Rims, steering wheels, instrument panel assemblies and transportation vehicles

Abstract

The present application relates to steering wheel technical field, especially a rim, steering wheel, instrument desk assembly and traffic carrier, aims at solving how to make folding mechanism reasonable configuration in steering wheel, to reduce the problem of folding mechanism to the space of steering wheel. The rim comprises a first holding part, a second holding part, a driving part and a transmission assembly, the driving part is used for driving the second holding part to rotate relative to the first holding part through the transmission assembly, to make the rim switch between the unfolded state and the folded state, when the rim is in the unfolded state, the driving part and the transmission assembly are accommodated in the first holding part and / or the second holding part.

Description

Technical Field

[0001] This application relates to the field of steering wheel technology, and more particularly to a wheel rim, 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 intelligent cockpit design. When the vehicle is in advanced autonomous driving mode, the steering wheel can automatically fold or stow away to free up cabin space and improve user comfort.

[0003] However, the folding mechanism used to drive the steering wheel folding in related technologies will encroach on the radial or axial space of the steering wheel, resulting in limited or even impossible installation of airbags, button components, and other components. Summary of the Invention

[0004] The purpose of this application is to provide a wheel rim, steering wheel, dashboard assembly, and vehicle, aiming to solve the problem of how to reasonably configure the folding mechanism on the steering wheel to reduce the space encroachment of the folding mechanism on the steering wheel.

[0005] In a first aspect, a wheel flange is provided, the wheel flange including a first grip portion, a second grip portion, a drive member and a transmission assembly, the drive member being used to drive the second grip portion to rotate relative to the first grip portion through the transmission assembly, so as to switch the wheel flange between an unfolded state and a folded state; when the wheel flange is in the unfolded state, the drive member and the transmission assembly are housed within the first grip portion and / or the second grip portion.

[0006] With the wheel rim in the unfolded state, the drive unit and transmission assembly are housed within the first grip portion and / or the second grip portion. This differs from the existing technology where the folding mechanism is external or located in the central flange, thus avoiding the folding mechanism encroaching on the axial and radial space of the steering wheel.

[0007] This design reduces the overall space required for folding and storing the wheel rim, minimizes interference between the steering wheel and the driver, airbags, buttons, or other components during use, reduces safety hazards, and enhances the overall aesthetics of the product.

[0008] Optionally, the drive member is housed in the first grip; the transmission assembly is connected between the second grip and the drive member; when the wheel rim is in the unfolded state, a portion of the transmission assembly is housed in the first grip and another portion is housed in the second grip.

[0009] Optionally, the second gripping part includes a body and an insert, the insert being at least partially embedded in the body and having a clearance gap; a transmission assembly is connected between the insert and the drive member, and another part of the transmission assembly is accommodated in the clearance gap.

[0010] Optionally, the first gripping part includes an arc-shaped segment and a straight segment, with the drive member housed within the straight segment.

[0011] Optionally, the transmission assembly includes a second shaft, and a drive member drives the second grip to rotate relative to the first grip about the second shaft.

[0012] Optionally, the second axis is located on the first grip portion.

[0013] Optionally, the second axle is parallel to the 3 o'clock or 9 o'clock position of the wheel rim.

[0014] Optionally, the transmission assembly includes a sixth shaft, the position of which changes relative to the first grip during the switching between the unfolded and folded states of the wheel rim; and / or, the wheel rim folding mechanism further includes a first connector, a second connector, and a sixth shaft, the first connector and the second connector being connected via the sixth shaft, the first connector and the second connector being respectively connected to the first grip and the second grip, the position of which changes relative to the first grip during the switching between the unfolded and folded states of the wheel rim.

[0015] Optionally, the output end of the drive component can be rigidly or flexibly connected to the input end of the transmission component.

[0016] Optionally, the driving component is a rotary driving component, and the transmission assembly includes a first power conversion component and a hinge assembly. The first power conversion component is connected between the driving component and the hinge assembly and is used to convert the rotary motion output by the driving component into linear motion. The hinge assembly is used to convert the linear motion output by the first power conversion component into rotation of the second gripping part relative to the first gripping part.

[0017] Optionally, the hinge assembly includes a first hinge and a second hinge, which are rotatably connected about a sixth axis; one end of the first hinge is rotatably connected to the output end of the first power converter, and the other end of the first hinge is rotatably connected to the second grip; one end of the second hinge is rotatably connected to the first grip, and the other end of the second hinge is rotatably and slidably connected to the second grip.

[0018] Optionally, the hinge assembly includes two second hinges, with the first hinge located between the two second hinges.

[0019] Optionally, the transmission assembly further includes a guide bushing disposed in the first grip portion; at least a portion of the first power conversion element is located within the guide bushing.

[0020] Optionally, the transmission assembly may further include a first bushing disposed on the inner surface of the guide bushing.

[0021] Optionally, the size of the first grip portion is K1 along the first direction; the size of the second grip portion is K2 along the second direction, where K1 > K2; wherein the first direction is parallel to the first grip portion and perpendicular to the second axis; and the second direction is parallel to the second grip portion and perpendicular to the second axis.

[0022] Optionally, when the rim is in the unfolded state, the projections of the outer contours of the mating end surfaces of the first and second grips do not overlap on the central axis of the mating ends.

[0023] Optionally, it also includes a connecting arm and a first electrical connection structure, one end of the connecting arm being connected to the first grip portion and the other end being adapted to connect to the center component of the steering wheel; the first electrical connection structure being connected to the drive component, and at least a portion of the first electrical connection structure being disposed within the connecting arm.

[0024] Optionally, it also includes a switch control assembly, which is located inside the connecting arm, and a first electrical connection structure is connected between the switch control assembly and the drive component.

[0025] Optionally, it also includes a first contact electrical connector, a second contact electrical connector, and a functional component. The first contact electrical connector is disposed on the first grip portion, and the second contact electrical connector and the functional component are disposed on the second grip portion, with the second contact electrical connector connected to the functional component. When the wheel flange is in the unfolded state, the first contact electrical connector and the second contact electrical connector are in contact and electrically conductive. When the wheel flange is in the folded state, the first contact electrical connector and the second contact electrical connector are separated.

[0026] Optionally, it also includes a switch control assembly, which is located inside the connecting arm, and the first contact electrical connector is electrically connected to the switch control assembly.

[0027] Optionally, the first gripping part includes a base and a cover, which enclose an installation space, and the driving component is located within the installation space; a limiting protrusion is also provided within the installation space, which is fixed to the base or the cover, and the limiting protrusion has a mating surface that is adapted to the side of the driving component.

[0028] Secondly, a steering wheel is also provided, the steering wheel including the rim of any of the first aspects.

[0029] Optionally, the steering wheel may also include a center element, the rim of which may rotate about a first axis relative to the center element.

[0030] Optionally, the first gripping part is rotatably connected to the central member about the first axis; or, the second gripping part is rotatably connected to the central member about the first axis.

[0031] Optionally, the first axle is parallel to the 3 o'clock or 9 o'clock position of the wheel rim.

[0032] Optionally, the center component includes an airbag; and / or, the steering wheel also includes a switch assembly connected to the center component.

[0033] Thirdly, a dashboard assembly is also provided, which includes the steering wheel of any of the second aspects.

[0034] Optionally, the instrument panel assembly also includes an instrument panel, and during the process of the wheel rim switching from an unfolded state to a folded state, the steering wheel switches from an displayed state to a retracted state relative to the instrument panel; when the steering wheel is in the retracted state, the instrument panel covers the wheel rim, and at least part of the central component is not covered by the instrument panel.

[0035] Fourthly, a vehicle is provided, including the wheel flange of the first aspect, or the steering wheel of the second aspect, or the dashboard assembly of the third aspect. Attached Figure Description

[0036] 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.

[0037] 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 An exploded view of a wheel rim provided in an embodiment of this application; Figure 6 for Figure 5 The diagram shown illustrates the state switching of a wheel rim. Figure 7 An exploded view of a rim folding mechanism provided in an embodiment of this application; Figure 8 for Figure 7 The diagram shows the state switching of a rim folding mechanism. Figure 9 An assembly diagram of a transmission component provided in an embodiment of this application; Figure 10 A flange layout diagram provided in an embodiment of this application; Figure 11Another arrangement diagram of the rim provided in an embodiment of this application; Figure 12 Another schematic diagram of a flange folding mechanism provided in an embodiment of this application; Figure 13 This application provides an embodiment of an electrical control diagram of a wheel rim. Figure 14 This is a schematic diagram of an electronic control structure provided in an embodiment of this application; Figure 15 An exploded view of a wheel rim provided in an embodiment of this application; Figure 16 A schematic diagram of the structure of a first gripping part provided in an embodiment of this application; Figure 17 A synchronization strategy diagram for two rim folding mechanisms provided in an embodiment of this application; Figure 18 This is a schematic diagram of the rim structure of a single drive component provided in an embodiment of this application; Figure 19 A schematic diagram of a steering wheel in an unfolded state provided in an embodiment of this application; Figure 20 This application provides a schematic diagram of a steering wheel in a folded state, as shown in the embodiments of the present application. Figure 21 This is a schematic diagram of an embodiment of the instrument panel assembly provided in this application.

[0038] Reference numerals: 1000, vehicle; 00, folding mechanism; 011, sliding component; 012, connecting rod; 2a, first part; 2b, second part; 10. Steering wheel; 10a. 12 o'clock position; 10b. 3 o'clock position; 10c. 6 o'clock position; 10d. 9 o'clock position; 1. Central component; 11. Switch assembly; 2. Wheel rim; 21. First grip section; 211. Arc-shaped section; 212. Straight section; 213. Base; 214. Foam body; 215. Cover; 216. HOD pad; 217. Leather; 218. Limiting boss; 22. Second grip section; 221. Body; 222. Embedded part; 2221. Clearance gap; 23. Connecting arm; 3. First axis; 4. Second axis; 5. Wheel flange folding mechanism; 51. Driving component; 52. Transmission assembly; 521. First power conversion component; 5211. Lead screw; 5212. Sliding component; 523. Guide bushing; 524. Hinge assembly; 5241. First hinge; 5242. Second hinge; 5243. Fourth shaft; 5244. Fifth shaft; 5245. Sixth shaft; 5246. Seventh shaft; 53. Flexible shaft; 6. First electrical connection structure; 7. Switch control assembly; 8. First contact electrical connector; 9. Second contact electrical connector; 20. Instrument panel; 20a. First instrument panel; 20b. Second instrument panel; 201. Through hole; 01. First axis; 02. Central axis of the docking end. Detailed Implementation

[0039] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0040] 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.

