Steering column energy absorption structure and vehicle

Abstract

The utility model discloses a steering column energy absorption structure and a vehicle. The steering column energy absorption structure comprises a column body, a first installation support, a limiting block and a shearing block connected with an instrument desk cross beam of the vehicle. The pipe column body comprises a first pipe body connected with a steering wheel and a second pipe body connected with an instrument desk beam. The first pipe body is connected with the second pipe body in a sleeved mode. The first mounting bracket is fixedly mounted on the first pipe body; a mounting groove with an opening end and a clamping groove are formed in the first mounting bracket, and the clamping groove is formed in the opening end of the mounting groove; the shearing block is mounted in the mounting groove, and the limiting block is clamped in the clamping groove and abuts against the shearing block. The shearing block and the limiting block are installed in the installation groove and the clamping groove of the first installation support respectively, the structure is simple, and installation is convenient; when the steering wheel is impacted, the shearing block can rapidly shear off the limiting block and absorb impact energy, the energy absorption effect is good, and replacement and maintenance are convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle energy absorption, in particular to an energy absorption structure of a steering column and a vehicle. Background Art

[0002] At present, in order to protect the safety of the driver during a frontal collision of the vehicle, structures such as friction plate energy absorption and steel belt plastic deformation energy absorption can be provided on the vehicle steering column, so as to absorb the impact energy through the above settings during a collision and reduce the risk of secondary collision between the driver and the steering wheel; however, the above solutions are often complex in structure, inconvenient for disassembly, installation and maintenance, and have poor energy absorption effect for sudden impacts. Summary of the Invention

[0003] An embodiment of the utility model provides an energy absorption structure of a steering column and a vehicle to solve the technical problem of inconvenient disassembly, installation and maintenance in the prior art.

[0004] An embodiment of the utility model provides an energy absorption structure of a steering column, which includes a column body, a first mounting bracket, a limiting block, and a shear block connecting to the instrument panel cross beam of the vehicle; the column body includes a first pipe body connecting to the steering wheel and a second pipe body connecting to the instrument panel cross beam; the first pipe body is sleeved with the second pipe body;

[0005] The first mounting bracket is fixedly installed on the first pipe body; the first mounting bracket is provided with a mounting groove with an open end and a clamping groove communicating with the mounting groove, and the clamping groove is arranged at the open end of the mounting groove; the shear block is installed in the mounting groove, and the limiting block is clamped in the clamping groove and abuts against the shear block.

[0006] Optionally, the first mounting bracket includes a connecting plate fixedly installed on the first pipe body and two mounting plates respectively arranged on opposite sides of the connecting plate;

[0007] Each of the mounting plates is provided with the mounting groove and the clamping groove; the energy absorption structure of the steering column further includes two shear blocks respectively installed in the two mounting grooves and two limiting blocks respectively installed in the two clamping grooves.

[0008] Optionally, the thickness of the limiting block is equal to that of the mounting plate.

[0009] Optionally, the clamping groove includes two clamping slots arranged on the first mounting bracket and both communicating with the mounting groove; the two clamping slots are respectively arranged on opposite sides of the open end;

[0010] The limit block is provided with an abutting section and two clamping sections connected to opposite sides of the abutting section, the two clamping sections are respectively clamped in the two clamping grooves, and the shear block is located in the installation groove and abuts against the abutting section.

[0011] Optionally, the shear block includes a trigger body and a slide groove arranged on opposite sides of the trigger body; the first mounting bracket also includes a guide rail arranged on two opposite inner walls of the mounting groove and corresponding one-to-one to the slide groove; the shear block is slidably inserted into the mounting groove along the guide rail through the slide groove.

[0012] Optionally, a first mounting hole is provided on the trigger body; the trigger body is fixedly mounted on the instrument panel cross beam by a first bolt passing through the first mounting hole.

[0013] Optionally, the limit block is a resin limit block, a polymer limit block or an alloy limit block.

[0014] Optionally, the steering column energy absorption structure further includes a second mounting bracket fixedly connected to the second tube body, and the second tube body is connected to the instrument panel cross beam via the second mounting bracket.

