis O1 is the central axis of the steering column to which the steering wheel is connected, that is, the axis that drives the wheels to steer when the steering wheel rotates around the first axis O1.

[0070] 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.

[0071] In some embodiments, when the wheel rim 2 is in the extended state, along the 12 o'clock direction 10a 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 10a 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 straightened state. The straightened 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.

[0072] 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 a vehicle, the size occupied by the wheel flange 2 along the front-rear direction of the vehicle in the folded state can be reduced.

[0073] 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.

[0074] Optionally, the first rim 21 can be rotatably connected to the center member 1 via a first rotating connector, and the second rim 22 can be rotatably connected to the first rim 21 via a second rotating connector. There is no direct connection between the second rim 22 and the center member 1. The first and second rotating connectors can be hinges, flexible connectors, etc., and this application does not impose any limitations on them. Optionally, the first rotating connector may include a first shaft 3, and the second rotating connector may include a second shaft 4.

[0075] Based on the above, for optional information, please refer to... Figure 11 , Figure 12 and Figure 13 During 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 piece 1, and the second wheel rim 22 rotates upward relative to the first wheel rim 21.

[0076] 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.

[0077] 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.

[0078] Furthermore, when the first rim 21 rotates upward, the second rim 22 also rotates upward relative to the first rim 21. The first rim 21 folds once relative to the center member 1, and the second rim 22 folds twice relative to the first rim 21. In this way, in the folded state, the rim 2 is folded up to the upper side of the center member 1. The rim 2 has a smaller size on the first axis O1, occupies less space, and can avoid interference with the instrument panel 20, thereby optimizing the shape of the instrument panel 20.

[0079] 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.

[0080] 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 10As shown in (b) in the figure, the projections of the wheel rim 2 and the center piece 1 along the 3 o'clock or 9 o'clock direction 10d of the wheel 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 wheel rim 2 when the steering wheel 10 is in the straightened state.

[0081] In some embodiments, the left and right sides of the center component 1 are typically provided with lever switches for controlling functions such as lights, wipers, and cruise control. The first wheel rim 21 flips upward relative to the center component 1, allowing the wheel rim 2 to avoid the lever switches during the flipping process. This allows the wheel rim 2 to be folded without changing the original position, shape, and size of the lever switches, reducing the impact of the steering wheel 10 folding on the lever switches, maintaining the complete functionality and operation feel of the lever switches, and reducing development costs.

[0082] 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.

[0083] Please refer to Figure 14 and Figure 15 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 switching the rim 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.

[0084] 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.

[0085] 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.

[0086] 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 direction 10c or the 12 o'clock direction 10a 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.

[0087] 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).

[0088] 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.

[0089] 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).

[0090] 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 a 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.

[0091] 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, 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, reducing the volume of the steering wheel 10 in the height direction of the vehicle, and improving the space utilization rate of the steering wheel 10 in the height direction of the vehicle.

[0092] In some embodiments, when the steering wheel 10 is in a folded state, along the first axis O1, the distance from the end of the first wheel rim 21 facing away from 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 facing away from the driver's seat to the first surface 13 is a second distance, the second distance being less than the first distance.

[0093] 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.

[0094] 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.

[0095] Please see Figure 11 In embodiment (b), 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 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 below should be understood in the same way and will not be repeated here.

[0096] D1 and D2 satisfy: 230mm≤D1≤440mm, 120mm≤D2≤330mm.

[0097] Optionally, D1 can be 230 mm, 250 mm, 300 mm, or 400 mm. D2 can be 120 mm, 150 mm, 200 mm, or 300 mm.

[0098] 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 in the front and rear directions of the vehicle, thereby improving the space utilization rate of the steering wheel 10 in the front and rear directions of the vehicle when folded.

[0099] 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 pollution and corrosion of parts, and affecting the lifespan of the vehicle. 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.

[0100] 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.

[0101] 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 to add an additional front end piece 12, reducing the possibility of external moisture and dust entering the inner space through the through hole 201.