[0041] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0042] In the embodiments of this application, "parallel," "perpendicular," and "collinear" include the described situation and situations similar to the described situation, where the range of similar situations 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 approximately parallelism, wherein the acceptable deviation range for approximately parallelism can be, for example, a deviation within 5°; "perpendicular" includes absolute perpendicularity and approximately perpendicularity, wherein the acceptable deviation range for approximately perpendicularity can also be, for example, a deviation within 5°. "Collinear" includes absolute collinearity and approximately collinearity, wherein the acceptable deviation range for approximately collinearity can be, for example, an angle within 5° between two collinear elements.

[0043] In vehicles such as cars, ships, and trains, the steering wheel is used to control the direction of travel. For an example, please refer to [link to example]. Figure 1 , Figure 1This is a schematic diagram of a steering wheel in its exhibited state in related technologies. The steering wheel 10 achieves directional control of the vehicle 1000 by rotating its rim. With the development of technology, the steering wheel 10 needs to be stored and folded inwards towards the dashboard 20 to meet the user's needs for spatial comfort in scenarios such as intelligent driving and sleeping.

[0044] Please see Figure 2 , Figure 2 This is a structural diagram of a steering wheel in a retracted state in the related technology. When the steering wheel 10 is retracted to the inside of the instrument panel 20, the rim 2 of the steering wheel 10 is folded relative to the center member 1 to reduce the space occupied by the steering wheel 10 inside the instrument panel 20 when it is retracted.

[0045] There are many technologies for steering wheel storage, but when applied to complete vehicles, corresponding technical problems arise. For example, a vehicle includes an instrument panel and a steering wheel. The steering wheel is connected to the wheels via a steering column to control wheel steering. In the working state, the steering wheel is inside the driver's cabin, the instrument panel separates the instrument cluster from the driver's cabin, at least part of the steering column connecting to the steering wheel extends beyond the instrument panel, and at least part of the steering column connected to the wheels via a transmission mechanism is located inside the instrument cluster. In addition to part of the steering column and transmission mechanism, the instrument cluster also contains the air conditioning system, etc., making the space inside the instrument cluster very limited.

[0046] To free up more space in the driver's seat, accommodate more usage scenarios, and improve the user experience, it's necessary to retract the steering wheel further into the instrument cluster. At the very least, it's desirable to completely retract the steering wheel rim into the instrument cluster, or at least minimize the fore-and-aft space occupied by the steering wheel when folded. A folding mechanism can be incorporated into the steering wheel to fold the rim, reducing its space occupation within the instrument cluster when folded. However, in related technologies, the folding mechanism that drives the steering wheel folding often encroaches on the radial or axial space of the steering wheel, leading to size limitations or even impossibility of installing components such as airbags and buttons.

[0047] For an example, please refer to Figures 1-3 , Figure 3 This is a schematic diagram of the structure of a steering wheel 10 in the related technology. Figure 3 (a) is a schematic diagram of the steering wheel 10 in the unfolded state. Figure 3Figure (b) shows a schematic diagram of the steering wheel 10 in the folded state. The rim includes a first part 2a and a second part 2b. There are two folding mechanisms, which are used to drive the first part 2a and the second part 2b to fold, respectively. Each folding mechanism includes a drive device (not shown in the figure), a sliding part 011 disposed on the central part 1, and a connecting rod 012 connecting the movable rim 2 and the sliding part 011. The sliding part 011 is driven to slide along the central part 1 by the drive device, and the rim 2 can be switched to the folded state by pulling the connecting rod 012. The sliding part 011 and the connecting rod 012 of this folding mechanism are exposed, which will encroach on the axial and radial design space of the steering wheel 10. Specifically, they will encroach on the design space of the airbag and the switch assembly 11 of the steering wheel 10. Moreover, the sliding stroke of the sliding part 011 is large, which will increase the height of the steering wheel protruding from the dashboard in the display state, affecting the aesthetic appearance.

[0048] Please see Figure 1 , Figure 2 and Figure 4 , Figure 4 This is a schematic diagram of another steering wheel 10 in the related art. The rim includes a first part 2a and a second part 2b. The folding mechanism 00 is installed inside the flange in the center of the steering wheel 10, which easily encroaches on the radial installation space in the central area, resulting in a limitation on the size of the airbag module. At the same time, it also encroaches on the installation space of the switch assembly 11, making it impossible to install the switch assembly 11, which poses a safety hazard during vehicle operation.

[0049] Based on the above discussion, the core challenge of the steering wheel 10 storage technology in the relevant technologies lies in the reasonable configuration of the folding mechanism and the wheel rim 2 to reduce the space occupied by the folding mechanism.

[0050] To resolve the above issues, please refer to Figure 5 and Figure 6 , Figure 5 This is an exploded view of a wheel rim 2 provided in an embodiment of this application. Figure 6 for Figure 5 The diagram shown illustrates the state switching of the rim 2, wherein... Figure 6 (a) in the diagram is a schematic diagram of the rim 2 in the unfolded state. Figure 6 (b) is a schematic diagram of the rim 2 in a folded state. This application provides a rim 2, which includes a first gripping part 21 and a second gripping part 22.

[0051] The first gripping part 21 and the second gripping part 22 are different sections of the rim 2. When the rim 2 is in the unfolded state, the angle between the first gripping part 21 and the second gripping part 22 is approximately 180°.

[0052] The angle between the first gripping part 21 and the second gripping part 22 refers to the angle between the plane containing the first gripping part 21 and the plane containing the second gripping part 22. The plane containing the first gripping part 21 refers to the plane containing the line connecting the centers of the cross-sections at various positions along the length of the first gripping part 21. Similarly, the plane containing the second gripping part 22 refers to the plane containing the line connecting the centers of the cross-sections at various positions along the length of the second gripping part 22. The same expressions will be used in the following text and will not be repeated here.

[0053] Please continue reading. Figure 1 , Figure 2 , Figure 5 and Figure 6 The rim 2 provided in this application may also include a rim folding mechanism 5. The rim folding mechanism 5 is used to rotate the second grip 22 relative to the first grip 21 so that the rim 2 switches between an unfolded state and a folded state.

[0054] In some embodiments, the rim folding mechanism 5 can drive the second grip portion 22 to rotate relative to the first grip portion 21. That is, the rim folding mechanism 5 includes a driving member, and under the action of the power source of the driving member, the second grip portion 22 can rotate relative to the first grip portion 21. In other embodiments, the rim folding mechanism 5 does not include a power source, and under the action of an external force (such as the force from the user's hand), the second grip portion 22 can rotate relative to the first grip portion 21 with the rim folding mechanism 5 as a hinge.

[0055] When the wheel rim 2 switches from an unfolded state to a folded state, the wheel rim folding mechanism 5 drives the second gripping part 22 to rotate relative to the first gripping part 21. This changes the angle between the first gripping part 21 and the second gripping part 22, reducing the size of the wheel rim 2 on the working surface, which facilitates the storage of the wheel rim 2 in the instrument compartment. The working surface of the wheel rim 2 can refer to the surface where the first gripping part 21 and the second gripping part 22 are located when the wheel rim 2 is in the unfolded state. The process of switching the wheel rim 2 from a folded state to an unfolded state is the reverse of the process of switching from an unfolded state to a folded state, and will not be described in detail here.

[0056] When the rim 2 is in the unfolded state, the rim folding mechanism 5 is housed within the first gripping part 21 and / or the second gripping part 22.

[0057] The rim folding mechanism 5 can be housed within the first gripping portion 21 but not within the second gripping portion 22, or it can be housed within the second gripping portion 22 but not within the first gripping portion 21, or it can be partially housed within the first gripping portion 21 and partially housed within the second gripping portion 22. When the rim folding mechanism 5 is housed within the first gripping portion 21 but not within the second gripping portion 22, the entire rim folding mechanism 5 can be housed within the first gripping portion 21, or only a portion of the rim folding mechanism 5 can be housed within the first gripping portion 21. Similarly, when the rim folding mechanism 5 is housed within the second gripping portion 22 but not within the first gripping portion 21, the entire rim folding mechanism 5 can be housed within the second gripping portion 22, or only a portion of the rim folding mechanism 5 can be housed within the second gripping portion 22. When a portion of the rim folding mechanism 5 is housed within the first gripping portion 21 and another portion is housed within the second gripping portion 22, the portion and the other portion of the rim folding mechanism 5 can form the entire rim folding mechanism 5 or a part of the rim folding mechanism 5.

[0058] The wheel rim 2 provided in this application is in the unfolded state, and the wheel rim folding mechanism 5 is housed within the first grip portion 21 and / or the second grip portion 22. This differs from the structure in related technologies where the folding mechanism is external or placed in the central flange. This avoids the folding mechanism from encroaching on the axial and radial space of the steering wheel 10, and avoids encroaching on the installation space of the airbag and the switch assembly 11, thus ensuring safety performance. At the same time, the airbag and the switch assembly 11 can maintain their original design without the need to reselect their installation positions, which can reduce development costs.

[0059] Furthermore, when the rim 2 is in the unfolded state, the rim folding mechanism 5 can be protected by the first grip 21 and the second grip 22, effectively preventing damage to the rim folding mechanism 5 caused by external foreign objects, dust or accidental contact by the user.

[0060] Please refer to the following: Figure 7 and Figure 8 , Figure 7 This is an exploded view of a flange folding mechanism 5 provided in an embodiment of this application. Figure 8 for Figure 7 The diagram shows the state switching of a rim folding mechanism 5, wherein... Figure 8 (a) is a schematic diagram of the rim folding mechanism 5 in its unfolded state. Figure 8 (b) is a schematic diagram of the rim folding mechanism 5 in the folded state.

[0061] In some embodiments, the rim folding mechanism 5 may include a drive member 51 and a transmission assembly 52, wherein the drive member 51 is used to drive the second grip portion 22 to rotate relative to the first grip portion 21 via the transmission assembly 52. ​​When the rim 2 is in the unfolded state, the drive member 51 and the transmission assembly 52 are housed within the first grip portion 21 and / or the second grip portion 22.

[0062] The driving component 51 and the transmission assembly 52 can be housed within the first grip portion 21 but not within the second grip portion 22, or they can be housed within the second grip portion 22 but not within the first grip portion 21, or they can be partially housed within the first grip portion 21 and partially housed within the second grip portion 22. When the driving component 51 and the transmission assembly 52 are housed within the first grip portion 21 but not within the second grip portion 22, either the entire driving component 51 and the transmission assembly 52 can be housed within the first grip portion 21, or only a portion of the driving component 51 and the transmission assembly 52 can be housed within the first grip portion 21. Similarly, when the driving component 51 and the transmission assembly 52 are housed within the second grip portion 22 but not within the first grip portion 21, either the entire driving component 51 and the transmission assembly 52 can be housed within the second grip portion 22, or only a portion of the driving component 51 and the transmission assembly 52 can be housed within the second grip portion 22. When a portion of the drive member 51 and the transmission assembly 52 is housed in the first gripping portion 21 and another portion is housed in the second gripping portion 22, the portion of the drive member 51 and the other portion of the transmission assembly 52 can form the whole of the rim folding mechanism 5, or they can form a part of the rim folding mechanism 5.