[0015] Optionally, a second mounting hole is provided on the second mounting bracket, and the second mounting bracket is fixedly mounted on the instrument panel cross beam by a second bolt passing through the second mounting hole.

[0016] The utility model also provides a vehicle, comprising a steering wheel, an instrument panel cross beam and the above-mentioned steering column energy absorption structure.

[0017] In the utility model, the steering column energy absorption structure includes a column body, a first mounting bracket, a limit block, and a shear block connected to the dashboard cross beam of the vehicle; the column body includes a first tube body connected to the steering wheel and a second tube body connected to the dashboard cross beam; the first tube body is sleeved with the second tube body; the first mounting bracket is fixedly mounted on the first tube body; the first mounting bracket is provided with a mounting groove with an open end and a clamping groove connected to the mounting groove, and the clamping groove is arranged at the open end of the mounting groove; the shear block is installed in the mounting groove, and the limit block is clamped in the clamping groove and abuts against the shear block.

[0018] In the utility model, the shear block and the limit block are respectively installed in the installation groove and the clamping groove of the first installation bracket. When the steering wheel is not hit, the limit block is clamped in the clamping groove and abuts against the shear block. At this time, the limit block can limit the shear block from falling out of the installation groove. At the same time, the limit block will not be in a complex stress environment, and is not prone to accidental breakage during assembly and under the use conditions where the steering wheel is not hit, which greatly reduces the scrap rate.

[0019] Moreover, when a sudden situation occurs and the steering wheel is impacted, the steering wheel will drive the first pipe body, the first mounting bracket, and the limiting block to have a sliding tendency of sliding downward along the axial direction of the second pipe body. However, since the shear block is fixedly installed on the instrument panel cross beam, the shear block located in the installation groove will not slide downward with the first mounting bracket. Instead, it will generate a shearing force on the limiting block at the position where it abuts against the limiting block, which is upward along the axial direction of the second pipe body. Furthermore, when the impact force on the steering wheel exceeds a certain degree, the limiting block will be cut off to absorb the impact force (impact energy) on the steering wheel. At the same time, since the first mounting bracket is no longer restricted by the shear block and the cut-off limiting block, it will slide downward along the axial direction of the second pipe body together with the first pipe body under the drive of the steering wheel, thereby further absorbing the impact force (impact energy) on the steering wheel. The energy absorption structure of the steering column of the present utility model has a good energy absorption effect, and its shear block and limiting block are respectively installed in the installation groove and the clamping groove. It not only has a simple structure and is convenient for installation, but also is convenient for replacement and repair when the limiting block is broken or the shear block is deformed, improving the disassembly, installation, and repair efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following will briefly introduce the drawings required for the description of the embodiments of the present utility model. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] Figure 1 is a schematic structural diagram of the energy absorption structure of the steering column in an embodiment of the present utility model;

[0022] Figure 2 is an assembly structure diagram of the energy absorption structure of the steering column, the steering wheel, and the instrument panel cross beam in an embodiment of the present utility model;

[0023] Figure 3 is a schematic structural diagram when the shear block and the limiting block in the energy absorption structure of the steering column in an embodiment of the present utility model are disassembled;

[0024] Figure 4 is a schematic structural diagram after the shear block and the limiting block in the energy absorption structure of the steering column in an embodiment of the present utility model are assembled;

[0025] Figure 5 is an assembly structural diagram of the energy absorption structure of the steering column in an embodiment of the present utility model;

[0026] Figure 6 is a partial cross-sectional structural diagram of the energy absorption structure of the steering column in an embodiment of the present utility model;

[0027] Figure 7 is a partial cross-sectional view of an energy-absorbing structure of a steering column in an embodiment of the present utility model;

[0028] Figure 8 is a schematic structural diagram for comparing the states of an energy-absorbing structure of a steering column before and after a collision in an embodiment of the present utility model;

[0029] Figure 9 is an enlarged structural diagram of the state after a collision of a shear block and a limit block of an energy-absorbing structure of a steering column in an embodiment of the present utility model.