[0102] Please see Figure 11 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 the 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 the fourth distance D4. D3 and D4 satisfy: 30mm≤D3≤150mm, 30mm≤D4≤150mm.

[0103] 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.

[0104] Thus, when the steering wheel 10 is in the retracted state, the height of the protrusion of the center member 1 towards the driver's seat from the rim 2 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 vehicle's operation, and at the same time, ensuring 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.

[0105] 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 16 Alternatively, the second rim 22 can be rotatably connected to the center part 1, and the first rim 21 can be rotatably connected to the second rim 22.

[0106] Please see Figure 17 The second wheel rim 22 is rotatably connected to the center member 1 through the first rotating connector, and the first wheel rim 21 is rotatably connected to the second wheel rim 22 through the second rotating connector, and the first wheel rim 21 has no direct connection with the center member 1.

[0107] In some implementations, such as Figure 17 When the second rim 22 is rotatably connected to the center piece 1 and the first rim 21 is rotatably connected to the second rim 22, during the process of the rim 2 switching from the unfolded state to the folded state, the second rim 22 rotates upward relative to the center piece 1, and the first rim 21 rotates downward relative to the second rim 22.

[0108] In this way, by rotating the first rim 21 downwards, the upper space of the rim 2 can be freed up, and interference between the first rim 21 and the instrument panel 20 on the upper side of 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 down, and at the same time, reduces the height of the movable part of the instrument panel 20 on the upper side of the through hole 201, so as to free up some space in the instrument panel 20 for installing the instrument panel and other structures on the upper side of the steering wheel 10.

[0109] 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 17 During the transition from the unfolded state to the folded state, the second rim 22 rotates downward relative to the center piece 1, and the first rim 21 rotates downward relative to the second rim 22.

[0110] Thus, during the downward rotation of the second wheel rim 22, the first wheel rim 21 rotates downward to lift 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 2 relative to the center member 1, reducing the distance between the first wheel rim 21 and the first axis O1 when the wheel rim 2 is in the folded state, and reducing the volume of the steering wheel 10 in the folded state.

[0111] 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 rim 2 is entirely 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.

[0112] 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 the storage process are shorter, which reduces the storage stroke of the steering wheel 10, reduces the requirements for the steering column used to drive the steering wheel 10, reduces structural complexity, and saves costs.

[0113] Furthermore, please see Figure 17 When the second rim 22 rotates downward, the upper space of the rim 2 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 2 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 2 and the center member 1 along the 3 o'clock or 9 o'clock direction 10d of the rim 2 to 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.

[0114] 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 first rim 22, the rim 2 also satisfies the following: along the 6 o'clock direction 10c or the 12 o'clock direction 10a of the rim 2, 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.

[0115] Thus, during the transition from the unfolded to the folded state of the wheel rim 2, 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 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 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).

[0116] 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 first rim 21, the rim 2 also satisfies the following: the circumference of the rim 2 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.

[0117] Under this proportional constraint, during the transition of the wheel rim 2 from the unfolded state to the folded state, 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 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 panel, 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).

[0118] 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 first rim 21, the rim 2 also satisfies the following: when the rim 2 is in a 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.

[0119] 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, 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, reducing the volume of the steering wheel 10 in the height direction of the vehicle, and improving the space utilization rate of the steering wheel 10 in the height direction of the vehicle.

[0120] In some implementations, in the above Figure 11 and Figure 17 In the embodiment shown, when the rim 2 is in a 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.

[0121] 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.

[0122] In some embodiments, when the rim 2 is in a folded state, please refer to Figure 11 In (b), the second wheel rim 22 is located above 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.

[0123] 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 A1, and the size of the second rim 22 is A2, where A1 > A2.

[0124] 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).

[0125] When the wheel rim 2 is folded, 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. In this way, the space occupied by the folded wheel rim 2 in the height direction 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 member 1, thereby reducing the volume of the steering wheel 10 in the folded state and improving the space utilization of the instrument compartment.

[0126] In some embodiments, please refer back to the reference. Figure 10 Along the 3 o'clock or 9 o'clock direction 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 11 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.

