Steering damping structure and vehicle

Abstract

The utility model provides a steering damping structure and a vehicle, the steering damping structure comprises a transmission block and a transmission ring, the transmission block is connected with a tubular column mandrel through an elastic piece, the transmission ring is sleeved outside the tubular column mandrel, and the transmission ring abuts against the inner wall of a tubular column shell. The tubular column core shaft is connected between a steering wheel and a steering gear input shaft, and when the rotating speed of the tubular column core shaft is larger than a preset speed threshold value, the transmission block can slide in the radial direction of the tubular column core shaft to abut against the transmission ring and push the transmission ring to rotate relative to the tubular column shell under the action of centrifugal force, and sliding friction force is generated between the transmission ring and the tubular column shell. According to the steering damping structure, when the rotating speed of the tubular column mandrel is above the preset speed threshold value, the transmission block can slide towards the transmission ring and push the transmission ring to rotate, and sliding friction force exists between the transmission ring and the shell, so that the rotating speed of a steering wheel can be restrained from being too high, and the problem of hand beating is avoided. The steering damping structure is arranged in a cab, and the failure problem caused by the working environment can be effectively avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, in particular to a steering damping structure. At the same time, the utility model also relates to a vehicle provided with the steering damping structure. Background Art

[0002] When a current vehicle performs deep off-road driving, the impact force received by the tire is transmitted to the steering wheel through the steering rod system, which easily causes the problem of the steering wheel hitting the hand during off-road driving. For a vehicle with a steering damper, the steering damper is usually arranged on the steering rod system, and the resistance is increased during the steering movement stroke to absorb the impact force from the tire, thereby weakening the impact force transmitted to the steering rod system and further weakening the impact force transmitted to the steering wheel, so as to solve the problem of the steering wheel hitting the hand and avoid harm to the driver. However, in the traditional design, the steering damper is arranged at the chassis position, so that the working condition environment of the steering damper is complex, it is easy to be bumped and damaged and become ineffective, and the required layout space is large and the price is expensive. Summary of the Utility Model

[0003] In view of this, the utility model aims to provide a steering damping structure which can be arranged between the column spindle and the column housing, and can effectively solve the problem of failure caused by the working environment.

[0004] To achieve the above object, the technical solution of the utility model is realized as follows:

[0005] A steering damping structure includes a transmission block connected to the column spindle through an elastic member, and a transmission ring sleeved outside the column spindle, and the transmission ring abuts against the inner wall of the column housing;

[0006] The column spindle is connected between the steering wheel and the input shaft of the steering gear. When the rotation speed of the column spindle is less than a preset speed threshold, the transmission block can slide radially along the column spindle towards the transmission ring, and push the transmission ring to rotate relative to the column housing, and there is a sliding friction force between the relatively rotating transmission ring and the column housing.

[0007] Further, a tolerance ring is arranged between the transmission ring and the column housing, and a plurality of first protrusions are arranged on the inner side wall and / or the outer side wall of the tolerance ring.

[0008] Further, a limiting block and a snap ring are arranged in the column housing, and the limiting block and the snap ring are arranged at intervals in the axial direction of the column spindle;

[0009] The tolerance ring and the transmission ring are constrained between the limiting block and the snap ring.

[0010] Further, a second protrusion is provided on the inner side wall of the transmission ring, and the second protrusions are multiple and arranged at intervals along the circumferential direction of the transmission ring.

[0011] Further, a guiding surface is provided at one end of the transmission block close to the transmission ring, and the guiding surface is used for guiding the transmission block to be inserted between two adjacent second protrusions.

[0012] Further, the transmission blocks are multiple and arranged at intervals along the circumferential direction of the pipe string mandrel.

[0013] Further, the pipe string mandrel includes a shaft body, and a mounting seat sleeved on the shaft body;

[0014] A chute is provided on the mounting seat and arranged radially along the shaft body, and at least part of the transmission block is located in the chute.

[0015] Further, the transmission block includes a transmission block body, and guiding blocks arranged on both sides of the transmission block body;

[0016] Each guiding block on each side can be in contact with the side wall on the corresponding side of the chute to guide the sliding of the transmission block.

[0017] Further, the transmission block includes an insertion post arranged between the guiding blocks on both sides, the elastic member is a spring sleeved on the insertion post, and both ends of the spring are respectively connected to the transmission block and the mounting seat.