[0030] The reference numerals in the specification are as follows:

[0031] 1 - column body, 11 - first tube body, 12 - second tube body, 2 - first mounting bracket, 21 - mounting groove, 22 - clamping groove, 221 - card slot, 23 - connecting plate, 24 - mounting plate, 25 - guide rail, 3 - shear block, 31 - trigger body, 311 - first mounting hole, 32 - sliding groove, 4 - limit block, 41 - abutting section, 42 - clamping section, 5 - instrument panel cross beam, 6 - steering wheel, 7 - first bolt, 8 - second mounting bracket, 81 - second mounting hole, 9 - second bolt. Detailed implementation manners

[0032] In order to make the technical problems, technical solutions and beneficial effects solved by the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0033] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0034] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0035] As Figures 1 to 9 shown, an embodiment of the present utility model provides an energy-absorbing structure for a steering column, which includes a column body 1, a first mounting bracket 2, a limiting block 4, and a shear block 3 connecting to the instrument panel crossbeam 5 of the vehicle; the column body 1 includes a first tube 11 connecting to the steering wheel 6 and a second tube 12 connecting to the instrument panel crossbeam 5; the first tube 11 and the second tube 12 are sleeved; the first mounting bracket 2 is fixedly installed on the first tube 11; the first mounting bracket 2 is provided with a mounting groove 21 having an open end and a clamping groove 22 communicating with the mounting groove 21, and the clamping groove 22 is arranged at the open end of the mounting groove 21; the shear block 3 is installed in the mounting groove 21, and the limiting block 4 is clamped in the clamping groove 22 and abuts against the shear block 3.

[0036] Among them, the first mounting bracket 2 is installed on the first tube 11 of the column body 1. The first tube 11 and the second tube 12 are sleeved, and the first tube 11 can slide axially along the second tube 12. One end of the first tube 11 away from the second tube 12 is connected to the steering wheel 6. In some embodiments, the first tube 11 includes a first tube shaft and a first connecting tube sleeved on the first tube shaft, the second tube 12 includes a second tube shaft and a second connecting tube sleeved on the second tube shaft, the first tube shaft is connected to the second tube shaft, and the second connecting tube is sleeved in the first connecting tube. The first mounting bracket 2 is fixedly installed on the first tube 11, the shear block 3 is installed in the mounting groove 21 of the first mounting bracket 2, the clamping groove 22 is arranged at the open end of the mounting groove 21, and the limiting block 4 is clamped in the clamping groove 22 and abuts against the shear block 3, that is, the limiting block 4 is installed in the clamping groove 22 and is in close contact with the end face of the shear block 3 facing the open end; and both ends of the instrument panel crossbeam 5 are respectively connected to the shear block 3 and the second tube 12. At the same time, the instrument panel crossbeam 5 is fixedly connected to the vehicle body.

[0037] As Figure 8 and Figure 9As shown, during the driving process, the vehicle is hit violently. Due to inertia, when the driver collides with the steering wheel 6 for the second time, the impact on the steering wheel 6 drives the first tube body 11 and the first mounting bracket 2 to slide downward (the direction from the first tube body 11 to the second tube body 12) along the axial direction of the second tube body 12. Since the shear block 3 is installed in the mounting groove 21 of the first mounting bracket 2, the limit block 4 abuts against the shear block 3 at the open end of the mounting groove 21, and the shear block 3 is connected to the instrument panel cross beam 5 fixedly connected to the vehicle body. In this way, when the first mounting bracket 2 slides downward When moving, the instrument panel cross beam 5 will prevent the shear block 3 from sliding downward, and the relative friction force generated between the shear block 3 and the first mounting bracket 2 will hinder the first mounting bracket 2 from sliding downward, and the shear block 3 will not slide downward with the first mounting bracket 2. At this time, the shear block 3 generates an upward shear force (in the axial direction of the second tube body 12 toward the first tube body 11) on the limit block 4 at the position where it abuts against the limit block 4, thereby shearing off the limit block 4, so that the limit block 4 absorbs the impact energy; the sheared part of the limit block 4 will follow the shear block 3 and finally fall out of the open end of the mounting groove 21.