[0127] In some embodiments, please refer to Figure 11In (b), when the wheel rim 2 is in the folded state, 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 2 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.

[0128] In some implementations, please refer to Figure 11 In (b), when the rim 2 is in a folded state, the angle between the first rim 21 and the second rim 22 is C, and C satisfies: 0≤C≤90°.

[0129] 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.

[0130] C can be 10°, 20°, 30°, 40°, 50°, 60°, 70°, or 80°, and this application does not limit it in this regard.

[0131] Under this angle constraint, it can be ensured that when the wheel rim 2 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.

[0132] In some embodiments, when the rim 2 is in a folded state, the angle between the first rim 21 and the first axis O1 is D, where D satisfies: 0≤D≤10°.

[0133] 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.

[0134] D can be 1°, 2°, 3°, 4°, 5°, 6°, 7°, or 8°, and this application does not impose any restrictions on this.

[0135] 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 2 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.

[0136] In some embodiments, during the transition from the unfolded state to the folded state, the rotation angle of the rim 2 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 2 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 2 relative to the center member 1 is also the rotation angle of the second rim 22 relative to the center member 1.

[0137] 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.

[0138] 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 2, reducing the space occupied by the folding of the rim 2, and improving the adaptability of the rim 2 to small spaces.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] Under the aforementioned angle constraints, it can be ensured that after the wheel rim 2 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.

[0143] 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.

[0144] Under the aforementioned angle constraints, it can be ensured that after the wheel rim 2 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.

[0145] 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°.

[0146] The rotation angle of the first rim 21 relative to the center piece 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°. This application does not limit this.

[0147] Under the aforementioned angle constraints, when the wheel rim 2 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 2 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.

[0148] This application also proposes an instrument panel assembly 100, which includes the aforementioned steering wheel 10 and instrument panel 20. The instrument panel 20 is located between the instrument compartment and the driver's compartment. The instrument panel 20 serves as the shell 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.

[0149] Please refer to Figure 18 The instrument panel 20 has a through hole 201, through which the steering wheel 10 can move between the instrument panel and the cockpit.

[0150] In some embodiments, the dashboard 20 may include a first dashboard 20a, a second dashboard 20b, and a dashboard 20 drive mechanism. A through hole 201 is formed between the first dashboard 20a and the second dashboard 20b. The second dashboard 20b is movable relative to the first dashboard 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 dashboard 20b.

[0151] 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.

[0152] In some embodiments, when the wheel rim 2 is in the unfolded state, the maximum vertical dimension of the steering wheel 10 in the first axis O1 is greater than the maximum vertical dimension L2 of the through hole 201 in the first axis O1. In this way, the through hole 201 is blocked, reducing the possibility that external moisture and dust will enter the interior of the instrument panel 20 through the through hole 201 during the unfolding of the steering wheel 10.

[0153] Optionally, the second instrument panel 20b is located above the first instrument panel 20a. The second instrument panel 20b can rotate upward relative to the first instrument panel 20a, so that the steering wheel 10 can switch between a displayed 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.

[0154] In some embodiments, 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 member 1 is not covered by the instrument panel 20.

[0155] This design, on the one hand, utilizes the dashboard 20 to completely conceal the wheel rim 2 within the cabin, effectively ensuring the overall aesthetics and visual continuity of the cockpit interior when stowed.

[0156] 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.

[0157] Please refer to Figure 19 In some embodiments, when the steering wheel 10 is in the retracted state, at least a portion of the front end member 12 is located in the through hole 201. Along the perpendicular direction of the first axis O1, there is a gap between the front end member 12 and the through hole 201. The width of the gap is A, and A satisfies: 0≤A≤10mm. This application controls the gap between the front end member 12 and the through hole 201 within the above range, so as to effectively suppress the intrusion of dust, moisture and foreign objects and improve the sealing performance of the dashboard assembly 100 while ensuring that the front end member 12 can move or be assembled smoothly relative to the through hole 201.

