Steering column assembly structure and vehicle

Abstract

The embodiment of the application provides a steering column assembly structure and a vehicle, and relates to the field of vehicle parts technology. The steering column assembly structure provided by the application comprises a steering shaft and a mounting assembly; the steering shaft extends along a first direction; the mounting assembly comprises a mounting bracket, a collapse element and a pull belt; the mounting bracket is connected with the steering shaft; the collapse element is connected with the mounting bracket in sliding mode along the first direction; a first part of the pull belt is connected with the collapse element, a second part is connected with the mounting bracket, and the first part and the second part have a thinning part extending along the first direction. By setting the pull belt to form double mechanical connection, the collapse element is effectively prevented from loosening due to pre-tightening force decay. The pull belt is set with the thinning part, which is preferentially controlled to break or deform in a collision, so that energy absorption is ensured, the extension direction of the thinning part is consistent with the deformation direction of the collapse energy absorption, the pull belt is prevented from structural deformation, tearing along the extension direction of the thinning part is ensured, and the stability of the collapse energy absorption is improved.

Description

Technical Field

[0001] This application relates to vehicle component technology, and more particularly to a steering column assembly structure and vehicle. Background Technology

[0002] With the continuous development of vehicle technology, people's requirements for vehicle safety performance are constantly increasing. In the event of a vehicle collision, due to the vehicle's inertia, the steering column assembly and steering wheel can easily cause serious injury to the driver. In order to improve vehicle safety and driving comfort, a collapsible energy-absorbing structure is usually installed in the steering column assembly to absorb kinetic energy and achieve buffering and shock absorption.

[0003] In related technologies, existing steering column assemblies rely on their mounting brackets and collapsible components that are interference-fitted on the mounting brackets to generate collapsible energy absorption.

[0004] However, due to the numerous vibrations generated during vehicle use, the collapsible components that are interference-fitted on the mounting bracket are prone to failure, resulting in insufficient collapsible performance in the above-mentioned configuration. Utility Model Content

[0005] In view of this, this application provides a steering column assembly structure and vehicle, which aims to improve the collapsibility performance of the steering column assembly.

[0006] To achieve the above objectives, this application provides a steering column assembly structure and vehicle, which adopts the following technical solution:

[0007] In a first aspect, this application provides a steering column assembly structure, including a steering shaft and a mounting assembly;

[0008] The steering shaft extends along a first direction;

[0009] The mounting components include a mounting bracket, a collapsible element, and a pull strap;

[0010] The mounting bracket is connected to the steering shaft and is used to mount on the vehicle frame;

[0011] The crumple member is used to be mounted on the vehicle frame, and the crumple member is slidably connected to the mounting bracket along the first direction;

[0012] The pull strap has a first part and a second part, the first part being connected to the collapsible member, the second part being connected to the mounting bracket, and a thinning portion being provided between the first part and the second part, the thinning portion extending along the first direction.

[0013] Based on the aforementioned technical means, by setting up a tension strap, the first part of the tension strap is fitted and fixed to the crumple zone, and the second part of the tension strap is connected to the mounting bracket, forming a double mechanical connection. Compared with the traditional single friction fixing method of interference fit, this effectively resists multidimensional vibrations during vehicle operation and prevents the crumple zone from loosening due to preload decay. Furthermore, by setting a thinning section, the tension strap preferentially and controlledly fractures or deforms upon impact, ensuring the predictability of energy absorption. The extension direction of the thinning section is the first direction, and the crumple zone and mounting bracket also slide and connect along the first direction. The extension direction of the thinning section is consistent with the deformation direction of the crumple energy absorption, preventing structural deformation of the tension strap and ensuring tearing along the extension direction of the thinning section, thus improving the stability of crumple energy absorption.

[0014] In one possible implementation, the steering column assembly structure provided in this application has a first portion having a stamped groove, a second portion located within the stamped groove, and the second portion being connected to the inner wall of the stamped groove via the thinned portion.

[0015] Based on the aforementioned technical methods, the stamping groove and the thinned part can be integrally formed through sheet metal stamping, reducing the number of parts and assembly steps, and lowering manufacturing costs. Simultaneously, the stamping groove boasts higher geometric precision, ensuring accurate positioning of the second part and improving assembly consistency.