[0018] Compared with the prior art, the present utility model has the following advantages:

[0019] In the steering damping structure of the present utility model, a transmission block connected to the pipe string mandrel through an elastic member and a transmission ring abutted against the inner side of the pipe column housing are provided. Thus, when the rotation speed of the pipe string mandrel is relatively small, the transmission block can be separated from the transmission ring, and when the rotation speed of the pipe string mandrel is above a preset speed threshold, the transmission block can be abutted against the transmission ring and rotate with it, and a sliding friction force is generated between the transmission ring and the housing, so as to inhibit the too-fast rotation speed of the steering wheel and avoid the problem of hitting hands; moreover, the steering damping structure is arranged between the pipe string mandrel and the pipe column housing located in the cab, which can effectively avoid the problem of failure caused by the working environment, and it requires a small space and is convenient to arrange.

[0020] In addition, by providing a tolerance ring with a plurality of first protrusions between the transmission ring and the pipe column housing, the sliding friction force between the transmission ring and the pipe column housing can be further increased, so as to more quickly inhibit the too-fast rotation speed of the steering wheel and better solve the problem of hitting hands. By providing a limiting block and a snap ring in the pipe column housing to restrain the tolerance ring and the transmission ring, the structure is simple and convenient for design and implementation.

[0021] Secondly, by providing a plurality of second protrusions on the inner side of the transmission ring at intervals along its circumferential direction, the frictional force between the transmission block and the transmission ring can be increased, so as to quickly drive the transmission ring to rotate and generate a sliding frictional force between the transmission ring and the pipe column housing. A guiding surface is provided on the transmission block, which is conducive to the transmission block being inserted between two second protrusions, thereby improving the pushing stability of the transmission block against the transmission ring and facilitating ensuring the synchronous rotation of the transmission ring and the transmission block.

[0022] Furthermore, by providing a plurality of transmission blocks at intervals along the circumferential direction of the pipe column core shaft, it can further ensure that the transmission blocks drive the transmission ring to rotate to generate a sliding frictional force between the transmission ring and the pipe column housing. By making the pipe column core shaft include a shaft body and a mounting seat and providing a chute on the mounting seat, it is not only convenient for the arrangement of the transmission blocks, but also can reduce the volume of the shaft body, facilitating the overall layout of the steering damping structure.

[0023] In addition, by enabling the two guiding blocks to abut against the side walls on the corresponding sides of the chute, it can not only guide the sliding of the transmission blocks, but also eliminate the need for an additional guiding part, further reducing the occupied space of the steering damping structure, facilitating the overall layout and reducing the manufacturing cost. The elastic member is a spring sleeved outside the insertion post, with a simple structure and good setting stability.

[0024] Another object of the present invention is to provide a vehicle, in which the steering damping structure as described above is provided in the steering system of the vehicle.

[0025] By providing the steering damping structure as described above on the vehicle of the present invention, it can not only inhibit the too-fast rotation speed of the steering wheel and avoid the problem of hitting hands, but also effectively avoid the problem of the steering damping structure failing due to the working environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments and descriptions thereof of the present invention are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0027] Figure 1 is a schematic structural diagram of the steering damping structure according to an embodiment of the present invention;

[0028] Figure 2 is an exploded view of the steering damping structure according to an embodiment of the present invention;

[0029] Figure 3 is a cross-sectional view of the steering damping structure according to an embodiment of the present invention;

[0030] Figure 4 is a cross-sectional view when the wheel of the embodiment of the present invention is violently impacted;

[0031] Figure 5 A cross-sectional view when the driver turns normally according to the embodiment of the present utility model;

[0032] Figure 6 An assembly state diagram between the transmission ring, the transmission block and the tolerance ring according to the embodiment of the present utility model;

[0033] Figure 7 A schematic structural diagram of the tolerance ring according to the embodiment of the present utility model;

[0034] Figure 8 A schematic structural diagram of the transmission ring according to the embodiment of the present utility model;

[0035] Figure 9 A schematic structural diagram of the mounting seat according to the embodiment of the present utility model;

[0036] Figure 10 A schematic structural diagram of the transmission block according to the embodiment of the present utility model.