[0158] 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 area between the front end member 12 and the through hole 201, and significantly reducing the risk of external contaminants entering the dashboard interior.

[0159] In some embodiments, 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 12 and the overall consistency, reducing the possibility of problems such as local light leakage, dust accumulation, or deformation of the front end component 12 due to uneven gaps.

[0160] It should be noted that the gap width between the front end member 12 and the through hole 201 referred to in this article refers to the distance in the vertical direction of the opening of the interface between the front end member 12, the through hole 201 and the instrument panel, on the first axis O1.

[0161] Please refer to Figures 20 to 22 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.

[0162] 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.

[0163] like Figure 20 As shown, when the front end piece 12 is located on the side of the instrument panel 20 facing away from the driver's seat, the distance between the top position of the first surface area 202 and the first surface 13 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 piece 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 the accumulation of dust on the surface of the instrument panel 20 and the difficulty of cleaning caused by the excessive depth of the countersunk hole.

[0164] 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, and the first surface 13 is the surface of the front end member 12 facing the driver's seat.

[0165] like Figure 21 and Figure 22As shown, in other possible embodiments, the front end member 12 can also be used to directly cover the through hole 201. That is, at least a portion of the front end member 12 is located on the side of the instrument panel 20 facing the driver's seat, and the maximum dimension L2 of the front end member in the vertical direction along the first axis O1 is greater than the maximum aperture L1 of the through hole 201 in the vertical direction along the first axis O1. 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 201.

[0166] 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.

[0167] Please refer to Figures 23 to 26 In some embodiments, when the steering wheel 10 is in the retracted state, at least a portion of the front end member 12 is located in the through hole 201. A gap exists between the front end member 12 and the through hole 201 along the perpendicular direction of the first axis. The dashboard assembly 100 also includes a gap filler 5, which is disposed on the front end member 12 or the dashboard. On a plane perpendicular to the first axis O1, the projection of the gap filler 5 overlaps with the projection of the gap. The gap filler 5 is disposed between the front end member 12 and the through hole 201 to fill the gap between them, thereby reducing the gap and improving the sealing and aesthetics of the dashboard assembly 100.

[0168] It should be noted that when the gap filler 5 is disposed between the through hole 201 and the front end member 12, the gap filler 5 can be connected to the front end member 12 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 5 and the instrument panel 20 will be described below.

[0169] The gap filler 5 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 5 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.

[0170] The gap filler 5 can adaptively fill the gap between the front end part 12 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 part 12 and the instrument panel 20 due to manufacturing and assembly errors, thus improving the reliability of the seal.

[0171] In some embodiments, the gap filler 5 includes a first opening 51 and a second opening 52 disposed opposite to each other along the first axis O1, wherein the first opening 51 is closer to the driver's seat side than the second opening 52. Furthermore, the cross-sectional area of ​​the first opening 51 is larger than the cross-sectional area of ​​the second opening 52. This arrangement ensures sufficient gap filling while guiding the movement of the front end member 12 or the 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.

[0172] In some embodiments, the gap filler 5 includes a base 53 and a flexible layer 54. The base 53 serves as a support structure to maintain the overall shape and installation stability of the gap filler 5; the base 53 is connected to the instrument panel 20 to fix the gap filler 5 to the inner wall surface of the through hole 201.

[0173] The base 53 can be bonded to the instrument panel 20, threadedly connected, or snap-fitted; this application does not limit this. For example, the base has a snap-fit, and the instrument panel 20 has a slot; the base is snapped into the slot by the snap-fit.

[0174] The material of the substrate 53 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.

[0175] For example, the base 53 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 5 on the gap between the through hole 201 and the front end member 12.

[0176] The flexible layer 54 is disposed on the side of the substrate 53 facing the through hole 201. The flexible layer 54 can be a thermoplastic elastomer, EPDM rubber, silicone rubber, polyurethane, foam sponge or other materials with elastic properties. This application does not limit the application in this regard.