[0016] In one possible implementation, the steering column assembly structure provided in this application has the second part connected to the first part at its end along the first direction within the stamping groove;

[0017] The second part is provided with the thinning portion on both sides along the first direction, and each side of the second part is connected to the side wall of the stamping groove through the thinning portion.

[0018] According to the above technical means, the end of the second part along the first direction is directly connected to the first part to form an anchor point, which prevents the strap from falling off during vehicle vibration. Thinning parts are provided on both sides of the second part, which can ensure that the second part is subjected to uniform force. During the collision, it will preferentially break or plastically deform along the thinning part, guide the direction of collapse, avoid random failure, make the energy absorption process more controllable, and improve the energy absorption efficiency.

[0019] In one possible implementation, the steering column assembly structure provided in this application has the first part fitted and fixed to the collapsible member;

[0020] The first part is provided with claws on both sides along the first direction, and the claws are engaged with the collapsible component.

[0021] Based on the above technical means, physical limiting is used to resist multidimensional vibrations during vehicle operation, preventing the preload of the collapsible component from weakening or disengaging due to vibration. This effectively solves the problem of easy loosening of traditional interference fits. Furthermore, by fitting and fixing the first part to the collapsible component and locking it with claws, the connection strength between the first part and the collapsible component is effectively improved, ensuring that the collapsible component remains stable under extreme working conditions.

[0022] In one possible implementation, the steering column assembly structure provided in this application includes a second part comprising a body and a riveting portion, wherein the riveting portion is spaced apart from the body in the thickness direction of the second part.

[0023] The riveted part is riveted to the mounting bracket.

[0024] Based on the aforementioned technical means, the riveted parts and the main body are spaced apart in the thickness direction, forming independent stress points. Directly fixed to the mounting bracket via mechanical riveting, it effectively resists multidimensional vibrations during vehicle operation. The riveted parts, as independent load-bearing structures, are stably connected to the mounting bracket.

[0025] In one possible implementation, the steering column assembly structure provided in this application further includes a connecting portion in the second part, the connecting portion connecting the riveting portion and the body;

[0026] The connecting portion extends along a second direction, which is perpendicular to the first direction.

[0027] Based on the above technical means, the vertical support resists axial tension and lateral vibration, further enhancing the stability of the riveted part, ensuring that the collapse process proceeds in the preset direction, and preventing structural instability.

[0028] In one possible implementation, the steering column assembly structure provided in this application includes a mounting bracket comprising a body and a flange, the flange being disposed toward the pull strap, and the body and the flange forming a receiving groove;

[0029] At least a portion of the structure of the second part is located within the receiving groove and connected to the main body.

[0030] Based on the above technical means, a precise positioning space is provided for the second part of the pull belt to avoid displacement or detachment of the pull belt due to vehicle vibration. The receiving groove is integrally formed with the main body through flange, which improves the bending resistance without increasing the overall weight.

[0031] In one possible implementation, the steering column assembly structure provided in this application includes a first steering shaft and a second steering shaft;

[0032] The first steering shaft and the second steering shaft are coaxially arranged along the first direction, and the first steering shaft and the second steering shaft are slidably connected along the first direction.

[0033] According to the above-mentioned technical means, the first steering shaft can slide relative to the second steering shaft, and absorb kinetic energy by utilizing the relative displacement between the two; the collision energy is dispersed by axial sliding, avoiding excessive deformation or breakage of a single shaft, ensuring that the energy absorption process is controllable and stable, and reducing the risk of injury to the driver.

[0034] In one possible implementation, the steering column assembly structure provided in this application has the ratio of the axial length of the spindle to the diameter of the first steering shaft set to 136 / 13 to 720 / 61.

[0035] The ratio of the axial length of the spindle of the second steering shaft to the axial length of the spindle of the first steering shaft is set to 263 / 360 to 283 / 340.

[0036] Based on the aforementioned technical means, by optimizing the ratio of the spindle length to the spindle diameter of the first steering shaft and optimizing the ratio of the axial length of the spindle of the second steering shaft to the axial length of the spindle of the first steering shaft, the natural frequencies of the first and second steering shafts are optimized, thereby improving the modal characteristics of the first and second steering shafts. This reduces the risk of resonance caused by vehicle vibration and lowers the possibility of material fatigue or loosening of connection parts due to frequent vibration.

