Steering wheel damping system and vehicle

Abstract

The application relates to a steering wheel damping system and a vehicle. The steering wheel damping system comprises a steering wheel framework provided with a positioning hole, a damper comprising an elastic unit and a mounting pin, the elastic unit being arranged in the positioning hole and forming a movement limiting position along the axial direction of the positioning hole with the steering wheel framework, the elastic unit being provided with a through hole, the mounting pin comprising a mounting part and a pin part connected with each other along the axial direction, the mounting part being connected to the elastic unit through the through hole, the mounting part being provided with a first positioning structure located on the upper side of the elastic unit, the mounting pin being provided with a second positioning structure located on the lower side of the elastic unit, an airbag module located on the upper side of the steering wheel framework and connected to the pin part, and a pressing mechanism connected to the airbag module. When heat is generated due to the vibration of the damper position, the heat can be directly conducted to the steering wheel framework, the steering wheel framework is made of metal and has good heat conductivity, and the temperature of the damper can be prevented from being too high.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to steering wheel damping systems and vehicles. Background Technology

[0002] During vehicle operation, vehicles are susceptible to vibrations caused by factors such as uneven road surfaces, engine vibrations, and the instantaneous torque output of electric motors in new energy vehicles. These vibrations are transmitted to the steering wheel through the chassis steering system, which can lead to driver fatigue and affect driving comfort and safety. To mitigate this problem, dampers 200 are widely used in steering wheels. Working in conjunction with the airbag module, they can convert vibration energy into other forms of energy, such as heat, thereby reducing the vibration transmitted to the driver's hands.

[0003] Combination Figure 1 In existing steering wheel damping solutions, the damper 200 is typically mounted on the mounting hole of the audible button 600 and fastened to the steering wheel frame 100 by the shaft screw 510. The lower end of the audible button 600 is supported on the limiting boss 530 of the steering wheel frame 100 by the audible button spring 520. The airbag module is fixed to the fixing wire 540 of the steering wheel audible button 600 by the mounting feet of its metal housing, and elastic bodies need to be arranged at the four corners of the audible button 600 to prevent the airbag module from colliding with the audible button 600 under extreme conditions.

[0004] However, this solution has a significant drawback in terms of heat dissipation for the damper 200: heat is generated due to vibration friction between the damper 200, the shaft screw 510, and the plastic sleeve 550, and this heat needs to be dissipated within the confined space inside the steering wheel. Because the space inside the steering wheel is occupied by multiple components such as the clicker 600, springs, and elastomers, airflow is poor, making it difficult for heat to dissipate effectively. Utility Model Content

[0005] Therefore, it is necessary to provide a steering wheel damping system and vehicle to address the problem of poor heat dissipation of the damper in steering wheel damping schemes.

[0006] This application provides a steering wheel damping system, comprising: a steering wheel frame having a positioning hole; a damper including an elastic unit and a mounting pin, the elastic unit being disposed within the positioning hole and forming a movement limit with the steering wheel frame along the axial direction of the positioning hole, the elastic unit having a through hole, the mounting pin including a mounting portion and a pin portion connected to each other along the axial direction, the mounting portion being connected to the elastic unit through the through hole, the mounting portion having a first positioning structure located on the upper side of the elastic unit, and the mounting pin having a second positioning structure located on the lower side of the elastic unit; an airbag module located on the upper side of the steering wheel frame and connected to the pin portion; and a clapper mechanism connected to the airbag module.

[0007] According to one embodiment of this application, a positioning ring groove is provided on the radially outer side of the elastic unit, and the portion of the steering wheel frame located outside the positioning hole is embedded in the positioning ring groove.

[0008] According to one embodiment of this application, the steering wheel frame is provided with at least one limiting groove, the limiting groove is connected to the positioning hole, and the outer radial side of the elastic unit is provided with at least one limiting part, the limiting part being engaged with the steering wheel frame through the limiting groove.

[0009] According to one embodiment of this application, the inner side of the perforation of the elastic unit is provided with a plurality of protrusions, the plurality of protrusions are evenly spaced along the circumference of the perforation, and all abut against the side wall of the mounting part.

[0010] According to one embodiment of this application, the lower outer side of the elastic element forms a taper with a diameter that gradually decreases from top to bottom.