[0177] The flexible layer 54 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 5. At the same time, the flexible layer 54 can also form a buffer between the front end member 12 and the hole wall of the through hole 201, reducing the contact noise between the front end member 12 and the through hole 201 and improving the quietness of the vehicle.

[0178] In some embodiments, the substrate 53 has a mesh-like perforated structure, which reduces the overall weight of the gap filler 5, lowers material costs, maintains structural rigidity, and provides redundant space for the deformation of the flexible layer 54, thereby improving sealing adaptability.

[0179] Please refer to Figure 27 and Figure 28 In some embodiments, the instrument panel assembly 100 further includes an adjustment component 6, 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.

[0180] The adjustment component 6 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.

[0181] On the other hand, when the gap filler 5 is an elastic material, the adjustment component 6 can be located on the side of the gap filler 5 facing away from the front end member 12, so as to drive at least a part of the gap filler 5 to move closer to the front end member 12. In this way, by actively adjusting the compression amount or deformation of the gap filler 5, the extension distance of the gap filler 5 is changed, thereby changing the gap distance between the front end member 12 and the through hole 201, that is, from G1 to G1', thereby realizing the fine adjustment of the gap filler 5 and improving the filling effect of the gap filler 5 on the gap between the through hole 201 and the front end member 12.

[0182] Please refer to Figure 29 and Figure 30 The number of adjustment components 6 can be one or more, and this application does not limit this. In some embodiments, there are multiple adjustment components 6, which are arranged circumferentially along the through hole 201, so as to guide the front end member 12 from multiple directions or to uniformly push the gap filler 5, thereby improving the stability of the positioning of the front end member 12 and the uniformity of the gap adjustment.

[0183] Please refer to Figure 31When 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 6 may also include a first adjustment assembly 6a and a second adjustment assembly 6b. The first adjustment assembly 6a is disposed on the first instrument panel 20a, and the second adjustment assembly 6b 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 6a and the second adjustment assembly 6b 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 6a and the second adjustment assembly 6b may be combined to form a complete guide ring or push ring to guide or adjust the clearance of the front end member 12.

[0184] Please refer to Figures 32 to 34 In some embodiments, the adjustment component 6 includes a third drive member 61 and a push rod 62. The push rod 62 is located on the side of the elastic layer facing away from the front end member 12. The third drive member 61 is connected to the push rod 62. In practical applications, the third drive member 61 can drive the push rod 62 to move closer to or further away from the elastic layer, thereby pushing or releasing the gap filler 5, adjusting its deformation state and contact relationship with the front end member 12, thereby realizing active adjustment of the filling position of the gap filler 5 and improving the filling effect of the gap filler 5 on the gap between the through hole 201 and the front end member 12.

[0185] In some embodiments, the adjustment assembly 6 further includes a base 63, which is connected to the instrument panel 20. The base 63 is provided with a mounting hole 632. The push rod 62 and the third drive member 61 are installed in the mounting hole 632 of the base 63. When assembling the adjustment assembly 6, the push rod 62 and the third drive member 61 can be connected to the base 63 as a whole first, and then the entire adjustment assembly 6 can be connected to the instrument panel 20 through the base 63. This achieves modular design of parts, reduces the complexity of the steering wheel 10 assembly process, and improves production efficiency and maintenance convenience.

[0186] In some embodiments, the base 63 is provided with a first limiting part 631, and the push rod 62 is provided with a second limiting part 621. The second limiting part 621 is used to cooperate with the first limiting part 631 to limit the maximum distance that the push rod 62 moves close to the gap filler 5. In this way, it is prevented that the push rod 62 pushes too hard, causing damage to the gap filler 5 or jamming of the front end 12, thereby improving the reliability and safety of the adjustment.

[0187] The structure of the first limiting part 631 can be varied. In some embodiments, the mounting hole 632 includes a first hole segment 6321 and a second hole segment 6322. Compared with the second hole segment 6322, the first hole segment 6321 is closer to the gap filler 5, and the diameter of the first hole segment 6321 is smaller than the diameter of the second hole segment 6322. The stepped surface between the first hole segment 6321 and the second hole segment 6322 forms the first limiting part 631.