[0063] By configuring the drive unit 51, the driver or vehicle controller can control the drive unit 51 to rotate the second grip 22 relative to the first grip 21, thereby switching the wheel rim 2 between the unfolded and folded states. In this way, the steering wheel 10 can be folded and stored without manual operation, making the operation simple and quick, and improving the intelligence of the vehicle 1000.

[0064] Power is transmitted through the transmission assembly 52, which allows the driving member 51 to be positioned more flexibly relative to the first gripping part 21 and the second gripping part 22, without being restricted by the positions of the first gripping part 21 and the second gripping part 22.

[0065] In some other embodiments, the rim folding mechanism 5 does not include a drive component. Exemplarily, the rim folding mechanism 5 can be a hinge, a chain, or a flexible connector. This configuration allows the second grip 22 to rotate relative to the first grip 21 via manual operation by the driver or external force provided by other components, thus switching the rim 2 between an unfolded and folded state.

[0066] In some embodiments of this application, when the rim 2 is in the unfolded state, the drive member 51 and the transmission assembly 52 are housed within the first grip portion 21 and / or the second grip portion 22. When the rim 2 is in the folded state, at least a portion of the drive member 51 and the transmission assembly 52 are exposed in the first grip portion 21 and / or the second grip portion 22.

[0067] When the rim 2 is in the unfolded state, the positions of the drive member 51 and the transmission assembly 52 are as described above and will not be repeated here. When the rim 2 is in the retracted state, the mating surfaces of the first gripping part 21 and the second gripping part 22 are opened. Since the drive member 51 and the transmission assembly 52 can be connected between the first gripping part 21 and the second gripping part 22, at least a portion of the drive member 51 and the transmission assembly 52 will be stretched outside the mating surface of the first gripping part 21 or the second gripping part 22, that is, exposed outside the first gripping part 21 and / or the second gripping part 22.

[0068] In some embodiments, the drive member 51 is housed in the first grip portion 21, and the transmission assembly 52 is connected between the second grip portion 22 and the drive member 51; when the wheel rim 2 is in the unfolded state, a portion of the transmission assembly 52 is housed in the first grip portion 21, and another portion is housed in the second grip portion 22.

[0069] This design makes full use of the internal space of the wheel rim 2, with no exposed parts, and does not encroach on the axial and radial external space of the steering wheel 10, thus avoiding interference with the driver and passengers and providing a reasonable space allocation.

[0070] When the rim 2 is in the unfolded state, a portion of the transmission assembly 52 is housed in the first gripping part 21, and another portion is housed in the second gripping part 22. Since the driving member 51 is housed in the first gripping part 21, it is convenient to maintain a stable connection between the transmission assembly 52, the driving member 51, and the second gripping part 22 when the driving member 51 is in the driving stroke. This allows the second gripping part 22 to rotate relative to the first gripping part 21, which helps to shorten the power transmission path, improve transmission efficiency, and make the folding and unfolding actions between the first gripping part 21 and the second gripping part 22 smooth and continuous, thereby improving the running stability of the rim 2.

[0071] Please refer to Figures 5-9 , Figure 9 This is a schematic diagram of the assembly of a transmission component 52 provided in an embodiment of this application. In some embodiments, the second gripping part 22 includes a body 221 and an insert 222. The insert 222 is at least partially embedded in the body 221 and has a clearance gap. The transmission component 52 is connected between the insert 222 and the driving member 51, and another part of the transmission component 52 is accommodated in the clearance gap.

[0072] The transmission assembly 52 is connected between the insert 222 and the drive member 51. The drive member 51 drives the insert 222 to move through the transmission assembly 52, thereby driving the body 221 to move, that is, causing the second gripping part 22 to rotate relative to the first gripping part 21.

[0073] The insert 222 is provided with a clearance 2221, and another part of the transmission assembly 52 is accommodated in the clearance 2221.

[0074] This configuration allows the transmission assembly 52 to cooperate well with the insert 222, so as to transmit the power of the drive member 51 to the second gripping part 22, thereby causing the second gripping part 22 to rotate relative to the first gripping part 21.

[0075] In some embodiments, the insert 222 is provided with a groove, and at least a portion of the transmission assembly 52 is slidably connected within the groove of the insert 222. This allows the transmission assembly 52 to be slidably connected to the insert 222 outside the body 221 before being inserted into the body 221 during installation, thereby reducing the difficulty of sliding the transmission assembly 52 and the second grip 22 and improving the assembly efficiency of the wheel rim 2. Simultaneously, when the insert 222 is damaged, it can be directly replaced without replacing the body 221 of the second grip 22, effectively reducing the maintenance cost of the steering wheel 10 and improving its maintenance efficiency.

[0076] In other possible implementations, the second gripping part 22 may only include the body 221, and the transmission component 52 may be directly slidably disposed on the body 221. This application does not limit this.

[0077] In some embodiments, the first grip portion 21 includes an arc-shaped segment 211 and a straight segment 212, with the drive member 51 housed within the straight segment 212. This arrangement allows for adaptability to local conditions, utilizing the characteristic that the straight segment 212 matches the outer contour of the drive member 51 to save installation space on the steering wheel 10. Furthermore, the extension direction of the straight segment 212 matches the linear motion trajectory converted by the transmission component 52, eliminating the need for structural adjustments to the wheel rim 2 to match the motion trajectory of the drive member 51. This allows the wheel rim 2 structure to better suit user habits and improve the user experience.

[0078] In some embodiments, the transmission assembly 52 includes a second shaft 4, and the drive member 51 drives the second grip portion 22 to rotate relative to the first grip portion 21 about the second shaft 4.

[0079] The second grip portion 22 can rotate relative to the first grip portion 21 around the second axis 4. The first grip portion 21 and the second grip portion 22 are directly or indirectly connected to the second axis 4 to achieve relative rotation between the first grip portion 21 and the second grip portion 22. Specifically, the second axis 4 can be relatively fixed to the first grip portion 21 and rotatably connected to the second grip portion 22 to achieve relative rotation between the first grip portion 21 and the second grip portion 22. The second axis 4 can also be relatively fixed to the second grip portion 22 and rotatably connected to the first grip portion 21 to achieve relative rotation between the first grip portion 21 and the second grip portion 22. The second axis 4 can also be rotatably connected to both the first grip portion 21 and the second grip portion 22 simultaneously to achieve relative rotation between the first grip portion 21 and the second grip portion 22; this application does not limit this.

[0080] Optionally, during the transition from the unfolded state to the folded state of the steering wheel 10, the rim 2 can rotate relative to the center member 1 along a first direction, and the second grip portion 22 can rotate relative to the first grip portion 21 along a second direction. During the transition from the folded state to the unfolded state, the rim 2 rotates relative to the center member 1 in the opposite direction of the first direction, and the second grip portion 22 rotates relative to the first grip portion 21 in the opposite direction of the second direction. The transition from the folded state to the unfolded state is the reverse of the transition from the unfolded state to the folded state. The first direction is parallel to the first grip portion 21 and perpendicular to the second axis 4; the second direction is parallel to the second grip portion 22 and perpendicular to the second axis 4.

[0081] In this way, when the wheel rim 2 switches from an unfolded state to a folded state, the entire wheel rim 2 rotates relative to the center member 1, and the second grip portion 22 inside the wheel rim 2 rotates relative to the first grip portion 21. This reduces the size of the wheel rim 2 in the plane perpendicular to the first axis 01 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 entire wheel rim 2 rotates relative to the center member 1 to achieve a first fold, and the first grip portion 21 rotates relative to the second grip portion 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 01 is the central axis of the steering column to which the steering wheel 10 is connected.

[0082] The second axis 4 can effectively improve the connection strength between the second gripping part 22 and the first gripping part 21, improve the stability of the stacked rotation structure, ensure the relative position accuracy and motion reliability of each component during folding, and reduce the risk of loosening or wear after long-term use.

[0083] In some embodiments, the second shaft 4 is disposed on the first grip portion 21. Since the first grip portion 21 is fixed relative to the center member 1, and the second grip portion 22 rotates around the second shaft 4, disposing the second shaft 4 on the first grip portion 21 can improve the reliability and stability of the rotation of the second grip portion 22.

[0084] When the rim folding mechanism 5 drives the second grip 22 to rotate relative to the first grip 21, the second shaft 4 can remain fixed relative to the first grip 21. For example, the second shaft 4 is fixedly connected to the second grip 22 and rotatably connected to the first grip 21. The rim folding mechanism 5 includes a rotary motor, which is drively connected to the second shaft 4. Thus, by rotating the rotary motor, the second shaft 4 is driven to rotate relative to the first grip 21, which in turn drives the second grip 22 to rotate relative to the first grip 21, thereby realizing the unfolding and folding of the handwheel.

[0085] Please refer to Figure 10 , Figure 10 The following is a layout diagram of the rim 2 provided in an embodiment of this application. In some embodiments, the second shaft 4 is parallel to the rim 2 at the 3 o'clock direction 10b or the 9 o'clock direction 10d.

[0086] This configuration allows the first gripping part 21 and the second gripping part 22 to be folded together toward the first axis 01, thereby reducing the space occupied by the wheel flange 2 in the height direction of the vehicle 1000.

[0087] During the process of the wheel rim 2 switching from the unfolded state to the folded state, the second gripping part 22 rotates upward relative to the first gripping part 21 around the second axis 4.

[0088] The upward rotation described in this embodiment and the embodiments below refers to the counterclockwise rotation of the second grip 22 when viewed from the left side of the steering wheel 10, and the downward rotation refers to the clockwise rotation when viewed from the left side of the steering wheel 10. The same expressions in the following text should be understood in the same way, and will not be repeated here.

[0089] With this configuration, the folding direction of the wheel rim 2 is consistent with the intuitive operation direction of the driver moving the steering wheel 10 up and down, which conforms to user habits and improves user experience.

[0090] Please refer to Figure 11 , Figure 11 This is another layout diagram of the rim 2 provided in the embodiments of this application. In other embodiments, the second shaft 4 may also be parallel to the 6 o'clock direction 10c or the 12 o'clock direction 10a of the rim 2. This application does not limit this.

[0091] In some embodiments, when the second axle 4 is parallel to the 3 o'clock direction 10b or the 9 o'clock direction 10d of the wheel rim 2, and the wheel rim 2 is in the unfolded state, the first grip portion 21 is located above the second grip portion 22 along the 12 o'clock direction 10a of the wheel rim 2. The first grip portion 21 is the upper wheel rim 2, and the second grip portion 22 is the lower wheel rim 2. 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 1000 is traveling in a straight line. The upper end of the wheel rim 2 refers to the upper end along the height direction.