[0037] In one possible implementation, the steering column assembly structure provided in this application has the first steering shaft having an axial length of 340-360 mm, a diameter of 30.5-32.5 mm, and an axial length of 263-283 mm.

[0038] Based on the above technical means, by limiting the spindle length and diameter of the first steering shaft and the spindle length of the second steering shaft, the natural frequencies of the first and second steering shafts are optimized, reducing the risk of resonance caused by vehicle vibration and lowering the possibility of material fatigue or loosening of connection parts caused by frequent vibration.

[0039] Secondly, this application provides a vehicle, including a vehicle body and the aforementioned steering column assembly structure, the steering column assembly structure being disposed on the vehicle body.

[0040] The steering column assembly structure and vehicle provided in this application include a steering shaft and a mounting assembly. The steering shaft extends along a first direction. The mounting assembly includes a mounting bracket, a collapsible member, and a tension strap. The mounting bracket is connected to the steering shaft and is used to mount it on the vehicle frame. The collapsible member is used to mount on the vehicle frame and is slidably connected to the mounting bracket along the first direction. The tension strap has a first portion and a second portion. The first portion is connected to the collapsible member, and the second portion is connected to the mounting bracket. A thinned portion extends along the first direction between the first portion and the second portion. By providing the tension strap, the first portion of the tension strap is fitted and fixed to the collapsible member, and the second portion of the tension strap is connected to the mounting bracket, forming a double mechanical connection. Compared with the traditional single friction fixing method of interference fit, this effectively resists multidimensional vibrations during vehicle operation and prevents the collapsible member from loosening due to preload decay. In addition, the pull belt is designed with a thinning section, which allows for controlled fracture or deformation upon impact, ensuring the predictability of energy absorption. The extension direction of the thinning section is the first direction, and the collapse member and the mounting bracket are also slidably connected along the first direction. The extension direction of the thinning section is consistent with the deformation direction of the collapse energy absorption, which avoids structural deformation of the pull belt, ensures tearing along the extension direction of the thinning section, and improves the stability of the collapse energy absorption.

[0041] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the technical solutions provided by this application, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0042] The specific embodiments of this application are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for illustration and explanation of this application, and this application is not limited to the specific embodiments described below.

[0043] Figure 1 This is a schematic diagram of the steering column assembly structure provided in the embodiments of this application;

[0044] Figure 2 for Figure 1 A magnified structural diagram of part A in the middle;

[0045] Figure 3 This is a schematic diagram of the internal structure of the steering column assembly provided in the embodiments of this application;

[0046] Figure 4 This is a schematic diagram of the structure of the pull strap provided in an embodiment of this application.

[0047] Explanation of reference numerals in the attached figures:

[0048] 100, Steering shaft; 110, First steering shaft; 120, Second steering shaft; 200, Mounting assembly; 210, Mounting bracket; 2101, Receiving groove; 211, Main body; 212, Flanged edge; 220, Collapsible component; 230, Pull strap; 2301, Thinning section; 231, First part; 2311, Stamping groove; 232, Second part; 2321, Riveting part; 2322, Clearance hole; 2323, Connecting part; 2324, Main body; 233, Claw.

[0049] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0051] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0052] In the description of the embodiments of this application, it should be understood that the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0053] In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise specified precisely.

[0054] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0055] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0056] As mentioned in the background section, with the advancement of automotive technology, driving safety standards are continuously being upgraded. In vehicle collisions, due to inertia, traditional steering column assemblies and steering wheel components are prone to causing secondary injuries to the driver.

[0057] To improve passive safety and handling stability, traditional steering column assemblies generally employ integrated energy dissipation structures, absorbing impact energy through controllable deformation. Existing steering column assemblies rely on their mounting brackets and collapsible components that are interference-fitted on the mounting brackets to generate collapsible energy absorption, thereby absorbing kinetic energy and achieving shock absorption.

[0058] However, during long-term vehicle use, the multi-dimensional vibration loads caused by complex road conditions can easily lead to the attenuation of the preload of the crumple zone, resulting in unreliability issues such as unstable dynamic response and fluctuating energy absorption efficiency in traditional press-fit structures, making it difficult to meet stringent collision protection requirements.