[0188] At the same time, the first hole section 6321 with a small diameter can also be adapted to the outer diameter of the push rod 62, thereby forming a stepped surface limit while guiding the push rod 62 and improving the movement accuracy of the push rod 62.

[0189] In addition, in other possible embodiments, the first limiting part 631 may also be a boss or a retaining ring structure protruding from the wall of the mounting hole 632, and this application does not limit it.

[0190] To drive the push rod 62 to move, the structure of the third driving member 61 can be varied. In some embodiments, the base 63 is provided with an internal thread. The internal thread is located on the side of the base 63 facing away from the gap filler 5. The third driving member 61 includes a threaded rod that engages with the internal thread. By rotating the threaded rod, the threaded rod and the push rod 62 are driven to move linearly along the perpendicular direction of the first axis O1, thereby realizing the pushing adjustment of the gap filler 5.

[0191] In other possible implementations, the third driving element 61 may also be a drive motor or a pneumatic drive cylinder, and this application does not limit it in this regard.

[0192] In some embodiments, the dashboard assembly 100 also includes a bracket 9, and the base 63 of the gap filler 5 and the adjustment component 6 is disposed on the bracket 9. The bracket 9 is connected to the instrument panel 20. In this way, during assembly, the adjustment component 6 and the gap filler 5 can be installed on the bracket 9 first, and then the adjustment component 6 and the gap filler 5 can be connected to the instrument panel 20 through the bracket 9. This enables a modular design, thereby reducing the complexity of the steering wheel 10 assembly process and improving production efficiency and maintenance convenience.

[0193] In some embodiments, the adjusting component 6 may further include a first elastic element 64, which may be a spring, a disc spring, or other elastic structure, and this application does not limit this. The first elastic element 64 is connected between the push rod 62 and the third driving member 61. The first elastic element 64 is provided to, on the one hand, prevent the push rod 62 from moving excessively. When the push rod 62 moves excessively due to external force or misoperation of the third driving member 61, it can absorb the excess displacement through its own compression or deformation, thereby limiting the pressing force of the push rod 62 on the gap filler 5 and avoiding damage to the gap filler 5 due to overpressure.

[0194] 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 64 can provide a certain floating compensation capability, so that the push rod 62 and the gap filler 5 can adaptively adjust their relative positions, thereby improving the guiding capability of the adjustment component 6 for the steering wheel 10.

[0195] In some embodiments, the base 63 is provided with a first limiting part 631, and the push rod 62 is provided with a second limiting part 621. The second limiting part 621 is used to cooperate with the first limiting part 631 to limit the maximum distance that the push rod 62 moves close to the gap filler 5. In this way, it is prevented that the push rod 62 pushes too hard, causing damage to the gap filler 5 or jamming of the front end 12, thereby improving the reliability and safety of the adjustment.

[0196] The structure of the first limiting part 631 can be varied. In some embodiments, the mounting hole 632 includes a first hole segment 6321 and a second hole segment 6322. Compared with the second hole segment 6322, the first hole segment 6321 is closer to the gap filler 5, and the diameter of the first hole segment 6321 is smaller than the diameter of the second hole segment 6322. The stepped surface between the first hole segment 6321 and the second hole segment 6322 forms the first limiting part 631.

[0197] At the same time, the first hole section 6321 with a small diameter can also be adapted to the outer diameter of the push rod 62, thereby forming a stepped surface limit while guiding the push rod 62 and improving the movement accuracy of the push rod 62.

[0198] In addition, in other possible embodiments, the first limiting part 631 may also be a boss or a retaining ring structure protruding from the wall of the mounting hole 632, and this application does not limit it.

[0199] To drive the push rod 62 to move, the structure of the third driving member 61 can be varied. In some embodiments, the base 63 is provided with an internal thread. The internal thread is located on the side of the base 63 facing away from the gap filler 5. The third driving member 61 includes a threaded rod that engages with the internal thread. By rotating the threaded rod, the threaded rod and the push rod 62 are driven to move linearly along the perpendicular direction of the first axis O1, thereby realizing the pushing adjustment of the gap filler 5.