[0038] like Figure 8 and Figure 9 As shown, after the stop block 4 is cut off, the first mounting bracket 2 is no longer constrained by the stop block 4 and the shear block 3, and driven by the steering wheel 6, it slides downward along the axial direction of the second tube body 12 together with the first tube body 11, thereby absorbing the impact force (impact energy) received by the steering wheel 6, thereby reducing the damage to the driver caused by the impact force received by the steering wheel 6. In this way, when the vehicle suffers a violent frontal collision, the impact force transmitted by the driver through the steering wheel 6 can be effectively absorbed and dispersed by the interaction of the shear block 3 and the stop block 4, thereby achieving the purpose of protecting the driver.

[0039] In the utility model, the shear block 3 and the limit block 4 are respectively installed in the mounting groove 21 and the clamping groove 22 of the first mounting bracket 2. When the steering wheel 6 is not hit, the limit block 4 is clamped in the clamping groove 22 and abuts against the shear block 3. At this time, the limit block 4 can limit the shear block 3 from escaping from the mounting groove 21. At the same time, the limit block 4 will not be in a complex stress environment, and is not prone to accidental breakage during assembly and under the operating conditions where the steering wheel 6 is not hit, which greatly reduces the scrap rate.

[0040] Moreover, when a sudden situation occurs and the steering wheel 6 is impacted, the steering wheel 6 will drive the first pipe body 11, the first mounting bracket 2 and the limiting block 4 to generate a sliding trend of sliding downward along the axial direction of the second pipe body 12. However, since the shear block 3 is fixedly installed on the instrument panel cross beam 5, the shear block 3 located in the installation groove 21 will not slide downward with the first mounting bracket 2. Instead, the shear block 3 will generate a shearing force on the limiting block 4 in the direction of upward along the axial direction of the second pipe body 12 at the position where the shear block 3 abuts against the limiting block 4. Furthermore, when the impact force on the steering wheel 6 exceeds a certain degree, the limiting block 4 will be cut off, and the impact force (impact energy) on the steering wheel 6 will be absorbed. At the same time, since the first mounting bracket 2 is no longer restricted by the shear block 3 and the cut-off limiting block 4, it will slide downward along the axial direction of the second pipe body 12 together with the first pipe body 11 under the drive of the steering wheel 6, thereby further absorbing the impact force (impact energy) on the steering wheel 6. The energy absorption structure of the steering column of the present utility model has a good energy absorption effect, and its shear block 3 and limiting block 4 are respectively installed in the installation groove 21 and the clamping groove 22. It not only has a simple structure and is convenient for installation, but also is convenient for replacing and repairing them when the limiting block 4 is broken or the shear block 3 is deformed, thus improving the disassembly, assembly and repair efficiency.

[0041] In one embodiment, as Figures 2 to 5As shown, the first mounting bracket 2 includes a connecting plate 23 fixedly mounted on the first tube body 11 and two mounting plates 24 respectively arranged on opposite sides of the connecting plate 23; each of the mounting plates 24 is provided with the mounting groove 21 and the clamping groove 22; the steering column energy absorption structure also includes two shear blocks 3 respectively installed in the two mounting grooves 21, and two stop blocks 4 respectively installed in the two clamping grooves 22. It can be understood that the first mounting bracket 2 is composed of a connecting plate 23 and two mounting plates 24 connected to opposite sides of the connecting plate 23. Further, the connecting plate 23 is fixedly connected (such as welded, screwed, etc.) to the first tube body 11, and each mounting plate 24 is provided with a mounting groove 21 and a clamping groove 22, that is, each mounting plate 24 has a shear block 3 and a stop block 4 respectively installed in the mounting groove 21 and the clamping groove 22. Further, the connecting plate 23 is provided with an arc groove adapted to the outer wall shape of the first tube body 11, and the first tube body 11 is fixedly welded in the arc groove. In some embodiments, two mounting plates 24 are connected to opposite sides of the connecting plate 23 and are arranged symmetrically with the central axis of the first tube 11 as the symmetry axis. In this way, when a collision occurs, the symmetrically arranged mounting plates 24 can evenly disperse the impact force from the steering wheel 6, avoiding concentrated force at a single point, making the entire steering column energy absorption structure more uniform when subjected to force, thereby improving the bearing capacity and durability of the entire structure. Each mounting plate 24 is provided with a mounting groove 21 and a clamping groove 22, which are used to respectively install the shear block 3 and the limit block 4, so that the two shear blocks 3 and the limit blocks 4 can work at the same time, and the two limit blocks 4 can evenly absorb the impact energy, making the energy absorption process more balanced and efficient.