[0011] According to one embodiment of this application, the first positioning structure includes a first positioning protrusion ring, which is integrally formed on the mounting portion and extends radially along the mounting portion. The upper side of the first positioning protrusion ring abuts against the lower end of the elastic unit.

[0012] According to one embodiment of this application, the steering wheel frame is formed with a mounting groove, the mounting groove is connected to the positioning hole, and the lower ends of the first positioning convex ring and the elastic unit are located in the mounting groove.

[0013] According to one embodiment of this application, the second positioning structure includes: a second positioning protrusion ring, which is integrally formed on the outside of the pin and forms a snap-fit ​​groove with the mounting portion; and a snap ring, which is snapped on the outside of the pin and located in the snap-fit ​​groove.

[0014] According to one embodiment of this application, the mounting portion is provided with an inner hole, which extends from one end of the mounting portion away from the pin portion toward the pin portion.

[0015] This application also provides a vehicle including the steering wheel damping system of the above embodiments.

[0016] In the aforementioned steering wheel damping system and vehicle, the elastic element of the damper is mounted on the steering wheel frame, the airbag module is connected to the mounting pin of the damper, and the audible mechanism is connected to the airbag module. This changes the original layout where the damper is mounted on the audible mechanism and the airbag module is mounted on the audible mechanism. When the damper generates heat due to vibration, it can be directly conducted to the steering wheel frame. The steering wheel frame is made of metal and has good thermal conductivity, which can prevent the damper from overheating. Furthermore, this installation method can make full use of the space in the steering wheel frame, avoid the damper's installation position being too compact, further improve heat dissipation efficiency, and help improve the stability and service life of the damping system. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the damper installation structure for the background technology.

[0018] Figure 2 This is a cross-sectional view of a steering wheel damping system provided in an embodiment of this application.

[0019] Figure 3 A bottom view of a steering wheel damping system provided in an embodiment of this application.

[0020] Figure 4 This is a cross-sectional view of the mounting pin and steering wheel mating structure in a steering wheel damping system provided in an embodiment of this application.

[0021] Figure 5 This is a perspective view of the damper and steering wheel mating structure in a steering wheel damping system provided in an embodiment of this application.

[0022] Figure 6 This is a top view of the elastic unit mounting structure in a steering wheel damping system provided in an embodiment of this application.

[0023] Figure label:

[0024] 100. Steering wheel frame; 110. Positioning hole; 120. Limiting groove; 130. Mounting groove;

[0025] 200. Damper; 210. Elastic unit; 211. Perforation; 212. Positioning ring groove; 213. Limiting part; 214. Boss; 220. Mounting pin; 221. Mounting part; 222. First positioning convex ring; 223. Pin part; 224. Second positioning convex ring; 225. Snap ring; 226. Inner hole; 227. Snap ring groove;

[0026] 300. Airbag shell;

[0027] 400. Activation mechanism;

[0028] 510. Shaft screw; 520. Clicking spring; 530. Limiting boss; 540. Fixing wire; 550. Plastic sleeve;

[0029] 600. Press the soundboard. Detailed Implementation

[0030] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0031] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and 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, and therefore should not be construed as a limitation of this application.

[0032] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0033] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0034] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0035] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0036] Figure 2 This is a cross-sectional view of a steering wheel damping system provided in an embodiment of this application. Figure 3 This is a bottom view of a steering wheel damping system provided in an embodiment of this application. Figure 3 Hidden components such as mounting pins are concealed within.

[0037] Combination Figure 2 and Figure 3 The steering wheel damping system provided in one embodiment of this application includes a steering wheel frame 100, a damper 200, an airbag module, and a slamming mechanism 400.

[0038] The steering wheel frame 100 is provided with a positioning hole 110. The damper 200 includes an elastic unit 210 and a mounting pin 220. The elastic unit 210 is disposed in the positioning hole 110 and forms a movement limit with the steering wheel frame 100 along the axial direction of the positioning hole 110. The elastic unit 210 has a through hole 211.

[0039] The mounting pin 220 includes a mounting part 221 and a pin part 223 that are connected to each other along the axial direction. The mounting part 221 is connected to the steering wheel frame 100 through a through hole 211. The mounting part 221 is provided with a first positioning structure located on the upper side of the elastic unit 210, and the mounting pin 220 is provided with a second positioning structure located on the lower side of the elastic unit 210.