[0059] Based on the aforementioned technical problems, this application provides a steering column assembly structure and a vehicle. In this technical solution, the steering column assembly structure includes a steering shaft and a mounting assembly. The steering shaft extends along a first direction. The mounting assembly includes a mounting bracket, a collapsible member, and a tension strap. The mounting bracket is connected to the steering shaft and is used to mount it on the vehicle frame. The collapsible member is used to mount on the vehicle frame and is slidably connected to the mounting bracket along the first direction. The tension strap has a first portion and a second portion. The first portion is connected to the collapsible member, and the second portion is connected to the mounting bracket. A thinned portion extends along the first direction between the first and second portions. By providing the tension strap, the first portion of the tension strap is fitted and fixed to the collapsible member, and the second portion of the tension strap is connected to the mounting bracket, forming a double mechanical connection. Compared to the traditional single friction fixing method with interference fit, this effectively resists multidimensional vibrations during vehicle operation and prevents the collapsible member from loosening due to preload decay. In addition, the pull belt is designed with a thinning section, which allows for controlled fracture or deformation upon impact, ensuring the predictability of energy absorption. The extension direction of the thinning section is the first direction, and the collapse member and the mounting bracket are also slidably connected along the first direction. The extension direction of the thinning section is consistent with the deformation direction of the collapse energy absorption, which avoids structural deformation of the pull belt, ensures tearing along the extension direction of the thinning section, and improves the stability of the collapse energy absorption.

[0060] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments:

[0061] Reference Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown in the figure, an embodiment of this application provides a steering column assembly structure, including a steering shaft 100 and a mounting assembly 200.

[0062] Steering shaft 100 extends along a first direction; see reference Figure 1 and Figure 2 As shown in the figure, the X direction is the first direction, and unless otherwise defined, the directions indicated by the X, Y, and Z arrows in the figure are mutually perpendicular in three-dimensional space.

[0063] Mounting assembly 200 includes mounting bracket 210, collapsible member 220, and pull strap 230; mounting bracket 210 is connected to steering shaft 100 and is used for mounting on vehicle frame; this application does not limit the connection structure between mounting bracket 210 and vehicle frame.

[0064] The crumple member 220 is used to be installed on the vehicle frame. The crumple member 220 and the mounting bracket 210 are slidably connected in the first direction. It can be understood that when the vehicle is involved in a collision, a relative displacement occurs between the crumple member 220 and the mounting bracket 210. In the traditional installation method, the preload force of the interference fit between the crumple member 220 and the mounting bracket 210 is used to achieve crumple energy absorption.

[0065] The pull strap 230 has a first portion 231 and a second portion 232. The first portion 231 is connected to the collapsible member 220, and the second portion 232 is connected to the mounting bracket 210. A thinning portion 2301 is provided between the first portion 231 and the second portion 232, and the thinning portion 2301 extends along a first direction.

[0066] In the above embodiment, a double mechanical connection is formed by attaching and fixing the first part 231 of the pull strap 230 to the collapsible member 220 and connecting the second part 232 to the mounting bracket 210. Compared with the traditional single friction fixing method of interference fit, this effectively resists multidimensional vibrations during vehicle operation and prevents the collapsible member 220 from loosening due to preload decay. By improving the strength of the connection structure, the modal characteristics of the steering column assembly structure are enhanced.

[0067] The thinned portion 2301 of the pull strap 230 serves as a pre-designed weak point, preferentially undergoing controlled fracture or deformation upon impact. This guides the crumple zone 220 to slide along a predetermined direction, preventing random failure and ensuring predictable energy absorption. The crumple zone 220 slides and connects to the mounting bracket 210 along a first direction, achieving axially controllable crumple in conjunction with the guiding effect of the pull strap 230. This structure can stably absorb impact energy upon impact, reducing inconsistent crumple issues caused by installation gaps or uneven friction.

[0068] Furthermore, the extension direction of the second part 232 of the pull strap 230 is the first direction, and the collapse member 220 and the mounting bracket 210 are slidably connected along the first direction. It can be understood that the extension direction of the second part 232 is consistent with the deformation direction of the collapse energy absorption, which can prevent the pull strap 230 from undergoing other forms of structural deformation, so as to ensure that tearing occurs along the extension direction of the thinning part 2301 and improve the stability of the collapse energy absorption.