[0042] In one embodiment, if Figure 3 and Figure 4 As shown, the thickness of the limit block 4 is equal to that of the mounting plate 24. It can be understood that the limit block 4 is clamped in the clamping groove 22 of the mounting plate 24, and the thickness of the limit block 4 is equal to that of the mounting plate 24, so that after the limit block 4 is installed on the mounting plate 24, the plane where the limit block 4 is located coincides with the plane where the mounting plate 24 is located, so that when the shear block 3 cuts off the limit block 4, the jamming phenomenon caused by inconsistent thickness is avoided, the deformation risk of the mounting plate 24 when subjected to force is reduced, and it is ensured that the limit block 4 of this thickness can be smoothly sheared by the shear block 3, thereby ensuring that the shearing process is smooth and unobstructed, so that the limit block 4 can be smoothly removed from the clamping groove 22, and the limit block 4 can effectively absorb the impact energy.

[0043] In one embodiment, if Figure 3 and Figure 4As shown, the clamping groove 22 includes two clamping slots 221 provided on the first mounting bracket 2 and both communicating with the mounting groove 21; the two clamping slots 221 are respectively arranged on opposite sides of the open end; the limiting block 4 is provided with an abutting section 41 and two clamping sections 42 connected to opposite sides of the abutting section 41, and the two clamping sections 42 are respectively clamped in the two clamping slots 221, and the shearing block 3 is located in the mounting groove 21 and abuts against the abutting section 41. Understandably, since the limiting block 4 is composed of the abutting section 41 and the clamping sections 42 connected to opposite sides of the abutting section 41, and the clamping sections 42 are installed in the clamping slots 221, the clamping sections 42 play a role in connecting and fixing the abutting section 41. During the process that the steering wheel 6 is impacted and the limiting block 4 is sheared, before the limiting block 4 is sheared, the abutting section 41 serves as the main stress-bearing part and bears most of the upward shearing force, while the two clamping sections 42 at both ends are subject to downward resistance. When the upward shearing force is greater than the downward resistance, the energy excitation ability is greater than the energy that the limiting block 4 can withstand, and the limiting block 4 is instantaneously disconnected, and the abutting section 41 finally disengages from the clamping groove 22, while the clamping sections 42 are left in the clamping slots 221; during this process, the abutting section 41 is the main part for absorbing impact energy, and the clamping sections 42 not only play a role in connecting and fixing, but also, when the abutting section 41 is subject to the shearing force, the clamping sections 42 will also assist in absorbing a part of the impact energy due to the downward resistance and frictional force.

[0044] Understandably, the above-mentioned limiting block 4 is an independent component without a complex internal structure or component connection structure. Therefore, the gaps between components and potential failure points are reduced. The cross-sectional shape and size of the limiting block 4 can be set and adjusted according to specific energy absorption requirements and impact conditions, so as to adjust its strength, stress level and energy absorption ability when subject to the shearing force to achieve the expected energy absorption effect, and finally realize the refined control of the energy absorption process. For example, in some embodiments, in a plane parallel to the mounting plate, the shape of the clamping stage 42 is circular, while the abutting section 41 is strip-shaped.