[0037] Explanation of reference numerals:

[0038] 1, pipe column mandrel; 2, pipe column housing; 3, transmission ring; 4, transmission block; 5, circlip; 6, tolerance ring; 7, spring;

[0039] 101, shaft body; 1011, limiting block; 102, mounting seat; 1021, chute;

[0040] 301, second protrusion; 401, guiding block; 402, inserting post; 403, guiding surface; 601, first protrusion. Detailed implementation manners

[0041] It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments can be combined with each other.

[0042] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "outer", etc. is based on the orientation or positional relationship shown in the 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 addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0043] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installation", "connection", "coupling", and "connector" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may 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 in combination with specific circumstances.

[0044] The present utility model will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0045] In view of the fact that although vehicles with a steering damper in the prior art can solve the problem of the steering wheel hitting the hand, in the traditional design, the steering damper is arranged at the chassis position, making the working condition environment of the steering damper complex, vulnerable to bumps, and causing damage and failure. For this reason, this embodiment particularly proposes a new type of steering damping structure, which, in its overall composition, includes a transmission block 4 connected to the column core shaft 1 through an elastic member, and a transmission ring 3 sleeved outside the column core shaft 1, and the transmission ring 3 abuts against the inner side wall of the column housing 2.

[0046] Among them, the column core shaft 1 is connected between the steering wheel and the input shaft of the steering gear, and when the rotation speed of the column core shaft 1 is above a preset speed threshold, the transmission block 4 can slide along the radial direction of the column core shaft 1 to the transmission ring 3, and push the transmission ring 3 to rotate relative to the column housing 2, and there is a sliding friction force between the relatively rotating transmission ring 3 and the column housing 2.

[0047] The steering damping structure of this embodiment, by setting the transmission block 4 connected to the column core shaft 1 through an elastic member and the transmission ring 3 abutting against the inner side of the column housing 2, thus, when the rotation speed of the column core shaft 1 is relatively small, the transmission block 4 can be separated from the transmission ring 3, and when the rotation speed of the column core shaft 1 is above the preset speed threshold, the transmission block 4 can be abutted against the transmission ring 3 and push it to rotate, and a sliding friction force is generated between the transmission ring 3 and the housing, thereby suppressing the too-fast rotation speed of the steering wheel and avoiding the problem of hitting the hand. Moreover, this steering damping structure is arranged between the column core shaft 1 and the column housing 2 located in the cab, which can effectively avoid the problem of failure caused by the working environment, and it requires less space and is convenient for arrangement.

[0048] Based on the above design concept, an exemplary structure of the steering damping structure of this embodiment is referred to Figures 1 to 5 as shown in, and, Figure 4 shows the positional relationship between the transmission block 4 and the transmission ring 3 during normal steering of the driver, that is, the two are in a separated state, and Figure 5It shows the positional relationship between the transmission block 4 and the transmission ring 3 when the wheel is strongly impacted, that is, the two are connected together.

[0049] In addition, it should be noted that the column housing 2 specifically refers to the housing of the steering column, which is generally located in the cab, and the column spindle 1 is connected between the steering wheel and the input shaft of the steering gear. Moreover, the specific structures of the column housing 2 and the column spindle 1 and the connection relationships with other components are the same as those in the prior art, and will not be elaborated here. This embodiment mainly introduces in detail the steering damping structure provided between the two.

[0050] In this embodiment, as a further implementation manner, a tolerance ring 6 is provided between the transmission ring 3 and the column housing 2, and a plurality of first protrusions 601 are provided on the inner side wall and / or the outer side wall of the tolerance ring 6. Among them, as Figure 6 shown in FIGS. 8 to 8, both the transmission ring 3 and the tolerance ring 6 are circular rings. As a preferred embodiment, the inner and outer sides of the tolerance ring 6 are respectively in contact with the transmission ring 3 and the column housing 2, and a plurality of first protrusions 601 are provided on both the inner side wall and the outer side wall of the tolerance ring 6. And, the structure of the tolerance ring 6 is the same as that in the prior art, and as Figure 7 shown in, the first protrusions 601 are a plurality of circumferentially spaced ones. It should be noted that it is also feasible to provide a plurality of first protrusions 601 only on the inner side wall or the outer side wall of the tolerance ring 6.

[0051] Moreover, the tolerance ring 6 can not only compensate for dimensional errors, making the fit between the transmission ring 3 and the column housing 2 tighter and more stable, but also, when the transmission ring 3 rotates relative to the column housing 2, the tolerance ring 6 also plays a role in increasing friction, thereby helping to generate a stable damping effect. In addition, the first protrusions 601 also make the relative movement between the transmission ring 3 and the column housing 2 smoother, reducing shaking and unstable factors, and improving the working stability of the steering damping structure.