[0092] In this way, the size of the steering wheel 10 along the 12 o'clock direction 10a in the folded state can be effectively reduced. When the steering wheel 10 is applied to the vehicle 1000, the size occupied by the wheel flange 2 along the front and rear directions of the vehicle 1000 in the folded state can be reduced.

[0093] Based on the above embodiment, when the wheel flange 2 is in a folded state, the second shaft 4 is connected between the end of the first grip 21 facing the driver's seat and the end of the second grip 22 facing the driver's seat.

[0094] Please continue to refer to Figures 7-9 In some embodiments, the transmission assembly 52 includes a sixth shaft 5245, and the position of the sixth shaft 5245 relative to the first grip 21 changes during the switching between the unfolded state and the folded state of the wheel rim 2.

[0095] In this way, when the rim folding mechanism 5 is housed in at least one of the first gripping part 21 and the second gripping part 22, the unfolding angle of the two parts can be increased so that the unfolding angle of the two parts can be about 180°.

[0096] In some embodiments, the rim folding mechanism 5 further includes a first connector, a second connector, and a sixth shaft 5245. The first connector and the second connector are connected by the sixth shaft 5245. The first connector and the second connector are respectively connected to the first gripping part 21 and the second gripping part 22. During the process of switching between the unfolded state and the folded state of the rim 2, the position of the sixth shaft 5245 relative to the first gripping part 21 changes.

[0097] This increases the unfolding angle of the first gripping part 21 and the second gripping part 22, so that the unfolding angle of the two can be about 180°.

[0098] The rim folding mechanism 5 can have various structures. In some embodiments, during the movement of the second gripping part 22 relative to the first gripping part 21 driven by the rim folding mechanism 5, the second shaft 4 can move relative to the first gripping part 21. This adapts to the posture changes of the second gripping part 22 during rotation, avoids motion jamming or structural stress concentration caused by rigid connection, and improves the smoothness of folding movement and the durability of the mechanism.

[0099] Please refer to Figures 7-12 , Figure 12 This is another schematic diagram of a rim folding mechanism 5 provided in an embodiment of this application. In some embodiments, the driving member 51 is a rotary driving member 51, and the output end of the driving member 51 is rigidly connected or flexibly connected to the input end of the transmission assembly 52.

[0100] When the output end of the drive component 51 is rigidly connected to the input end of the transmission assembly 52, the power transmission path can be shortened, improving the accuracy and response speed of the transmission. For example, the output end of the drive component 51 and the input end of the transmission assembly 52 can be connected via a linkage, hinge, or other mechanism.

[0101] When the output end of the drive component 51 is flexibly connected to the input end of the transmission component 52, the flexibility of the arrangement of the drive component 51 and the transmission component 52 can be improved. For example, the output end of the drive component 51 and the input end of the transmission component 52 can be connected by a mechanism such as a flexible shaft 53.

[0102] In some embodiments, the output end of the drive component 51 is rigidly connected to the input end of the transmission assembly 52. ​​This configuration ensures a direct, rigid connection between the drive component 51 and the transmission assembly 52, eliminating intermediate power transmission links and resulting in a simple and reliable structure.

[0103] In some embodiments, the output shaft of the drive member 51 and the lead screw of the transmission assembly 52 are directly and rigidly connected coaxially via a spline or a flat key, and the axis of the drive member 51 and the lead screw are completely coincident.

[0104] In some embodiments, the drive component 51 is rigidly fixed to the housing of the transmission assembly 52 via a mounting flange to ensure the coaxiality accuracy of the drive component 51 and the lead screw.

[0105] In some embodiments, the drive component 51 and the transmission assembly 52 are integrated into a single package. The lead screw, nut, and connecting rod mechanism of the drive component 51 and the transmission assembly 52 are packaged into a complete independent modular unit, which can be installed as a whole into the frame of the wheel rim 2.

[0106] When the output end of the drive component 51 is rigidly fixedly connected to the input end of the transmission assembly 52, in some embodiments, two complete rigidly connected transmission assemblies 52 are symmetrically arranged at the 3 o'clock position 10b and the 9 o'clock position 10d of the rim 2, respectively, and the drive component 51 and the transmission assembly 52 are coaxially embedded in the annular frame of the rim 2. This allows the rim 2 to be folded up and down.

[0107] In other embodiments, two complete rigidly connected transmission components 52 are symmetrically arranged at the 6 o'clock position 10c and the 12 o'clock position 10a of the rim 2, respectively, and the drive component 51 is coaxially embedded in the annular frame of the rim 2 with the transmission components 52. This allows the rim 2 to fold left and right.

[0108] The system adopts a coaxial rigid integrated connection structure between the output shaft of the drive component 51 and the input end of the transmission component 52. The rigid fixation of the housing of the drive component 51 and the housing of the transmission component 52 is achieved through a flange to ensure coaxiality accuracy. Its power transmission link has no intermediate links, the transmission efficiency can reach more than 95%, the energy loss is extremely low, the system has the highest integration and the fewest number of parts, the failure points are significantly reduced, and the long-term operation reliability is optimal.

[0109] Meanwhile, the drive component 51 is directly driven by the lead screw without transmission backlash. Combined with a 16-bit magnetoelectric angle sensor, it can achieve high-precision closed-loop position control of ±0.2°, exhibiting excellent dynamic response characteristics. The entire unit is packaged as an independent modular execution unit, making installation, debugging, maintenance, and replacement convenient, and offering strong platform versatility and interchangeability. However, the installation position of the drive component 51 is strictly constrained by the installation point of the transmission component 52. It must be coaxially arranged with the lead screw of the transmission component 52 and cannot be adjusted independently. This solution cannot be implemented when the installation position of the wheel rim 2 corresponding to the transmission component 52 has insufficient structural strength, limited internal space, or interference with other functional components. Furthermore, the coaxial arrangement of the drive component 51 and the transmission component 52 will cause local thickening of the frame at the corresponding position of the wheel rim 2, which to some extent affects the overall consistency of the wheel rim 2's appearance and the uniformity of the grip area's feel.

[0110] In some embodiments, the output end of the drive member 51 is flexibly connected to the input end of the transmission assembly 52 via a flexible shaft 53. The drive member 51 can be arranged independently of the transmission assembly 52 at any position on the rim 2, solving the problem of the limited position of the drive member 51 in the hard connection scheme, and is particularly suitable for scenarios with high requirements for the flexibility of the drive member 51 arrangement and the appearance integrity of the rim 2.

[0111] The flexible shaft 53 is a flexible transmission component made of multiple layers of high-strength steel wire wound in reverse. It has the characteristics of high torsional stiffness and low bending stiffness, and can transmit rotational power under any bending path, with a constant transmission ratio of 1:1. In this embodiment, this characteristic of the flexible shaft 53 is used to transmit the rotational power of the drive component 51 from the non-transmission component 52 position to the lead screw of the transmission component 52.

[0112] In this embodiment, the rim folding mechanism 5 may include a drive component 51, a flexible shaft assembly, and a transmission assembly 52. ​​The drive component 51 may be a DC drive component 51, which can be positioned at any location on the rim 2 and integrates a magnetoelectric angle sensor. The flexible shaft assembly includes a flexible drive shaft, a wear-resistant support sleeve, and splined connectors at both ends. One end of the flexible shaft 53 is connected to the output shaft of the drive component 51 via a splined connector, and the other end is connected to the lead screw input end of the transmission assembly 52 via a splined connector. The flexible shaft 53 is bent along the inside of the annular frame of the rim 2.

[0113] When the output end of the drive member 51 is connected to the input end of the transmission assembly 52 via a flexible shaft 53, in some embodiments, the first gripping part 21 and the second gripping part 22 are folded in opposite directions. In this embodiment, the two drive members 51 are respectively located at the 3 o'clock position 10b and the 9 o'clock position 10d, and the two transmission assemblies 52 are respectively located at the 12 o'clock position 10a and the 6 o'clock position 10c.

[0114] Specifically, in this embodiment, two drive members 51 are respectively embedded inside the frame at the 3 o'clock position 10b (the lowest point of the rim 2) and the 9 o'clock position 10d of the rim 2, avoiding the main gripping area of ​​the rim 2. Two lead screw-connector transmission assemblies 52 are symmetrically arranged at the 12 o'clock position 10a and the 6 o'clock position 10c of the rim 2, serving as hinge points for the left and right folding of the rim 2. The drive member 51 at the 3 o'clock position 10b is connected to the lead screw input end of the transmission assembly 52 at the 6 o'clock position 10c via a first flexible transmission shaft, and the flexible shaft 53 is arranged vertically along the lower annular frame of the rim 2. The drive member 51 at the 9 o'clock position 10d is connected to the lead screw input end of the transmission assembly 52 at the 12 o'clock position 10a via a second flexible transmission shaft, and the flexible shaft 53 is arranged bent upwards along the left annular frame of the rim 2.

[0115] With this configuration, the two drive components 51 output power independently, and drive the transmission components 52 at the 12 o'clock position 10a and the 6 o'clock position 10c to move synchronously through the flexible shaft 53 respectively. This allows the two semi-rings on the left and right sides of the wheel rim 2 to be folded and retracted around the longitudinal center axis, maximizing the reduction of the lateral space occupied by the steering wheel 10 after storage, and adapting to the new generation of intelligent cockpit with a horizontally continuous large screen and rotatable seats.

[0116] When the output end of the drive member 51 is connected to the input end of the transmission assembly 52 via the flexible shaft 53, in some embodiments, the first gripping part 21 and the second gripping part 22 are folded vertically opposite each other.

[0117] In this embodiment, the two drive members 51 are respectively embedded inside the frame at the 3 o'clock position 10b and the 9 o'clock position 10d of the rim 2. This position provides ample space and does not affect the grip feel of the rim 2. The two lead screw-connector transmission assemblies 52 are symmetrically arranged below the 3 o'clock position 10b and the 9 o'clock position 10d, with the folding hinge shaft moved down to the upper end of the lower third ring segment of the rim 2. The drive member 51 at the 3 o'clock position 10b is connected to the lead screw input end of the transmission assembly 52 below the 3 o'clock position via a first flexible transmission shaft, with the flexible shaft 53 bent downwards along the lower annular frame of the rim 2. The drive member 51 at the 9 o'clock position 10d is connected to the lead screw input end of the transmission assembly 52 below the 9 o'clock position via a second flexible transmission shaft, with the flexible shaft 53 bent downwards along the left annular frame of the rim 2.