[0045] In one embodiment, as Figure 3As shown, the shear block 3 includes a trigger body 31 and sliding grooves 32 provided on opposite sides of the trigger body 31; the first mounting bracket 2 further includes guide rails 25 provided on opposite inner side walls of the mounting groove 21 and corresponding to the sliding grooves 32 one by one; the shear block 3 is slidably inserted into the mounting groove 21 along the guide rails 25 through the sliding grooves 32. Understandably, the shear block 3 is slidably inserted into the mounting groove 21 through the sliding grooves 32, which makes the installation and disassembly between the shear block 3 and the first mounting bracket 2 (i.e., the mounting plate 24) very convenient, and also facilitates the replacement and maintenance of the shear block 3; the sliding grooves 32 of the shear block 3 slide along the guide rails 25 of the first mounting bracket 2, ensuring the accuracy and stability of the movement track of the shear block 3, thereby preventing the shear block 3 from shifting or shaking during the shearing process, and ensuring the reliability and effectiveness of the shear block 3 in shearing the limit block 4 to absorb the collision energy.

[0046] Furthermore, the width of the sliding groove 32 is equal to the thickness of the guide rail 25. In this way, after the shear block 3 is inserted into the mounting groove 21, the inner side walls of the sliding groove 32 will respectively fit with the outer side walls of the guide rail 25, so that the shear block 3 can slide smoothly along the guide rail 25 through the sliding groove 32, without shaking or position deviation due to excessive clearance between the sliding groove 32 and the guide rail 25, nor being blocked by interference fit, thus improving the reliability and stability of the assembly; understandably, the thickness of the trigger body 31 will be greater than the thickness of the guide rail 25 to facilitate the setting of the sliding groove 32 on the trigger body 31, and can also ensure that the shear block 3 can generate sufficient shearing force to realize the rapid collapse and fracture of the limit block 4.

[0047] In an embodiment, as Figure 2 and Figure 7 shown, the trigger body 31 is provided with a first mounting hole 311; the trigger body 31 is fixedly mounted on the first end of the instrument panel crossbeam 5 through a first bolt 7 passing through the first mounting hole 311. Understandably, the first bolt 7 includes a first nut and a first stud connecting the instrument panel crossbeam 5. After the first stud passes through the first mounting hole 311, it is threadedly connected to the first nut, realizing the fixed mounting of the trigger body 31 on the instrument panel crossbeam 5 (the instrument panel crossbeam 5 is fixedly mounted on the vehicle body). When the steering wheel 6 is impacted, the steering wheel 6 drives the first pipe body 11, the first mounting bracket 2 and the limit block 4 to slide axially downward along the second pipe body 12. At this time, since the shear block 3 is fixedly connected to the instrument panel crossbeam 5, the shear block 3 will generate a resistance to prevent the first mounting bracket 2 from sliding downward, thereby realizing the shearing of the limit block 4.

[0048] In one embodiment, the limiting block 4 is one of a resin limiting block 4, a polymer limiting block 4, or an alloy limiting block 4. Understandably, the limiting block 4 includes, but is not limited to, a resin limiting block 4, a polymer limiting block 4, or an alloy limiting block 4, as long as the material for making the limiting block 4 has a certain strength and toughness and has the function of absorbing energy. For example, the shear block 3 can also be an aluminum block or the like.

[0049] In one embodiment, as Figure 2 shown, the steering column energy absorption structure further includes a second mounting bracket 8 fixedly connected to the second tube body 12, and the second tube body 12 is connected to the second end of the instrument panel crossbeam 5 through the second mounting bracket 8. Understandably, the second tube body 12 sleeved on the first tube body 11 is connected to the instrument panel crossbeam 5 through the second mounting bracket 8. When the first tube body 11 moves axially along the second tube body 12, the second mounting bracket 8 can not only provide additional support force to prevent the overall displacement of the column body 1, but also share and absorb the collision energy to a certain extent, thereby reducing the impact on the driver.