[0069] In one possible implementation, the collapsible member 220 is made of aluminum, which can further increase the preload between the collapsible member 220 and the mounting bracket 210, effectively avoid vibration failure, and improve the stability of the collapsible member 220.

[0070] In one possible implementation, the first portion 231 has a stamping groove 2311, and the second portion 232 is located inside the stamping groove 2311. The second portion 232 is connected to the inner wall of the stamping groove 2311 through a thinning portion 2301.

[0071] In the above embodiment, the stamping groove 2311 of the first part 231 provides a precise positioning groove for the second part 232, forcibly guiding the collapse direction, avoiding random failure, making the energy absorption path predictable, and significantly improving collapse stability. The stamping groove 2311 and the thinned part 2301 can be integrally formed by sheet metal stamping process, reducing the number of parts and assembly steps, and lowering manufacturing costs. At the same time, the higher geometric accuracy of the stamping groove 2311 ensures accurate positioning of the second part 232 and improves assembly consistency.

[0072] In one possible implementation, within the stamping groove 2311, the end of the second portion 232 along the first direction is connected to the first portion 231.

[0073] The second part 232 is provided with thinning portions 2301 on both sides along the first direction, and the two sides of the second part 232 are connected to the side wall of the stamping groove 2311 through the thinning portions 2301.

[0074] In the above embodiment, the end of the second part 232 along the first direction is directly connected to the first part 231 to form an anchor point, preventing the strap 230 from falling off during vehicle vibration. Simultaneously, the thinned portions 2301 on both sides of the second part 232 are connected to the sidewalls of the stamping groove 2311, limiting lateral displacement. This configuration effectively resists multidimensional vibration loads. The thinned portions 2301 on both sides of the second part 232 ensure uniform stress distribution, preferentially causing fracture or plastic deformation along the thinned portions 2301 during impact, guiding the collapse direction, avoiding random failure, making the energy absorption process more controllable, and improving energy absorption efficiency.

[0075] In one possible implementation, the first part 231 is attached and fixed to the collapsible member 220; it is understood that the attachment and fixing of the first part 231 and the collapsible member 220 can be achieved by welding or bonding. The first part 231 is provided with claws 233 on both sides along the first direction, and the claws 233 are engaged with the collapsible member 220.

[0076] In the above embodiment, the claws 233 extend in a third direction, i.e., the direction indicated by the Y arrow in the figure. The claws 233 on both sides of the first part 231 are tightly abutted against the collapsible member 220 to form a mechanical locking structure. By physically limiting the multidimensional vibrations during vehicle operation, the preload of the collapsible member 220 is prevented from weakening or disengaging due to vibration, effectively solving the problem of easy loosening of traditional interference fits. Furthermore, through the close contact and fixation between the first part 231 and the collapsible member 220 and the locking of the claws 233, the connection strength between the first part 231 and the collapsible member 220 is effectively improved, ensuring that the collapsible member 220 remains stable under extreme working conditions.

[0077] In addition, the tight contact between the claw 233 and the collapsible member 220 is equivalent to a pre-tightening force between the claw 233 and the collapsible member 220. The claw 233 restricts the lateral displacement of the collapsible member 220, ensuring that the collapsible member 220 only slides in the first direction during the collision, avoiding tilting or twisting deformation, making the energy absorption process more controllable and improving energy absorption efficiency.

[0078] In practice, the claw 233 can be integrally formed with the first part 231 of the pull belt 230 by stamping or welding, reducing the number of parts and assembly steps, and lowering manufacturing costs.

[0079] In one possible implementation, the second portion 232 includes a body 2324 and a riveting portion 2321, wherein, in the thickness direction of the second portion 232, as shown... Figure 2 and Figure 4 In the direction indicated by the Z-arrow, the riveting part 2321 is spaced apart from the body 2324, and the riveting part 2321 is riveted to the mounting bracket 210.