[0118] With this configuration, the two drive components 51 output power independently, driving the two offset transmission components 52 to move synchronously through the flexible shaft 53. This causes only the lower third of the wheel rim 2 to fold upwards and be stored, while the upper half of the ring remains fixed. This not only frees up the necessary legroom for the driver but also fully preserves the ease of operation of all functions such as the multi-function buttons and hands-on / off detection (HOD) on the upper half of the ring. It is particularly suitable for compact models and entry-level autonomous driving models with high requirements for functional integrity.

[0119] Please continue to refer to Figures 7-9 In some embodiments, the drive member 51 is a rotary drive member, and the transmission assembly 52 includes a first power conversion member 521 and a hinge assembly 524; the first power conversion member 521 is connected between the drive member 51 and the hinge assembly 524 to convert the rotary motion output by the drive member 51 into linear motion.

[0120] The hinge assembly 524 is used to convert the linear motion output by the first power converter 521 into rotation of the second grip portion 22 relative to the first grip portion 21. This configuration allows the first power converter 521 to convert the power of the drive member 51 into linear motion with a shorter required path, effectively reducing the space occupied by the drive member 51 on the steering wheel 10 and contributing to the overall miniaturization of the steering wheel 10. When the drive member 51 is housed within the first grip portion 21 or the second grip portion 22, the first power converter 521 can also be housed within it. The linear motion output by the first power converter 521 can also effectively reduce the internal space required by the drive member 51 for the first and second grip portions 21 and 22, reducing the volume of the first and second grip portions 21 and 22, thereby reducing the volume of the wheel rim 2 and improving the space utilization of the wheel rim 2.

[0121] In some embodiments, the first power conversion member 521 may include a lead screw 5211 and a slider 5212, with the slider 5212 disposed between the lead screw 5211 and the hinge assembly 524. In practical applications, the drive member 51 outputs rotational motion, which is converted into linear displacement of the slider 5212 through the cooperation of the lead screw 5211 and the slider 5212. The slider 5212 drives the hinge assembly 524 to move, thereby driving the second gripping part 22 to rotate.

[0122] The drive unit 51 can be an electric motor, a hydraulic motor, or any drive device capable of converting electrical or hydraulic energy into rotational mechanical energy; this application does not impose any restrictions on this.

[0123] The first power conversion element 521 can be a gear and rack mechanism, a ball screw mechanism, or a cam and linkage mechanism; this application does not limit this. For example, the first power conversion element 521 includes a lead screw connected to the first rotating element and threadedly connected to the sliding element 5212. The rotation of the lead screw drives the sliding element 5212 to move linearly along the axial direction, thereby converting rotational motion into linear motion.

[0124] To transmit power from the drive member 51 to the second grip portion 22, in some embodiments, the hinge assembly 524 includes a first hinge 5241 and a second hinge 5242, which are rotatably connected about a second axis 4; one end of the first hinge 5241 is rotatably connected to the output end of the first power converter 521, and the other end of the first hinge 5241 is rotatably connected to the second grip portion 22; one end of the second hinge 5242 is rotatably connected to the first grip portion 21, and the other end of the second hinge 5242 is rotatably and slidably connected to the second grip portion 22.

[0125] To illustrate the movement of the first hinge 5241 and the second hinge 5242, the first hinge 5241 is connected to the first power conversion member 521 via the fourth axis 5243, to the second gripping part 22 via the fifth axis 5244, and to the second hinge 5242 via the aforementioned sixth axis 5245, with the sixth axis 5245 located in the middle region of the first hinge 5241 and the second hinge 5242. One end of the second hinge 5242 is connected to the first gripping part 21 via the second axis 4, and is rotatably and slidably connected to the second gripping part 22 via the seventh axis 5246.

[0126] The connection between the second hinge 5242 and the first gripping part 21 can be either a direct connection between the second hinge 5242 and the first gripping part 21 via the second shaft 4, or an indirect connection between the second hinge 5242 and the first gripping part 21 via other components. This application does not impose any restrictions on this.

[0127] In practical applications, when the drive component 51 is activated, it pushes the first hinge 5241 forward via the fourth axis 5243. The first hinge 5241 then swings around the fourth axis 5243 and drives the second gripping part 22 to start rotating via the fifth axis 5244. At the same time, the first hinge 5241 pulls or pushes the second hinge 5242 via the sixth axis 5245 located in its middle, causing the second hinge 5242 to rotate with the second axis 4 connected to the first gripping part 21 as the fulcrum. Meanwhile, the seventh axis 5246 at the other end of the second hinge 5242 slides relative to the sliding path on the second gripping part 22, thereby guiding and constraining the second gripping part 22 to rotate smoothly around the second axis 4, ultimately realizing the folding or unfolding movement of the second gripping part 22 relative to the first gripping part 21.

[0128] It should be noted that the first hinge 5241 in the hinge assembly 524 can constitute the first connecting member mentioned above, and the second hinge 5242 can constitute the second connecting member mentioned above.

[0129] In some embodiments, the hinge assembly 524 includes two second hinges 5242, with a first hinge 5241 located between the two second hinges 5242. Thus, the two second hinges 5242 can form a symmetrical support structure on both sides of the first hinge 5241, effectively suppressing the lateral sway of the first hinge 5241 when subjected to force, and improving the transmission stability and torsional stiffness of the hinge assembly 524.

[0130] In some embodiments, the transmission assembly 52 further includes a guide bushing 523 disposed on the first grip portion 21, with at least a portion of the first power conversion member 521 located within the guide bushing 523. This provides guidance for the movement of the first power conversion member 521, improves the movement stability and anti-eccentric load capacity of the first power conversion member 521, and avoids the possibility of bending deformation or vibration of the first power conversion member 521 under stress.

[0131] In addition, in other possible embodiments, at least a portion of the slider 5212 is located within the guide bushing 523, thereby radially limiting and guiding the slider 5212 through the guide bushing 523, improving the accuracy and smoothness of the linear movement of the slider 5212.

[0132] In some embodiments, the guide bushing 523 is fixed to the first grip portion 21, and the second hinge 5242 is rotatably connected to the guide bushing 523 via the second shaft 4, so as to be rotatably connected to the first grip portion 21.

[0133] In some embodiments, the transmission assembly 52 further includes a first bushing disposed on the inner surface of the guide bushing 523. The material of the first bushing may be polytetrafluoroethylene, polyoxymethylene, nylon, or a material with a low coefficient of friction such as graphite or molybdenum disulfide, so as to reduce the frictional resistance between the sliding member 5212 and the guide bushing 523, extend the service life of the sliding member 5212, reduce wear particles and noise generation during the sliding process of the sliding member 5212, and improve the smoothness of the sliding of the sliding member 5212.

[0134] In some embodiments, the size of the first grip portion 21 is K1 along the first direction; the size of the second grip portion 22 is K2 along the second direction, where K1 > K2; wherein the first direction is parallel to the first grip portion 21 and perpendicular to the second axis 4; and the second direction is parallel to the second grip portion 22 and perpendicular to the second axis 4.

[0135] Therefore, it can be seen that the semicircle of the first gripping part 21 is larger than the semicircle of the second gripping part 22, and the second shaft 4 is set on the first gripping part 21, which can further improve the stability of the rotation center of the second gripping part 22.

[0136] Similarly, the drive component 51 is located on the first gripping part 21, which can reserve more installation space for the drive component 51 and facilitate the improvement of the stability of the power output of the drive component 51.

[0137] In some embodiments, when the rim 2 is in the unfolded state, the projections of the outer contour of the mating end face of the first gripping part 21 and the outer contour of the mating end face of the second gripping part 22 do not overlap on the central axis O2 of the mating end of the first gripping part 21 and the second gripping part 22.

[0138] The central axis O2 of the mating end of the first gripping part 21 and the second gripping part 22 can be the central axis of the mating end of the first gripping part 21 or the central axis of the mating end of the second gripping part 22.

[0139] If the projections of the outer contours of the mating end faces of the first gripping part 21 and the second gripping part 22 do not overlap, then the outer contours of the mating end faces of the first gripping part 21 can form a flat planar structure, and the outer contours of the mating end faces of the second gripping part 22 can also form a flat planar structure. Furthermore, both the planar structures formed by the first gripping part 21 and the planar structures formed by the second gripping part 22 are perpendicular to the central axis O2 of the mating end.

[0140] With this configuration, when the first grip portion 21 and the second grip portion 22 are in the folded state, the mating end faces of the first grip portion 21 and the second grip portion 22 can be aligned with each other to form a smooth structure. When the first grip portion 21 and the second grip portion 22 switch from the folded state to the unfolded state, foreign objects are less likely to remain between the included angle of the end faces of the first grip portion 21 and the second grip portion 22, thereby reducing the risk of foreign objects being caught or hands being pinched and improving the safety of the steering wheel 10.

[0141] It should be noted that the outer contour of the mating end face of the first gripping part 21 refers to the edge structure formed by the outer peripheral surface of the first gripping part 21 and the mating end face. Here, the outer contour of the mating end face of the first gripping part 21 is perpendicular to the length direction of the first gripping part 21. It can mean that only the outer contour is perpendicular, that is, the outer contour forms a flush end face. The interior of the mating end face of the first gripping part 21 may have protrusions or depressions. It can also mean that the entire surface of the mating end face of the first gripping part 21 is perpendicular to the length direction of the first gripping part 21, and the entire mating end face is a flush end face. This application does not limit this.

[0142] In some embodiments, the wheel rim 2 further includes a connecting arm 23, one end of which is connected to the first grip portion 21, and the other end is adapted to connect to the center member 1 of the steering wheel 10.

[0143] Specifically, the connecting arm 23 and the first gripping part 21 can be integrally formed or assembled together. The connecting arm 23 can also be connected to the second gripping part 22.

[0144] The number of connecting arms 23 can be one or more. For example, there are two connecting arms 23, which are respectively located on both sides of the first gripping part 21, and the center member 1 is located between the two connecting arms 23. The first shaft 3 is connected between the center member 1 and the two connecting arms 23.

[0145] The first shaft 3 is connected between the center piece 1 and the connecting arm 23.

[0146] In this way, by extending the mounting position of the first shaft 3 through the connecting arm 23, the first shaft 3 is moved away from the main body area of ​​the wheel rim 2, providing a larger lever arm and movement space for the rotation of the first grip 21, avoiding structural interference caused by the direct connection between the first shaft 3 and the wheel rim 2, and improving rotational flexibility and structural compactness.

[0147] In some embodiments, the first gripping part 21 and the connecting arm 23 are integral rigid molding structures without splicing or additional assembly connections, and the whole formed by the first gripping part 21 and the connecting arm 23 is integrally molded with automotive-grade materials to form the stationary reference end of the entire wheel rim 2.