[0052] At this time, to limit the axial displacement of the transmission ring 3 and the tolerance ring 6, as shown in Figures 1 to 3 FIG., a limit block 1011 and a snap ring 5 are provided in the column housing 2, and the limit block 1011 and the snap ring 5 are axially spaced apart on the column spindle 1, and the tolerance ring 6 and the transmission ring 3 are constrained between the limit block 1011 and the snap ring 5. In this embodiment, by providing the limit block 1011 and the snap ring 5 in the column housing 2 to constrain the tolerance ring 6 and the transmission ring 3, the structure is simple and convenient for design and implementation.

[0053] It can be understood that, in addition to restricting the axial movement of the two by using the form of the limit block 1011 and the snap ring 5, the axial movement between the tolerance ring 6 and the transmission ring 3 can also be restricted by using two snap rings 5. Additionally, in addition to arranging the tolerance ring 6 between the transmission ring 3 and the pipe string housing 2, the tolerance ring 6 can also be not arranged, and the outer wall of the transmission ring 3 is directly abutted against the inner wall of the pipe string housing 2, which is theoretically feasible. At this time, in order to increase the sliding friction force between the two, protrusions can be distributed on the outer side wall of the transmission ring 3 and on the inner side wall of the pipe string housing 2 corresponding to the part of the transmission ring 3.

[0054] Combined with Figure 6 、 Figure 9 and 10 As shown in, as a preferred embodiment, the pipe string mandrel 1 of this embodiment includes a shaft body 101 and a mounting seat 102 sleeved on the shaft body 101. At the same time, a chute 1021 is provided on the mounting seat 102 along the radial direction of the shaft body 101, and at least part of the transmission block 4 is located in the chute 1021. Among them, both the mounting seat 102 and the shaft body 101 can be as shown in Figure 3 , and the axial displacement of the mounting seat 102 is restricted by a limit ring and a snap ring 5 provided on the shaft body 101. Or the mounting seat 102 and the shaft body 101 can be press-fitted or welded together to restrict the axial displacement of the mounting seat 102.

[0055] In this embodiment, the mounting seat 102 is a ring sleeved outside the shaft body 101. The setting of its chute 1021 provides an installation position for the transmission block 4 and also provides a guiding structure for the sliding of the transmission block 4. The shaft body 101 mainly undertakes the role of connecting the steering wheel and the input shaft of the steering gear and is responsible for transmitting the steering torque. Since it does not need to be provided with an installation position for the transmission block 4, its diameter can be reduced, which is convenient for reducing the overall occupied space of the steering damping structure and facilitating the layout.

[0056] In addition, as a specific embodiment, combined with Figure 4 and Figure 10 As shown in, the transmission block 4 includes a transmission block body and guiding blocks 401 provided on both sides of the transmission block body. And each side guiding block 401 can abut against the side wall of the corresponding side of the chute 1021 to guide the sliding of the transmission block 4. With such a setting, during the movement of the transmission block 4, the guiding block 401 abuts against the side wall of the chute 1021 to play a role in guiding the sliding of the transmission block 4. Specifically, when the transmission block 4 is subjected to external forces such as centrifugal force, the guiding block 401 slides along the side wall of the chute 1021 to ensure that the transmission block 4 always moves in the correct direction without deviation or shaking, thereby ensuring the reliability and stability of the steering damping structure. At the same time, the setting of an additional guiding part can also be omitted, which can further reduce the occupied space of the steering damping structure, facilitate the overall layout, and reduce the manufacturing cost.

[0057] Combined with Figure 3 and Figure 10 As shown in, as a further embodiment, the transmission block 4 further includes a plug post 402 disposed between the two guiding blocks 401 on both sides, and the elastic member is a spring 7 sleeved on the plug post 402. The two ends of the spring 7 are respectively connected to the transmission block 4 and the mounting seat 102. This structure uses the plug post 402 as the installation position of the spring 7, making the structure of the entire transmission block 4 more compact, saving space, and facilitating arrangement in a limited space. And sleeving the spring 7 outside the plug post 402 can maintain a stable installation state, and will not easily shift or fall off, ensuring that the elastic effect can be reliably exerted during the working process.