[0050] In one embodiment, as Figure 2 and Figure 5 shown, the second mounting bracket 8 is provided with a second mounting hole 81, and the second mounting bracket 8 is fixedly mounted on the instrument panel crossbeam 5 through a second bolt 9 passing through the second mounting hole 81. Understandably, the second bolt 9 includes a second nut and a second stud connecting the instrument panel crossbeam 5. After the second stud passes through the second mounting hole 81, it is threadedly connected to the second nut, thereby realizing the fixed mounting of the second mounting bracket 8 on the instrument panel crossbeam 5. The threaded connection structure of the second bolt 9 can ensure that technicians can quickly and accurately complete the installation or disassembly work when necessary, which is crucial for maintenance or replacement in emergency situations.

[0051] The present utility model also provides a vehicle, including a steering wheel 6, an instrument panel crossbeam 5, and the above-mentioned steering column energy absorption structure. In the vehicle of the above embodiment of the present utility model, the steering column energy absorption structure includes a column body 1, a first mounting bracket 2, a limiting block 4, and a shear block 3 connecting the instrument panel crossbeam 5 of the vehicle; the column body 1 includes a first tube body 11 connecting the steering wheel 6 and a second tube body 12 connecting the instrument panel crossbeam 5; the first tube body 11 is sleeved with the second tube body 12; the first mounting bracket 2 is fixedly mounted on the first tube body 11; the first mounting bracket 2 is provided with a mounting groove 21 having an open end and a clamping groove 22 communicating with the mounting groove 21, and the clamping groove 22 is provided at the open end of the mounting groove 21; the shear block 3 is mounted in the mounting groove 21, and the limiting block 4 is clamped in the clamping groove 22 and abuts against the shear block 3.

[0052] Among them, the first mounting bracket 2 is mounted on the first pipe body 11 of the pipe column body 1. The first pipe body 11 is sleeved with the second pipe body 12. The first pipe body 11 can slide axially along the second pipe body 12. One end of the first pipe body 11 away from the second pipe body 12 is connected to the steering wheel 6. The first pipe body 11 includes a first pipe shaft and a first connecting pipe sleeved on the first pipe shaft. The second pipe body 12 includes a second pipe shaft and a second connecting pipe sleeved on the second pipe shaft. The first pipe shaft is connected to the second pipe shaft, and the second connecting pipe is sleeved in the first connecting pipe. The first mounting bracket 2 is fixedly mounted on the first pipe body 11. The shear block 3 is mounted in the mounting groove 21 of the first mounting bracket 2. A clamping groove 22 is provided at the open end of the mounting groove 21. The limiting block 4 is clamped in the clamping groove 22 and abuts against the shear block 3. That is, the limiting block 4 is mounted in the clamping groove 22 and is in close contact with the end face of the shear block 3 facing the open end. And both ends of the instrument panel cross beam 5 are respectively connected to the shear block 3 and the second pipe body 12. At the same time, the instrument panel cross beam 5 is fixedly connected to the vehicle body.

[0053] In the vehicle of the above embodiment of the present utility model, the shear block 3 and the limiting block 4 are respectively mounted in the mounting groove 21 and the clamping groove 22 of the first mounting bracket 2. When the steering wheel 6 is not impacted, the limiting block 4 is clamped in the clamping groove 22 and abuts against the shear block 3. At this time, the limiting block 4 can prevent the shear block 3 from coming out of the mounting groove 21. At the same time, the limiting block 4 is not in a complex stress environment and is not prone to accidental fracture under the assembly and use conditions where the steering wheel 6 is not impacted, greatly reducing the scrap rate. And when an unexpected situation occurs and the steering wheel 6 is impacted, the steering wheel 6 will drive the first pipe body 11, the first mounting bracket 2 and the limiting block 4 to generate a sliding trend of sliding downward axially along the second pipe body 12. However, since the shear block 3 is fixedly mounted on the instrument panel cross beam 5, the shear block 3 located in the mounting groove 21 will not slide downward with the first mounting bracket 2. Instead, the shear block 3 will generate a shearing force on the limiting block 4 in the direction of axially upward along the second pipe body 12 at the position where the shear block 3 abuts against the limiting block 4. Then, when the impact force on the steering wheel 6 exceeds a certain degree, the limiting block 4 will be sheared off, absorbing the impact force (impact energy) on the steering wheel 6. At the same time, since the first mounting bracket 2 is no longer restricted by the shear block 3 and the sheared-off limiting block 4, it will slide downward axially along the second pipe body 12 together with the first pipe body 11 under the drive of the steering wheel 6, further absorbing the impact force (impact energy) on the steering wheel 6. The energy absorption structure of the steering column of the present utility model has a good energy absorption effect. And its shear block 3 and limiting block 4 are respectively mounted in the mounting groove 21 and the clamping groove 22. It not only has a simple structure and is convenient to install, but also is convenient to replace and repair when the limiting block 4 is broken or the shear block 3 is deformed, improving the disassembly, assembly and repair efficiency.