[0148] Please refer to Figure 13 , Figure 13This is a schematic diagram of the electrical control of a wheel rim 2 provided in an embodiment of this application. In some embodiments, the wheel rim 2 further includes a first electrical connection structure 6, which is connected to the drive member 51. At least a portion of the first electrical connection structure 6 is disposed within the connecting arm 23.

[0149] The first electrical connection structure 6 can be connected to the vehicle's power supply or controller to supply power to the drive component 51 and transmit control signals so that the driver or vehicle controller can control the movement state of the drive component 51 to drive the wheel flange 2 to switch between the unfolded state and the folded state.

[0150] At least a portion of the first electrical connection structure 6 is integrated within the connecting arm 23, which allows the electrical control circuitry to be hidden within the internal structure of the steering wheel 10. This effectively isolates the first electrical connection structure 6 from external environmental interference, improves the stability of the electrical control, and enhances the aesthetics of the steering wheel 10.

[0151] In some embodiments, the rim 2 further includes a switch control assembly 7, which is disposed within the connecting arm 23, and a first electrical connection structure 6 is connected between the switch control assembly 7 and the drive member 51.

[0152] The switch control component 7 is used to control the path between the vehicle power supply or controller and the first electrical connection structure 6, and can cut off or connect the circuit or signal path between the vehicle and the drive unit 51.

[0153] By also arranging the switch control component 7 inside the connecting arm 23, the number of external wiring harnesses or connectors can be reduced, the signal transmission path can be shortened, signal delay or signal loss can be reduced, and the control sensitivity of the folding and unfolding of the rim 2 can be improved.

[0154] Meanwhile, by placing the switch control component 7 inside the connecting arm 23, the space occupied outside the rim 2 can be further reduced, thereby improving the space utilization and appearance integrity of the rim 2.

[0155] The power supply required by the transmission assembly 52 is obtained directly from the original vehicle power supply circuit. The control signal of the transmission assembly 52 is transmitted to the steering wheel 10 domain controller through the original communication interface of the switch group circuit board. This solution does not require an additional independent power supply harness for the transmission assembly 52 inside the steering wheel 10, nor does it require increasing the number of pins on the clock spring. It is fully compatible with the standard clock spring and vehicle wiring harness interface of existing mass-produced vehicles.

[0156] Please refer to Figure 14 , Figure 14This is a schematic diagram of an electronic control structure provided in an embodiment of this application. In some embodiments, the wheel rim 2 further includes a first contact electrical connector 8, a second contact electrical connector 9, and a functional component. The first contact electrical connector 8 is disposed on the first grip portion 21, and the second contact electrical connector 9 and the functional component are disposed on the second grip portion 22, with the second contact electrical connector 9 connected to the functional component. When the wheel rim 2 is in an unfolded state, the first contact electrical connector 8 and the second contact electrical connector 9 are in contact and electrically connected. When the wheel rim 2 is in a folded state, the first contact electrical connector 8 and the second contact electrical connector 9 are separated.

[0157] The first contact connector 8 is located on the first gripping part 21, and the second contact connector 9 is located on the second gripping part 22. When the wheel rim 2 is in the unfolded state, the first contact connector 8 and the second contact connector 9 are connected. When the wheel rim 2 is in the folded state, the first contact connector 8 and the second contact connector 9 are separated. In this way, the first gripping part 21 and the second gripping part 22 can be prevented from pulling the wire harness during the folding motion, which could cause the wire harness to twist or break, thus ensuring the reliability of the electrical control structure.

[0158] Furthermore, both the functional components and the second contact electrical connector 9 are located on the second grip portion 22. When the vehicle is in normal driving mode and the steering wheel 10 is in the unfolded working state, the first contact electrical connector 8 and the second contact electrical connector 9 automatically engage and conduct electricity, and the current and control signal can be stably transmitted to the functional components on the second grip portion 22, ensuring the normal use of the functional components and not affecting normal driving operations.

[0159] When the wheel flange 2 is in the folded state, the first contact connector 8 and the second contact connector 9 automatically disconnect the circuit, and the functional components on the second grip 22 are actively de-energized. On the one hand, this avoids continuous power consumption of the module in the folded state, reducing the static power consumption of the entire vehicle; on the other hand, it eliminates the risk of loose connections, leakage, and short circuits during the folding process, improving the electrical safety of the entire vehicle.

[0160] For example, functional components may include: steering wheel buttons, backlight, touch control, grip force detection electrodes or wheel rim heating wires, etc.

[0161] In some embodiments, the switch control component 7 is disposed within the connecting arm 23, and the first contact electrical connector 8 is electrically connected to the switch control component 7.

[0162] The switch control component 7 controls the path between the vehicle power supply or controller and the first contact electrical connector 8, and is used to connect or disconnect the path between the vehicle and the first contact electrical connector 8. This configuration ensures that when the first contact electrical connector 8 and the second contact electrical connector 9 are disconnected, the vehicle can still supply power or send control signals to the drive unit 51 located in the first gripping part 21, thereby enabling the wheel flange 2 to unfold normally and ensuring functional reliability.

[0163] Through the above settings, full mechanical interface compatibility is achieved. The fully embedded design of the transmission component 52 does not occupy the space of the steering wheel 10 center hub and spokes, and it is compatible with the existing production vehicle steering wheel mounting interface and main airbag deployment path. Full electrical interface compatibility is also achieved, without requiring modifications to the vehicle's electrical architecture or clock spring specifications, avoiding the increased costs and reliability risks associated with redesigning wiring harnesses and modifying clock springs. Manufacturing process compatibility is also ensured, with all components manufactured using injection molding, die casting, and stamping processes commonly used in passenger vehicle mass production. The assembly process is essentially the same as that of traditional steering wheels, requiring no additional specialized production equipment or tooling fixtures. Furthermore, significant cost advantages are achieved, eliminating the need for additional specialized wiring harnesses, modified clock springs, or expensive flexible cabling, slip rings, and other easily damaged components, greatly reducing engineering implementation and mass production modification costs.

[0164] Please refer to Figure 15 and Figure 16 , Figure 15 This is a partial exploded view of a wheel rim 2 provided in an embodiment of this application. Figure 16 This is a schematic diagram of the structure of a first gripping part 21 provided in an embodiment of this application. In some embodiments, the first gripping part 21 includes a base 213 and a cover 215, the base 213 and the cover 215 enclosing an installation space, and a driving member 51 is disposed in the installation space; a limiting protrusion is also provided in the installation space, the limiting protrusion is fixed to the base 213 or the cover 215, the limiting protrusion has a mating surface, and the mating surface is adapted to the side of the driving member 51.

[0165] The first gripping part 21 is configured as a separate structure of base 213 and cover 215, which facilitates the pre-installation and maintenance of drive component 51. The drive component 51 is located within the installation space, which does not occupy additional external space of the wheel rim 2. The structure is simple and improves the space utilization of the wheel rim 2.

[0166] A limiting protrusion is provided within the installation space, and the mating surface of the limiting protrusion is adapted to the side of the drive component 51. With this configuration, the limiting protrusion 218 is precisely matched according to the outer contour of the drive component 51 and the inner wall shape of the installation space, completely filling the remaining space around the drive component 51. This divides the original large-volume continuous closed cavity into multiple non-interconnected micro gaps, thereby suppressing the generation and propagation of cavity resonance. At the same time, the limiting protrusion 218 can increase the local stiffness of the first gripping part 21 in the installation area of ​​the drive component 51, effectively reducing the transmission efficiency of vibration from the drive component 51 to the first gripping part 21 and reducing the sound radiation caused by structural vibration.

[0167] By setting the aforementioned limiting protrusion, the operating noise of the internal drive component 51 of the wheel rim 2 can be significantly reduced, greatly improving the NVH performance of the steering wheel 10 system. At the same time, this limiting protrusion requires no additional filling material or sound insulation components, and is integrally formed with the wheel rim 2 frame using the same mold, without increasing additional process costs or assembly steps. Furthermore, it does not interfere with the installation and movement of the built-in wheel rim folding mechanism 5 and other internal components, achieving noise reduction while ensuring the simplicity and reliability of the system structure.

[0168] It should be noted that the side surface of the drive component 51 refers to the circumferential side surface parallel to the rotating output shaft of the drive component 51. The mating surface matching the side surface of the drive component 51 means that the mating surface and the side surface of the drive component 51 have the same shape and are close together. For example, the distance between the mating surface and the side surface of the drive component 51 can be less than or equal to 0.1 mm. Optionally, the mating surface and the side surface of the drive component 51 can be in direct contact.

[0169] Please refer to Figure 16 In some embodiments, the first grip portion 21 further includes a foam body 214, a HOD pad 216, and leather 217. The wheel rim folding mechanism 5 is completely embedded within the base 213 of the wheel rim 2, which forms the frame of the wheel rim 2. The foam body 214, HOD pad 216, and leather 217 are nested on this frame, without affecting the feel and basic functions of the steering wheel 10. This achieves zero encroachment on the space of the steering wheel 10's hub and spokes, fundamentally resolving the spatial conflict between the wheel rim folding mechanism 5 and core safety components such as the main airbag, completely avoiding regulatory risks related to airbag interference, and improving mass production feasibility. The layered nested structure strengthens installation rigidity, optimizes the NVH performance of the steering wheel 10, and extends the lifespan of the wheel rim folding mechanism 5. Simultaneously, it breaks through industry-fixed technical biases; the two drive components 51 directly drive, eliminating common problems such as asynchronous folding and jamming, and can be directly adapted to existing mass-produced models, significantly reducing on-the-road costs.

[0170] This application also proposes an instrument panel assembly, which includes the aforementioned steering wheel 10 and instrument panel 20. The instrument panel 20 is located in the cockpit formed by the vehicle body and separates the cockpit into inner and outer sides.

[0171] During the process of the wheel rim 2 switching from the unfolded state to the folded state, the steering wheel 10 switches from the displayed state to the retracted state relative to the instrument panel 20; when the steering wheel 10 is in the retracted state, the instrument panel 20 covers the wheel rim 2, and at least part of the center member 1 is not covered by the instrument panel 20.

[0172] In some embodiments of this application, two rim folding mechanisms 5 may be configured, with the two rim folding mechanisms 5 respectively disposed on opposite sides of the rim 2 in the direction of the second axis 4. The symmetrical connection structure of the double rim folding mechanisms 5 also forms a natural failure redundancy protection. When one set of rim folding mechanisms 5 fails, the other set can still ensure the connection stability of the first gripping part 21 and the second gripping part 22, and independently drive the second gripping part 22 to complete the action, thus taking into account both the reliability of the structural connection and the integrity of the functional realization.

[0173] To ensure the synchronous motion of the two wheel flange folding mechanisms 5, in some embodiments, a master-slave proportional-integral-differential (PID) follower synchronization control strategy is adopted to achieve high-precision synchronous drive of the two wheel flange folding mechanisms 5 throughout their full stroke.