[0080] In the above embodiment, the thickness direction of the second part 232 is the second direction, i.e., the direction indicated by arrow Z in the figure. The riveting part 2321 and the body 2324 are spaced apart in the thickness direction, forming independent stress points. It is directly fixed to the mounting bracket 210 by mechanical riveting, effectively resisting multidimensional vibrations during vehicle operation. The riveting part 2321, as an independent load-bearing structure, is stably connected to the mounting bracket 210. Even if long-term vibration causes slight deformation of the strap 230, the riveting part 2321 can still maintain a stable connection with the mounting bracket 210, extending the structural lifespan.

[0081] In practice, the riveting part 2321 and the mounting bracket 210 are riveted by riveting. To improve the ease of operation, the second part 232 is provided with a clearance hole 2322. In the second direction, the clearance hole 2322 is opposite to the riveting part 2321, so that the operator can use a professional riveting tool to pass through the clearance hole 2322 to rivet the riveting part 2321 and the mounting bracket 210.

[0082] The riveted part 2321 serves as a rigid connection point and bears part of the load in the initial stage of the collision. When the load reaches the threshold, the thinned part 2301 of the pull belt 230 fractures or undergoes plastic deformation first, prolonging the energy absorption time and improving the energy absorption efficiency.

[0083] In one possible implementation, the second part 232 further includes a connecting part 2323, which connects the riveting part 2321 and the body 2324.

[0084] The connecting part 2323 extends along a second direction, which is perpendicular to the first direction.

[0085] In the above embodiment, the connecting part 2323 extends in the direction shown by arrow Z in the figure and combines with the riveting part 2321 to form a "T-shaped" or "L-shaped" anchoring structure. The vertical support resists axial tension and lateral vibration, further enhancing the stability of the riveting part 2321, ensuring that the collapse process proceeds in a preset direction, and preventing structural instability.

[0086] The connecting part 2323 can be integrally formed with the riveting part 2321 by stamping or welding, thereby reducing the number of parts and assembly complexity.

[0087] In one possible implementation, the mounting bracket 210 includes a body 211 and a flange 212, the flange 212 being disposed toward the pull strap 230, and the body 211 and the flange 212 surrounding a receiving groove 2101.

[0088] At least a portion of the structure of the second part 232 is located within the receiving groove 2101 and connected to the main body 211. Specifically, the riveting portion 2321 of the second part 232 is connected to the main body 211.

[0089] In the above embodiment, the main body 211 and the flange 212 of the mounting bracket 210 form a receiving groove 2101, providing a precise positioning space for the second part 232 of the pull strap 230, preventing the pull strap 230 from shifting or detaching due to vehicle vibration. The receiving groove 2101 is integrally formed with the main body 211 through the flange 212, improving bending resistance without increasing the overall weight, meeting the requirements of lightweighting. This can improve the structural strength of the mounting bracket 210, increase the natural frequency of the mounting bracket 210, avoid the frequency bandwidth of the vehicle's vibration source, and prevent the vehicle from resonating through the steering shaft 100 during use.

[0090] In one possible implementation, the steering shaft 100 includes a first steering shaft 110 and a second steering shaft 120.

[0091] The first steering shaft 110 and the second steering shaft 120 are coaxially arranged along a first direction, and are slidably connected along the first direction. This means that the first steering shaft 110 can be connected to the steering wheel, and the second steering shaft 120 can be connected to the vehicle's universal joint. When a collision occurs, the first steering shaft 110 can slide relative to the second steering shaft 120, absorbing kinetic energy through their relative displacement; axial sliding disperses collision energy, preventing excessive deformation or breakage of a single shaft, ensuring a controllable and smooth energy absorption process, and reducing the risk of injury to the driver.

[0092] In one possible implementation, the ratio of the spindle axial length to the spindle diameter of the first steering shaft 110 is set to 136 / 13 to 720 / 61.

[0093] The ratio of the axial length of the spindle of the second steering shaft 120 to the axial length of the spindle of the first steering shaft 110 is set to between 263 / 360 and 283 / 340. By optimizing the ratio of the spindle length to the spindle diameter of the first steering shaft and the ratio of the axial length of the spindle of the second steering shaft to the axial length of the spindle of the first steering shaft, the natural frequencies of the first and second steering shafts are optimized, thereby improving the modal characteristics of the first and second steering shafts.