[0058] Thus, when the transmission block 4 slides radially along the core shaft 1 of the pipe string under the action of centrifugal force, the spring 7 will be stretched or compressed. At this time, the elastic force generated by the spring 7 will exert a reverse acting force on the transmission block 4, playing a role in buffering and restricting the movement of the transmission block 4. When the rotational speed of the core shaft 1 of the pipe string decreases, resulting in a decrease in centrifugal force, the elastic force of the spring 7 will urge the transmission block 4 to return to the initial position, preparing for the next work, and enabling the transmission block 4 to work more stably in the steering damping structure. And as a further embodiment, there are multiple springs 7 disposed between the transmission block 4 and the mounting seat 102, for example, Figure 10 the two shown in, so as to further increase the acting force on the transmission block 4.

[0059] In this embodiment, as a further embodiment, as Figure 8 shown in, a second protrusion 301 is provided on the inner side wall of the transmission ring 3, and the second protrusions 301 are multiple and are arranged at intervals along the circumferential direction of the transmission ring 3. And preferably, the second protrusions 301 are evenly arranged along the circumferential direction of the transmission ring 3. By providing the second protrusions 301, when the second protrusions 301 come into contact with the transmission block 4, the friction between the two will be increased. When the transmission ring 3 rotates, due to the action of the friction, a certain amount of energy will be consumed, thus playing a damping role and reducing the vibration and impact during the steering process. In addition, the multiple second protrusions 301 are arranged at intervals along the circumferential direction, which can make the contact between the transmission block 4 and the transmission ring 3 more uniform and stable, can reduce local stress concentration, improve the reliability and stability of the transmission, and extend the service life of the steering damping structure.

[0060] Based on the setting of the multiple second protrusions 301, as a further embodiment, combined with Figure 4 and Figure 10As shown in the figure, a guiding surface 403 is provided at one end of the transmission block 4 close to the transmission ring 3. The guiding surface 403 is used to guide the transmission block 4 to be inserted between two adjacent second protrusions 301. Among them, as a preferred embodiment, the guiding surface 403 is an inclined surface provided on two opposite sides of the transmission block 4. By providing the guiding surface 403, when the transmission block 4 approaches the transmission ring 3 under the action of centrifugal force or the like, the transmission block 4 can be smoothly inserted between two adjacent second protrusions 301, which is beneficial to ensuring that the transmission block 4 can be closely fitted with the transmission ring 3, thereby driving the transmission ring 3 to rotate synchronously.

[0061] It should be noted that, in addition to providing the second protrusions 301 and the guiding surface 403, the second protrusions 301 and the guiding surface 403 may not be provided, and only the surface-to-surface contact between the transmission block 4 and the transmission ring 3 can also generate frictional force to drive the transmission ring 3 to rotate, but this effect is obviously poor.

[0062] In addition, as a further implementation manner, a plurality of transmission blocks 4 are arranged at intervals along the circumferential direction of the pipe string core shaft 1. Among them, as a specific implementation manner, as Figure 4 and Figure 5 shown in the figure, the transmission blocks 4 in this embodiment are four arranged at intervals along the circumferential direction of the pipe string core shaft 1, and are preferably evenly distributed. This evenly distributed manner can ensure that at any time, the force exerted on the transmission ring 3 by the transmission blocks 4 is symmetrical, thereby avoiding problems such as inclination or jamming of the transmission ring 3 caused by uneven force. It should be noted that the number of the transmission blocks 4 is not limited to four, and can be adjusted accordingly according to requirements.

[0063] Based on the above overall description, when the steering wheel is rotated, the steering wheel drives the pipe string core shaft 1 to rotate. Under the action of centrifugal force, the transmission block 4 slides radially along the pipe string core shaft 1 in the chute to be combined with or separated from the first protrusion 601 on the inner side of the transmission ring 3. When the driver turns the steering wheel normally (as Figure 4 shown in the figure), the rotational speed of the pipe string core shaft 1 is relatively low. At this time, the centrifugal force of the transmission block 4 is relatively small, and the transmission block 4 remains separated from the transmission ring 3 under the pulling force of the spring 7.