[0174] Please refer to Figure 17 , Figure 17 A synchronization strategy diagram for the two rim folding mechanisms 5 provided in this embodiment of the application.

[0175] First, the drive unit 51 of one of the two wheel flange folding mechanisms 5 is designated as the master, serving as the motion reference for the entire synchronous control system. Its sole control input is the wheel flange folding / unfolding mode switching command issued by the vehicle controller. It executes driving actions according to a preset trajectory, providing a stable motion reference for the system. The drive unit 51 of the other wheel flange folding mechanism 5 is designated as the slave, not directly responding to the vehicle mode switching command. Its sole control objective is to follow the actual motion state of the master in real time. Through closed-loop adjustment, it dynamically eliminates motion deviations from the master, ultimately achieving full-range synchronous operation of the two motors.

[0176] After determining the master and slave motors, control parameters adapted to the folding condition of the wheel rim are preloaded into the steering wheel 10 domain controller. These parameters include: basic motion trajectory parameters, core PID control parameters, and synchronization deviation and protection parameters.

[0177] The preset motion trajectory parameters include the total stroke range of the preset second grip 22 folds and the standard running time of a single stroke. The motion trajectory is planned using a smooth acceleration and deceleration curve to avoid mechanical vibration and abnormal noise caused by start-stop shock.

[0178] The preset PID control core parameters include preset position loop PID control parameters adapted to the host's smooth following requirements, and follow loop PID control parameters adapted to the slave's fast following requirements. At the same time, the speed feedforward compensation coefficient is set to optimize the slave's following response speed and reduce following lag.

[0179] The preset synchronization deviation and protection parameters include preset synchronization deviation dead zone, synchronization deviation early warning threshold, synchronization deviation fault threshold, and overcurrent protection threshold for the driver 51, thus constructing a full-stroke safety protection system.

[0180] After the preset is completed, the synchronous folding and storage process of the two rim folding mechanisms 5 includes: Step S1: Issue a "fold" or "unfold" command. The command is sent to the host driver until a limit switch is encountered. The slave driver does not receive this movement command directly.

[0181] Step S2: Master Startup. The master's driver starts running according to the received instructions. Its internal PID controller begins operation, striving to make the motor's actual position quickly and accurately track the target position required by the instructions. During the master's operation, the slave follows in real time. Almost simultaneously with the master's startup, the master's real-time position data (e.g., sent via the bus every 1ms) is transmitted to the control center. The slave's driver receives this data in real time and immediately performs the following calculation: Slave target position = Master actual position × 1. The PID controller inside the slave driver also immediately begins operation, driving the slave with all its might to ensure its actual position closely follows this dynamically changing target position.

[0182] Step S3: Closed-loop synchronous control. If the slave motor lags slightly behind the master motor due to mechanical installation errors, uneven load distribution, or other reasons, the slave motor's PID controller will detect this positional deviation and increase the output torque to try to eliminate it. Conversely, if the slave motor tends to lead, the PID controller will reduce the torque or even apply reverse torque (braking) to make it wait for the master motor. Through this dynamic, millisecond-level adjustment, the two motors always maintain synchronized operation.

[0183] Step S4: Communication Interruption Handling. If the communication network between the master and slave motors is interrupted, the slave motor will not be able to detect the position of the master motor, and will immediately stop moving and sound an alarm.

[0184] In some embodiments, both rim folding mechanisms 5 may include a drive element 51 and a transmission assembly 52.

[0185] This application embodiment can directly define the spatial position of the folding hinge shaft and the folding fulcrum by adjusting the circumferentially symmetrical arrangement of the modular transmission component 52 within the wheel rim 2 ring, thereby realizing the reconstruction of the folding kinematic characteristics and breaking the technical limitation of strong coupling between the traditional folding steering wheel 10 drive unit and kinematic topology.

[0186] Specifically, three differentiated folding topologies can be achieved: First, two sets of modular transmission components 52 are symmetrically arranged circumferentially around the wheel rim 2 at the 3 o'clock position 10b and the 9 o'clock position 10d, so that the folding hinge axis coincides with the lateral center axis of the steering wheel 10. This achieves a symmetrical folding topology where the lower half of the wheel rim 2 folds upwards by 90°~95°, maximizing the release of longitudinal space in front of the driver after storage, and adapting to the traditional longitudinal layout of autonomous driving cockpits. Second, while maintaining left-right symmetry, the two sets of transmission components 52 are shifted downwards by 15°~30° circumferentially around the wheel rim 2, so that the folding hinge axis moves down to the upper end of the lower third of the wheel rim 2. This achieves a partial folding topology where only the lower third of the ring is partially folded upwards for storage, while the upper half of the ring remains fixed. This releases necessary legroom while retaining the ease of operation of the multi-function buttons on the upper half of the ring, adapting to the cockpit of compact vehicles.

[0187] Third, the two sets of transmission components 52 are rotated 90° and symmetrically arranged around the circumference of the wheel rim 2 at the 6 o'clock and 12 o'clock positions, so that the folding hinge axis coincides with the longitudinal central axis of the steering wheel 10, realizing the left and right symmetrical folding topology of the two semi-rings of the wheel rim 2 respectively folding around the middle of the longitudinal axis. After storage, the lateral space occupied by the steering wheel 10 is minimized, which is suitable for the new generation of intelligent cockpit layout with a horizontal through-type large screen and rotatable seats.

[0188] This design enables the platform-based and modular development of the foldable steering wheel 10, which can significantly shorten the vehicle adaptation cycle, reduce platform development costs, and flexibly adapt to the customized needs of different vehicle classes and diverse intelligent cockpit layouts.

[0189] Please refer to Figure 18 , Figure 18 This is a schematic diagram of the structure of the rim 2 of the single drive member 51 provided in an embodiment of this application. In other embodiments, the two rim folding mechanisms 5 may include a first gripping part folding mechanism and a second gripping part folding mechanism. The first gripping part folding mechanism may include a drive member 51 and a transmission assembly 52, while the second gripping part folding mechanism may only include the transmission assembly 52. ​​The first gripping part folding mechanism is the driving side, and the second gripping part folding mechanism is the driven side.

[0190] The driven side can integrate limit, damping, and optional angle detection functions. For example, the driven side can include a complete transmission assembly 52, retaining all the mechanical transmission assemblies 52 of the wheel flange folding mechanism 5, including lead screw, transmission nut, main connecting rod, two driven connecting rods, fixed guide sleeve, and all high-precision connecting pins, which are 100% compatible with the mechanical structure of the drive side wheel flange folding mechanism 5 and have completely consistent fitting accuracy.

[0191] For example, the driven side may include a double-stroke mechanical limit mechanism, which is integrated into the mounting flange position of the original drive component 51 and achieves stroke limitation through cooperation with the end of the lead screw. When the wheel rim 2 is fully extended, the end of the lead screw triggers the first limit switch to stop the motor operation; when the wheel rim 2 is fully folded, the end of the lead screw triggers the second limit switch to stop the motor operation. The mechanical hard limit design has high reliability and can prevent the handwheel from overtravel even if the electronic control system fails.

[0192] For example, the driven side may include an adjustable damping mechanism, which is integrated into the end of the lead screw and located inside the mechanical limit mechanism, using a friction plate damping design. By adjusting the preload, the damping torque is precisely controlled, balancing the motion resistance between the driving and driven sides, eliminating vibration and abnormal noise during the folding process of the wheel rim 2, preventing the wheel rim 2 from falling off by gravity, and improving system safety.

[0193] For example, the driven side may include a magnetoelectric angle sensor, which is integrated into the end of the lead screw and has the same specifications as the angle sensor on the drive side. The magnetoelectric angle sensor detects the rotation angle of the driven side lead screw in real time, indirectly obtaining the folding position of the driven side wheel flange 2. It can be compared with the data from the drive side angle sensor to achieve real-time monitoring and alarm of synchronization deviation, further improving the safety and reliability of the system. It is suitable for entry-level vehicles with high functional safety requirements.

[0194] Please see Figure 1 , Figure 2 , Figure 19 and Figure 20 , Figure 19 This is a schematic diagram of a steering wheel 10 in an unfolded state, provided in an embodiment of this application. Figure 20 This is a schematic diagram of a steering wheel 10 in a folded state, provided as an embodiment of this application. This application proposes a steering wheel 10, which may include a center member 1 and a rim 2.

[0195] The center element 1 is located within the area surrounded by the rim 2. The center element 1 may include at least one of a frame, a decorative cover, or an airbag housing. The rim 2 is for being rotated by a user to achieve steering. The steering wheel 10 can be switched between an unfolded state and a folded state. In the unfolded state, the first grip portion 21 and the second grip portion 22 are arranged circumferentially along the center element 1, and the angle between the first grip portion 21 and the second grip portion 22 is approximately 180°.

[0196] In some embodiments, the rim 2 can rotate relative to the center member 1 around the first axis 3. In the unfolded state, the plane containing the first gripping part 21 and the plane containing the second gripping part 22 are perpendicular to the first axis 3.

[0197] The rim 2 rotates relative to the center member 1 around the first axis 3. Specifically, the entire rim 2 rotates relative to the center member 1, that is, the entire structure consisting of the first grip portion 21 and the second grip portion 22 rotates relative to the center member 1. This arrangement allows the entire rim 2 to be folded and stored relative to the center member 1, thereby reducing the size of the steering wheel 10 in the plane perpendicular to the first axis 01, making it easier to store the steering wheel 10 more within the instrument panel.

[0198] In some embodiments, the rim 2 and the center member 1 are directly or indirectly connected to the first shaft 3 to achieve relative rotation between the rim 2 and the center member 1. Specifically, the first shaft 3 can be relatively fixed to the rim 2 and rotatably connected to the center member 1 to achieve relative rotation between the rim 2 and the center member 1. Alternatively, the first shaft 3 can be relatively fixed to the center member 1 and rotatably connected to the rim 2 to achieve relative rotation between the rim 2 and the center member 1. The first shaft 3 can also be rotatably connected to both the center member 1 and the rim 2 simultaneously to achieve relative rotation between the rim 2 and the center member 1; this application does not impose any limitations on this.

[0199] In some embodiments, the first gripping part 21 is rotatably connected to the center member 1 about the first axis 3. Alternatively, the second gripping part 22 is rotatably connected to the center member 1 about the first axis 3. Both configurations enable the rim 2 to rotate relative to the center member 1 about the first axis 3.

[0200] In some embodiments, the first shaft 3 is parallel to the rim 2 at the 3 o'clock position 10b or the 9 o'clock position 10d.