[0094] In specific implementation, the axial length of the spindle of the first steering shaft 110 is set to 340-360mm, such as... Figure 3 As shown in m.

[0095] The spindle diameter of the first steering shaft 110 is set to 30.5-32.5mm, such as... Figure 3 As shown in r.

[0096] The axial length of the second steering shaft 120 spindle is set to 263-283mm, such as Figure 3 As shown in the figure.

[0097] Here, the axial length of the spindle of the first steering shaft 110 is set to 340-360mm. The axial length of the spindle of the first steering shaft 110 can be any one of 340mm, 341mm, 350mm, 350.1mm, 359.9mm, and 360mm, with 350mm being preferred. The longer design of the first steering shaft 110 provides ample axial slip space, ensuring that most of the kinetic energy is absorbed through slippage during the initial stage of a collision, avoiding direct impact on the driver. The axial length of the spindle of the second steering shaft 120 can be any one of 263mm, 264mm, 273mm, 280mm, 280.1mm, and 283mm, with 273mm being preferred. The shorter second steering shaft 120 serves as a backup crumple zone, participating in energy absorption as the load continues to increase, forming a two-stage buffer mechanism, extending the energy absorption time, and reducing the peak impact force.

[0098] Furthermore, by limiting the diameter of the first steering shaft 110 spindle, a diameter of 31.5 mm is preferred. This balances compressive strength and lightweight requirements, ensuring buckling resistance under axial load while avoiding the addition of extra material to increase weight.

[0099] By limiting the spindle length and diameter of the first steering shaft 110 and the spindle length of the second steering shaft 120, the natural frequencies of the first steering shaft 110 and the second steering shaft 120 are optimized, reducing the risk of resonance caused by vehicle vibration and lowering the possibility of material fatigue or loosening of the connection 2323 due to frequent vibration. Through the above optimization, without changing the interfaces of surrounding products, the natural frequency of the steering shaft 100 assembly is increased by 3Hz, and the natural frequency of the vehicle steering system is increased by 2Hz, simultaneously meeting the natural frequency targets of both the individual product and the steering system. The increased natural frequency of the steering system avoids the frequency bandwidth of the vehicle's vibration source, effectively solving the steering system resonance problem. Furthermore, structural weight reduction is achieved, contributing to the goal of lightweight design.

[0100] In one possible implementation, this application also provides a vehicle, including a vehicle body and the aforementioned steering column assembly structure. The steering column assembly structure is disposed on the vehicle body. The steering column assembly structure has been described above and will not be repeated here. A vehicle equipped with the aforementioned steering column assembly structure can ensure the predictability of energy absorption, improve the stability of crumple zone energy absorption, reduce the risk of resonance caused by vehicle vibration, and reduce the possibility of material fatigue or loosening of connections due to frequent vibration. The vehicle in this application embodiment can be a new energy vehicle, a gasoline vehicle, or a vehicle from other fields; the type and structure of the vehicle are not limited.

[0101] The implementation principle of a steering column assembly structure and a vehicle according to an embodiment of this application is as follows: The steering column assembly structure includes a steering shaft 100 and a mounting assembly 200; the steering shaft 100 extends along a first direction; the mounting assembly 200 includes a mounting bracket 210, a collapsible member 220, and a pull strap 230; the mounting bracket 210 is connected to the steering shaft 100 and is used to be mounted on the vehicle frame; the collapsible member 220 is used to be mounted on the vehicle frame, and the collapsible member 220 is slidably connected to the mounting bracket 210 along the first direction; the pull strap 230 has a first portion 231 and a second portion 232, the first portion 231 is connected to the collapsible member 220, the second portion 232 is connected to the mounting bracket 210, and a thinning portion 2301 is provided between the first portion 231 and the second portion 232, the thinning portion 2301 extending along the first direction. By incorporating a pull strap 230, the first part 231 of the pull strap 230 is fitted and fixed to the crumple zone 220, while the second part 232 of the pull strap 230 is connected to the mounting bracket 210, forming a double mechanical connection. Compared to the traditional single friction fixing method with interference fit, this effectively resists multidimensional vibrations during vehicle operation and prevents the crumple zone 220 from loosening due to preload decay. Furthermore, the pull strap 230, by incorporating a thinning portion 2301, preferentially and controllably fractures or deforms upon impact, ensuring the predictability of energy absorption. The extension direction of the thinning portion 2301 is a first direction, and the crumple zone 220 and mounting bracket 210 are also slidably connected along this first direction. The extension direction of the thinning portion 2301 is consistent with the deformation direction of the crumple zone energy absorption, preventing structural deformation of the pull strap 230 and ensuring tearing along the extension direction of the thinning portion 2301, thereby improving the stability of the crumple zone energy absorption.