[0064] When the wheel is strongly impacted, the wheel will drive the steering wheel to rotate strongly (as Figure 5 shown in the figure)), at this time, when the rotational speed of the pipe string core shaft 1 is above the preset speed threshold, the centrifugal force of the transmission block 4 is very large, and the centrifugal force of the transmission block 4 overcomes the pulling force of the spring 7 and slides outward along the mounting seat 102 to be combined with the second protrusion 301, driving the transmission ring 3 to rotate. Under the action of the tolerance ring 6, the transmission ring 3 generates frictional force to prevent the pipe string core shaft 1 from rotating too fast, thereby inhibiting the steering wheel from rotating too fast and protecting the driver from being hit by the hand. Among them, the preset speed threshold can be obtained through calculation and simulation.

[0065] Therefore, the steering damping structure of this embodiment, by adopting the above structure, can effectively protect the driver from being hit by the steering wheel when the wheel is strongly impacted, and has a simple and reliable structure, low cost and small volume. In addition, it can also decouple the wheel impact force from the normal steering hand force of the driver, without affecting the normal steering function. Moreover, it has a flexible layout, requires little space, has low requirements for the working environment, and when arranged between the column spindle 1 and the column housing 2 located in the cab, it can effectively avoid the problem of failure caused by the working environment.

[0066] In addition, this embodiment also relates to a vehicle, in which the steering system of the vehicle is provided with the above steering damping structure.

[0067] By setting the above steering damping structure on the vehicle of this embodiment, not only can the rotation speed of the steering wheel be inhibited too fast to avoid the problem of hitting hands, but also the problem of failure of the steering damping structure caused by the working environment can be effectively avoided.

[0068] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A steering damping structure, characterized in that: It includes a transmission block (4) connected to the column core shaft (1) through an elastic member, and a transmission ring (3) sleeved outside the column core shaft (1), and the transmission ring (3) abuts against the inner wall of the column housing (2); The column core shaft (1) is connected between the steering wheel and the input shaft of the steering gear. When the rotational speed of the column core shaft (1) is above a preset speed threshold, the transmission block (4) can slide radially along the column core shaft (1) towards the transmission ring (3), and push the transmission ring (3) to rotate relative to the column housing (2), and there is a sliding friction force between the relatively rotating transmission ring (3) and the column housing (2).

2. The steering damping structure according to claim 1, characterized in that: A tolerance ring (6) is provided between the transmission ring (3) and the column housing (2), and a plurality of first protrusions (601) are provided on the inner side wall and / or the outer side wall of the tolerance ring (6).

3. The steering damping structure according to claim 2, characterized in that: A limiting block (1011) and a snap ring (5) are provided in the column housing (2), and the limiting block (1011) and the snap ring (5) are arranged at intervals in the axial direction of the column core shaft (1); The tolerance ring (6) and the transmission ring (3) are constrained between the limiting block (1011) and the snap ring (5).

4. The steering damping structure according to claim 1, characterized in that: Second protrusions (301) are provided on the inner side wall of the transmission ring (3), and the second protrusions (301) are a plurality of circumferentially spaced along the transmission ring (3).

5. The steering damping structure according to claim 4, characterized in that: A guiding surface (403) is provided at one end of the transmission block (4) close to the transmission ring (3), and the guiding surface (403) is used to guide the transmission block (4) to be inserted between two adjacent second protrusions (301).

6. The steering damping structure according to claim 1, characterized in that: The transmission blocks (4) are a plurality of circumferentially spaced along the column core shaft (1).

7. The steering damping structure according to any one of claims 1 to 6, characterized in that: The column core shaft (1) includes a shaft body (101), and a mounting seat (102) sleeved on the shaft body (101); A sliding groove (1021) is provided on the mounting seat (102) along the radial direction of the shaft body (101), and at least part of the transmission block (4) is located in the sliding groove (1021).

8. The steering damping structure according to claim 7, characterized in that: The transmission block (4) includes a transmission block body, and guiding blocks (401) provided on both sides of the transmission block body; Each guiding block (401) can abut against the side wall of the corresponding side of the sliding groove (1021) to guide the sliding of the transmission block (4).

9. The steering damping structure according to claim 8, characterized in that: The transmission block (4) includes an insertion post (402) disposed between the two guiding blocks (401) on both sides. The elastic member is a spring (7) sleeved on the insertion post (402), and two ends of the spring (7) are respectively connected to the transmission block (4) and the mounting seat (102).

10. A vehicle, characterized in that: The steering damping structure according to any one of claims 1 to 9 is provided in the steering system of the vehicle.

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