[0200] In other possible implementations, the third driving element 61 may also be a drive motor or a pneumatic drive cylinder, and this application does not limit it in this regard.

[0201] In some embodiments, the dashboard assembly 100 also includes a bracket 9, and the base 63 of the gap filler 5 and the adjustment component 6 is disposed on the bracket 9. The bracket 9 is connected to the instrument panel 20. In this way, during assembly, the adjustment component 6 and the gap filler 5 can be installed on the bracket 9 first, and then the adjustment component 6 and the gap filler 5 can be connected to the instrument panel 20 through the bracket 9. This enables a modular design, thereby reducing the complexity of the steering wheel 10 assembly process and improving production efficiency and maintenance convenience.

[0202] It should be understood that in other possible implementations, the adjusting component 6 and the gap filler 5 may also be disposed between the frame 11 and the instrument panel 20. The adjusting component 6 can drive the gap filler 5 to move closer to or 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.

[0203] 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.

[0204] 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. A steering wheel (10) applied to an instrument panel assembly, the instrument panel assembly including a through hole (201) for passage of the steering wheel (10), characterized in that, It includes a frame (11), a rim (2), and a front end component (12); The wheel rim (2) can be rotated relative to the frame (11), and the front end piece (12) is located at the end of the frame (11) facing the driver's seat. The front end piece (12) can move relative to the frame (11). The steering wheel (10) has a retracted state and an extended state. When the steering wheel (10) is in the retracted state, the front end piece (12) is farther away from the frame (11) than when the steering wheel (10) is in the extended state. When the steering wheel (10) is retracted to the retracted state, the front end piece (12) moves to block the through hole (201).

2. The steering wheel (10) according to claim 1, characterized in that, It also includes a lifting mechanism (7), which is connected between the frame (11) and the front end piece (12) to drive the front end piece (12) to move relative to the frame (11).

3. The steering wheel (10) according to claim 2, characterized in that, The lifting mechanism (7) includes a drive member (71) connected between the frame (11) and the front end member (12) to drive the front end member (12) to move.

4. The steering wheel (10) according to claim 3, characterized in that, The drive unit (71) includes a first drive unit (71a) and a second drive unit (71b), which are located on both sides of a first axis (O1); the first axis (O1) is the axis of the output end of the steering column connected to the steering wheel (10).

5. The steering wheel (10) according to claim 3, characterized in that, The lifting mechanism (7) further includes a guide (72) for guiding the movement of the front end member (12).

6. The steering wheel (10) according to claim 5, characterized in that, The driving member (71) includes a first driving member (71a) and a second driving member (71b), the first driving member (71a) and the second driving member (71b) are located on both sides of the first axis (O1) and are spaced apart along the first direction; The guide member (72) includes a first guide member (72a) and a second guide member (72b), the first guide member (72a) and the second guide member are located on both sides of the first axis (O1) and are spaced apart along the second direction; The second direction intersects the first direction, and both the second direction and the first direction are perpendicular to the first axis (O1), which is the axis of the output end of the steering column connected to the steering wheel (10).

7. The steering wheel (10) according to claim 3, characterized in that, The driving component (71) includes: a rotary driving component, a screw, and a nut; One of the rotary drive and the nut is located on the frame (11), and the other is located on the front end (12); The screw is connected to the output end of the rotary drive component, and the screw is threadedly connected to the nut.

8. The steering wheel (10) according to claim 5, characterized in that, One of the skeleton (11) and the front end member (12) is provided with a guide hole (8), and the other is connected to the guide member; The guide member is located inside the guide hole (8).

9. The steering wheel (10) according to any one of claims 1-8, characterized in that, The front-end component (12) includes at least one of a display, a keypad, or a cover.

10. The steering wheel (10) according to claim 1, characterized in that, The front-end component (12) also includes an airbag.