[0201] This configuration allows the wheel rim 2 to be folded towards the first axis 01, reducing its spatial footprint in the height direction of the vehicle 1000. Simultaneously, the rotation direction of the wheel rim 2 aligns with the intuitive operation direction of the driver moving the steering wheel 10 up and down, conforming to user habits and improving the user experience.

[0202] In some embodiments, the center member 1 may further include an airbag. The airbag is housed within the center member 1. By configuring the wheel rim 2 with the above-described structure, interference with the airbag can be avoided when the wheel rim 2 is in the deployed or folded state, thereby preventing encroachment on the design space of the airbag.

[0203] In some embodiments, the steering wheel 10 may further include a switch assembly 11 connected to the center member 1. For example, the switch assembly 11 may be configured as a lever-type switch assembly, a button-type switch assembly, etc. This configuration avoids interference from the wheel rim 2 with the layout and operation of the switch assembly 11, thereby improving the safety performance of the vehicle 1000.

[0204] This application also proposes an instrument panel assembly, which includes the aforementioned steering wheel 10 and instrument panel 20, with the instrument panel 20 located between the instrument cluster and the driver's cabin.

[0205] Please refer to Figure 21 , Figure 21 This is a schematic diagram of an embodiment of the instrument panel assembly provided in this application. A through hole 201 is formed on the instrument panel 20, and at least a portion of the center member 1 is opposite to the through hole 201 along the first axis 01. This allows the steering wheel 10 to be stored in the instrument compartment without overly complex changes in the movement path.

[0206] In some embodiments, the dashboard 20 may include a first dashboard 20a and a second dashboard 20b, with a through hole 201 formed between the first dashboard 20a and the second dashboard 20b, and the second dashboard 20b being 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.

[0207] 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.

[0208] Optionally, the second instrument panel 20b is located above the first instrument panel 20a. The second instrument panel 20b can rotate relative to the first instrument panel 20a, allowing the steering wheel 10 to 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 obstructing the steering wheel 10, which is a reasonable design.

[0209] In some implementations, during the transition of the wheel rim 2 from an unfolded state to a folded state, the steering wheel 10 transitions from an displayed state to a retracted state relative to the instrument panel 20.

[0210] When the steering wheel 10 is in the retracted state, the instrument panel 20 covers the wheel rim 2, and at least a portion of the center piece 1 is not covered by the instrument panel 20.

[0211] 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.

[0212] 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.

[0213] This application also provides a vehicle 1000, including a steering wheel 10 of any of the above technical solutions, or an instrument panel assembly of any of the above technical solutions.

[0214] 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.

[0215] 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 rim (2), characterized in that, It includes a first grip (21), a second grip (22), a drive member (51), and a transmission assembly (52). The drive member (51) is used to drive the second grip (22) to rotate relative to the first grip (21) through the transmission assembly (52) so that the wheel rim (2) switches between an unfolded state and a folded state. When the rim (2) is in the unfolded state, the drive member (51) and the transmission assembly (52) are housed within the first grip (21) and / or the second grip (22); The transmission assembly (52) includes a first connector, a second connector and a sixth shaft (5245). The first connector and the second connector are rotatably connected through the sixth shaft (5245). The first connector and the second connector are rotatably connected to the first grip (21) and the second grip (22) respectively. The first grip portion has a first side. During the process of switching from the unfolded state to the folded state, the drive member drives the second grip portion to rotate toward the first side through the first connector and the second connector, and causes the sixth axis to move toward the first side.

2. The rim (2) according to claim 1, characterized in that, The drive member (51) is housed in the first gripping part (21); The transmission assembly (52) is connected between the second gripping part (22) and the driving member (51); When the rim (2) is in the unfolded state, a portion of the transmission assembly (52) is housed in the first grip (21), and another portion is housed in the second grip (22).

3. The rim (2) according to claim 2, characterized in that, The second gripping part (22) includes a body (221) and an insert (222), wherein the insert (222) is at least partially embedded in the body (221), and the insert (222) is provided with a clearance gap (2221). The transmission assembly (52) is connected between the insert (222) and the drive member (51), and another part of the transmission assembly (52) is accommodated in the clearance gap (2221).

4. The rim (2) according to claim 2, characterized in that, The first grip (21) includes an arc segment (211) and a straight segment (212), and the drive member (51) is housed within the straight segment (212).

5. The rim (2) according to claim 1, characterized in that, The transmission assembly (52) includes a second shaft (4), and the drive member (51) drives the second grip (22) to rotate relative to the first grip (21) about the second shaft (4).

6. The rim (2) according to claim 5, characterized in that, The second axis (4) is provided on the first gripping part (21).

7. The rim (2) according to claim 5, characterized in that, The second shaft (4) is parallel to the 3 o'clock direction (10b) or 9 o'clock direction (10d) of the rim (2).

8. The rim (2) according to claim 1, characterized in that, The output end of the drive component (51) is rigidly or flexibly connected to the input end of the transmission component (52).

9. The rim (2) according to claim 1, characterized in that, The drive member (51) is a rotary drive member, and the transmission assembly (52) includes a first power conversion member (521) and a hinge assembly (524). The first power conversion member (521) is connected between the drive member (51) and the hinge assembly (524) and is used to convert the rotational motion output by the drive member (51) into linear motion. The hinge assembly (524) is used to convert the linear motion output by the first power conversion member (521) into the rotation of the second gripping part (22) relative to the first gripping part (21).

10. The rim (2) according to claim 9, characterized in that, The hinge assembly (524) includes a first hinge (5241), a second hinge (5242), and a sixth axis (5245), wherein the first hinge (5241) and the second hinge (5242) are rotatably connected about the sixth axis (5245); One end of the first hinge (5241) is rotatably connected to the output end of the first power conversion component (521), and the other end of the first hinge (5241) is rotatably connected to the second grip (22); One end of the second hinge (5242) is rotatably connected to the first grip (21), and the other end of the second hinge (5242) is rotatably and slidably connected to the second grip (22).

11. The rim (2) according to claim 10, characterized in that, The hinge assembly (524) includes two second hinges (5242), with the first hinge (5241) located between the two second hinges (5242).

12. The rim (2) according to claim 11, characterized in that, The transmission assembly (52) further includes a guide bushing (523), which is disposed on the first grip portion (21). At least a portion of the first power conversion element (521) is located within the guide bushing (523).

13. The rim (2) according to claim 12, characterized in that, The transmission assembly (52) further includes a first bushing disposed on the inner surface of the guide bushing (523).

14. The rim (2) according to any one of claims 5-13, characterized in that, The transmission assembly (52) includes a second shaft (4), and the drive member (51) drives the second grip (22) to rotate relative to the first grip (21) about the second shaft (4); Along the first direction, the size of the first gripping part (21) is K1; Along the second direction, the size of the second gripping part (22) is K2, where K1 > K2; Wherein, the first direction is parallel to the first gripping part (21) and perpendicular to the second axis (4); the second direction is parallel to the second gripping part (22) and perpendicular to the second axis (4).

15. The rim (2) according to any one of claims 1-13, characterized in that, When the rim (2) is in the unfolded state, on the central axis (02) of the mating end of the first grip (21) and the second grip (22), the projections of the outer contour of the mating end face of the first grip (21) and the outer contour of the mating end face of the second grip (22) do not overlap.

16. The rim (2) according to claim 2, characterized in that, It also includes a connecting arm (23) and a first electrical connection structure (6), one end of the connecting arm (23) being connected to the first grip (21) and the other end being adapted to connect to the center piece (1) of the steering wheel (10); The first electrical connection structure (6) is connected to the drive member (51), and at least a portion of the first electrical connection structure (6) is disposed within the connecting arm (23).

17. The rim (2) according to claim 16, characterized in that, It also includes a switch control assembly (7), which is located inside the connecting arm (23), and the first electrical connection structure (6) is connected between the switch control assembly (7) and the drive member (51).

18. The rim (2) according to claim 2, characterized in that, It also includes a first contact electrical connector (8), a second contact electrical connector (9), and a functional component. The first contact electrical connector (8) is disposed on the first grip portion (21), the second contact electrical connector (9) and the functional component are disposed on the second grip portion (22), and the second contact electrical connector (9) is connected to the functional component. When the rim (2) is in the unfolded state, the first contact electrical connector (8) is in contact with the second contact electrical connector (9) and is electrically connected; When the rim (2) is in a folded state, the first contact electrical connector (8) separates from the second contact electrical connector (9).

19. The rim (2) according to claim 18, characterized in that, It also includes a connecting arm (23), one end of which is connected to the first grip (21), and the other end is adapted to connect to the center piece (1) of the steering wheel (10); The rim (2) also includes a switch control assembly (7), which is located inside the connecting arm (23), and the first contact electrical connector (8) is electrically connected to the switch control assembly (7).

20. The rim (2) according to claim 2, characterized in that, The first grip (21) includes a base (213) and a cover (215), the base (213) and the cover (215) enclosing an installation space, and the drive (51) is disposed in the installation space; The installation space is also provided with a limiting protrusion, which is fixed to the base (213) or the cover (215). The limiting protrusion has a mating surface, which is adapted to the side of the drive component (51).

21. A steering wheel (10), characterized in that, Includes the rim (2) as described in any one of claims 1-20.

22. The steering wheel (10) according to claim 21, characterized in that, It also includes a center component (1), and the rim (2) is rotatable relative to the center component (1) about a first axis (3).

23. The steering wheel (10) according to claim 22, characterized in that, The first gripping part (21) is rotatably connected to the central member (1) about the first axis (3); or, the second gripping part (22) is rotatably connected to the central member (1) about the first axis (3).

24. The steering wheel (10) according to claim 22 or 23, characterized in that, The first shaft (3) is parallel to the 3 o'clock direction (10b) or 9 o'clock direction (10d) of the rim (2).

25. The steering wheel (10) according to claim 22, characterized in that, The central component (1) includes an airbag; And / or, also includes a switch assembly (11) connected to the center member (1).

26. An instrument panel assembly, characterized in that, Includes the steering wheel (10) as described in any one of claims 21-25.

27. The instrument panel assembly according to claim 26, characterized in that, The steering wheel (10) also includes a center component (1), and the rim (2) is rotatable relative to the center component (1) around a first axis (3); The dashboard assembly also includes a dashboard (20). During the process of the wheel rim (2) switching from the unfolded state to the folded state, the steering wheel (10) switches from the displayed state to the stored state relative to the dashboard (20). When the steering wheel (10) is in the retracted state, the instrument panel (20) covers the wheel rim (2), and at least a portion of the center piece (1) is not covered by the instrument panel (20).

28. A transportation vehicle (1000), characterized in that, Includes the wheel rim (2) as described in any one of claims 1-20; or the steering wheel as described in any one of claims 21-25; or the dashboard assembly as described in claim 26 or 27.

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