[0054] The above-described embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. An energy-absorbing structure for a steering column, characterized in that, It includes a pipe string body, a first mounting bracket, a limiting block, and a shear block connected to the instrument panel crossbeam of the vehicle; the pipe string body includes a first pipe body connected to the steering wheel and a second pipe body connected to the instrument panel crossbeam; the first pipe body is sleeved with the second pipe body; The first mounting bracket is fixedly installed on the first pipe body; the first mounting bracket is provided with a mounting groove with an open end and a clamping groove communicating with the mounting groove, and the clamping groove is arranged at the open end of the mounting groove; the shear block is installed in the mounting groove, and the limiting block is clamped in the clamping groove and abuts against the shear block.

2. The energy-absorbing structure of the steering column according to claim 1, characterized in that, The first mounting bracket includes a connecting plate fixedly installed on the first pipe body and two mounting plates respectively arranged on opposite sides of the connecting plate; Each of the mounting plates is provided with the mounting groove and the clamping groove; the energy-absorbing structure of the steering column further includes two shear blocks respectively installed in the two mounting grooves and two limiting blocks respectively installed in the two clamping grooves.

3. The energy-absorbing structure of the steering column according to claim 2, wherein, The thickness of the limiting block is equal to that of the mounting plate.

4. The energy-absorbing structure of the steering column according to claim 1, characterized in that The clamping groove includes two clamping slots arranged on the first mounting bracket and both communicating with the mounting groove; the two clamping slots are respectively arranged on opposite sides of the open end; The limiting block is provided with an abutting section and two clamping sections connected to opposite sides of the abutting section, and the two clamping sections are respectively clamped in the two clamping slots, and the shear block is located in the mounting groove and abuts against the abutting section.

5. The energy-absorbing structure of the steering column according to claim 1, characterized in that, The shear block includes a trigger body and sliding grooves arranged on opposite sides of the trigger body; the first mounting bracket further includes guide rails arranged on opposite inner side walls of the mounting groove and corresponding to the sliding grooves one by one; the shear block is slidably inserted into the mounting groove along the guide rails through the sliding grooves.

6. The energy-absorbing structure of the steering column according to claim 5, characterized in that The trigger body is provided with a first mounting hole; the trigger body is fixedly installed on the instrument panel crossbeam through a first bolt passing through the first mounting hole.

7. The energy-absorbing structure of the steering column according to claim 6, wherein, The limiting block is one of a resin limiting block, a polymer limiting block or an alloy limiting block.

8. The energy-absorbing structure of the steering column according to claim 1, wherein The energy-absorbing structure of the steering column further includes a second mounting bracket fixedly connected to the second pipe body, and the second pipe body is connected to the instrument panel crossbeam through the second mounting bracket.

9. The energy-absorbing structure of the steering column according to claim 8, characterized in that, The second mounting bracket is provided with a second mounting hole, and the second mounting bracket is fixedly installed on the instrument panel crossbeam through a second bolt passing through the second mounting hole.

10. A vehicle, characterized in that, It includes a steering wheel, an instrument panel crossbeam, and the energy-absorbing structure of the steering column according to any one of claims 1 to 9.

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