[0102] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein.

[0103] The embodiments in this application are intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed in this application. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this application are indicated by the claims.

[0104] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A steering column assembly structure, characterized in that, Includes a steering shaft (100) and a mounting assembly (200); The steering shaft (100) extends along a first direction; The mounting assembly (200) includes a mounting bracket (210), a collapsible element (220), and a pull strap (230); The mounting bracket (210) is connected to the steering shaft (100) and is used to be mounted on the vehicle frame; The collapsible member (220) is used to be mounted on the vehicle frame, and the collapsible member (220) is slidably connected to the mounting bracket (210) along the first direction; The pull strap (230) has a first portion (231) and a second portion (232), the first portion (231) being connected to the collapsible member (220), the second portion (232) being connected to the mounting bracket (210), and a thinning portion (2301) being provided between the first portion (231) and the second portion (232), the thinning portion (2301) extending along the first direction.

2. The steering column assembly structure according to claim 1, characterized in that, The first part (231) has a stamping groove (2311), and the second part (232) is located in the stamping groove (2311). The second part (232) is connected to the inner wall of the stamping groove (2311) through the thinning part (2301).

3. The steering column assembly structure according to claim 2, characterized in that, Within the stamping groove (2311), the end of the second part (232) along the first direction is connected to the first part (231); The second part (232) is provided with the thinning part (2301) on both sides along the first direction, and the two sides of the second part (232) are connected to the side wall of the stamping groove (2311) through the thinning part (2301).

4. The steering column assembly structure according to claim 1, characterized in that, The first part (231) is fitted and fixed to the collapsible part (220); The first part (231) is provided with claws (233) on both sides along the first direction, and the claws (233) are clamped with the collapsible member (220).

5. The steering column assembly structure according to claim 1, characterized in that, The second part (232) includes a body (2324) and a riveting part (2321), wherein the riveting part (2321) is spaced apart from the body (2324) in the thickness direction of the second part (232); The riveting part (2321) is riveted to the mounting bracket (210).

6. The steering column assembly structure according to claim 5, characterized in that, The second part (232) further includes a connecting part (2323) that connects the riveting part (2321) and the body (2324). The connecting portion (2323) extends along a second direction, which is perpendicular to the first direction.

7. The steering column assembly structure according to any one of claims 1 to 6, characterized in that, The mounting bracket (210) includes a main body (211) and a flange (212), the flange (212) being disposed toward the pull strap (230), and the main body (211) and the flange (212) forming a receiving groove (2101). At least a portion of the structure of the second part (232) is located within the receiving groove (2101) and connected to the body (211).

8. The steering column assembly structure according to any one of claims 1 to 6, characterized in that, The steering shaft (100) includes a first steering shaft (110) and a second steering shaft (120); The first steering shaft (110) and the second steering shaft (120) are coaxially arranged along the first direction, and the first steering shaft (110) and the second steering shaft (120) are slidably connected along the first direction.

9. The steering column assembly structure according to claim 8, characterized in that, The ratio of the axial length of the spindle to the diameter of the first steering shaft (110) is set to 136 / 13 to 720 / 61; The ratio of the spindle axial length of the second steering shaft (120) to the spindle axial length of the first steering shaft (110) is set to 263 / 360 to 283 / 340.

10. The steering column assembly structure according to claim 9, characterized in that, The axial length of the spindle of the first steering shaft (110) is set to 340-360mm, the diameter of the spindle of the first steering shaft (110) is set to 30.5-32.5mm, and the axial length of the spindle of the second steering shaft (120) is set to 263-283mm.

11. A vehicle, characterized in that, It includes a vehicle body and a steering column assembly structure as described in any one of claims 1 to 10, the steering column assembly structure being disposed on the vehicle body.

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