11. The steering wheel (10) according to any one of claims 1-8, characterized in that, The rim (2) can switch between an unfolded state and a folded state, and the rim (2) includes a first rim (21) and a second rim (22); During the switching between the unfolded state and the folded state, the rim (2) rotates relative to the frame (11), and the second rim (22) rotates relative to the first rim (21).

12. The steering wheel (10) according to claim 11, characterized in that, When the rim (2) is in the unfolded state, along the 12 o'clock direction of the rim (2), the first rim (21) is located above the second rim (22); the first rim (21) is rotatably connected to the frame (11), and the second rim (22) is rotatably connected to the first rim (21); During 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 frame (11), and the second wheel rim (22) rotates upward relative to the first wheel rim (21).

13. The steering wheel (10) according to claim 12, characterized in that, Along the 6 o'clock or 12 o'clock direction of the rim (2), the size of the first rim (21) is K1, and the size 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.

14. The steering wheel (10) according to claim 12, characterized in that, The circumference of the rim (2) is C1, and the length of the second rim (22) is C2, 1 / 5≤C2 / C1≤1 / 2.

15. The steering wheel (10) according to claim 12, characterized in that, 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) facing away from the first axis (O1); The first axis (O1) is the axis of the output end of the steering column connected to the steering wheel (10).

16. The steering wheel (10) according to any one of claims 1-8, characterized in that, The surface of the front end member (12) facing the driver's seat is the first surface (13); When the steering wheel (10) is folded, the first surface (13) is closer to the driver's seat than the wheel rim (2).

17. An instrument panel assembly, characterized in that, Includes the steering wheel (10) as described in any one of claims 1-16.

18. The instrument panel assembly according to claim 17, characterized in that, It also includes an instrument panel, the steering wheel (10) being switchable between a stowed state and an on display state relative to the instrument panel.

19. The instrument panel assembly according to claim 18, characterized in that, The instrument panel has a through hole (201), and when the steering wheel (10) is in the retracted state or during the transition from the displayed state to the retracted state, the front end piece (12) moves relative to the frame to block the through hole (201).

20. The instrument panel assembly according to claim 19, characterized in that, When the steering wheel (10) is in the retracted state, at least a portion of the front end member (12) is located in the through hole (201). Along the perpendicular direction of the first axis (O1), there is a gap between the front end member (12) and the through hole (201). The front end member (12) and the through hole (201) satisfy the following conditions: Along the perpendicular direction of the first axis (O1), there is a gap between the front end member (12) and the through hole (201), the width of the gap is A, A satisfies: 0≤A≤10mm, and / or, the instrument panel assembly also includes a gap filler (5), the gap filler (5) is disposed on the instrument panel (20) or the front end member (12), and on the plane perpendicular to the first axis (O1), the projection of the gap filler (5) overlaps with the projection of the gap; Alternatively, when the steering wheel (10) is in the retracted state, the front end member (12) and the through hole (201) satisfy the following: The front end piece (12) is located on one side of the instrument panel (20) and covers the through hole (201); The first axis (O1) is the axis of the output end of the steering column connected to the steering wheel (10).

21. The instrument panel assembly according to claim 19, characterized in that, The surface of the front end member (12) facing the driver's seat is a first surface (13), and the instrument panel has a first surface area (202) facing the driver's seat; When the steering wheel (10) is in the retracted state, the top position of the first surface (13) is located on the side of the first surface area (202) facing away from the driver's seat. Along the first axis (O1), the distance between the top position of the first surface area (202) and the top position of the first surface (13) is F3, where F3 satisfies: 0≤F3≤25mm; or, the top position of the first surface (13) is located on the side of the first surface area (202) facing the driver's seat. Along the first axis (O1), the distance between the top position of the first surface area (202) and the top position of the first surface (13) is F1, where F1 satisfies: 0≤F1≤30mm; The first axis (O1) is the axis of the output end of the steering column connected to the steering wheel (10).

22. A transportation vehicle, characterized in that, Includes the steering wheel (10) according to any one of claims 1-16, or the dashboard assembly according to any one of claims 17-21.

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