[0040] The airbag module is located on the upper side of the steering wheel frame 100 and is connected to the pin 223. The audible mechanism 400 is connected to the airbag module. Specifically, the airbag housing 300 of the airbag module is connected to the pin 223, and the audible mechanism 400 is connected to the airbag housing 300 of the airbag module.

[0041] In this embodiment, the positioning hole 110 of the steering wheel frame 100 provides an installation reference for the damper 200. After the elastic unit 210 is embedded in the positioning hole 110, it forms an axial movement limit through the hole wall of the steering wheel frame 100. The mounting part 221 of the mounting pin 220 passes through the through hole 211 of the elastic unit 210. The first positioning structure from the upper side of the elastic unit 210 and the second positioning structure from the lower side of the elastic unit 210 jointly form an axial limit to ensure that the elastic unit 210 is stably installed. The airbag module is connected to the pin part 223 of the mounting pin 220, and the audible mechanism 400 is fixed to the airbag module, forming an assembly chain of steering wheel frame 100-damper 200-airbag module-audible mechanism 400.

[0042] The elastic unit 210 is limited by the wall of the positioning hole 110 and the cooperation of the first and second positioning structures, effectively preventing axial movement of the elastic unit 210 during vibration and ensuring that the damper 200 is always in a stable working position, thus ensuring consistent vibration damping effect. The assembly chain stabilizes the force transmission path between components, allowing vibration energy to be transmitted sequentially and absorbed and converted by the damper 200, reducing vibration transmitted to the driver's hands. Simultaneously, the steering wheel frame 100 has good thermal conductivity; the heat generated by vibration friction during operation of the elastic unit 210 can be quickly transferred to the steering wheel frame 100 through close contact with the hole wall, and then dissipated to the outside by the steering wheel frame 100. Furthermore, this assembly chain reduces unnecessary components in traditional structures, avoids heat accumulation in confined spaces, reduces the risk of overheating and aging of the damper 200, and extends its service life. In addition, the structural connection of components reduces the use of additional fixing parts, minimizes the space occupied inside the steering wheel, and simplifies the assembly process.

[0043] Optionally, the steering wheel frame 100 is made of aluminum-magnesium alloy, specifically aluminum-magnesium alloy AM50A, with a thermal conductivity of 65 W / mK and a density of 1.8 g / cm³. When the steering wheel frame 100 is made of aluminum-magnesium alloy, it has good thermal conductivity. During operation, the elastic unit 210 of the damper 200 generates heat due to vibration and friction. This heat can be quickly transferred to the aluminum-magnesium alloy frame through the contact between the elastic unit 210 and the wall of the positioning hole 110 of the steering wheel frame 100. As a heat conduction medium, the aluminum-magnesium alloy frame can efficiently dissipate heat to the outside, preventing heat from accumulating near the damper 200, thereby preventing the damper 200 from aging rapidly due to long-term exposure to high temperatures and extending its service life.

[0044] Meanwhile, aluminum-magnesium alloy not only possesses excellent thermal conductivity but also lightweight properties. Steering wheel frames 100 made of this material, while ensuring structural strength to stably support components such as the damper 200 and airbag module, can reduce the overall weight of the steering wheel, meeting the design requirements for lightweight steering wheels and reducing the overall load on the vehicle.

[0045] Optionally, the steering wheel frame 100 has multiple positioning holes 110, each corresponding to a damper 200. For example, the steering wheel frame 100 has four positioning holes 110, and four dampers 200 are correspondingly provided. Through the corresponding arrangement of multiple positioning holes 110 and dampers 200, the force on the airbag module is distributed to the steering wheel frame 100 through multiple dampers 200, avoiding localized wear or concentrated vibration caused by excessive force at a single point. Multiple dampers 200 can attenuate the vibration of the steering wheel from different positions, improving the comprehensiveness and uniformity of vibration attenuation. Simultaneously, the multi-point connection enhances the connection stability between the airbag module and the steering wheel frame 100, reducing relative displacement during vibration and further optimizing driving comfort.

[0046] Combination Figure 4 and Figure 5 In some embodiments, a positioning ring groove 212 is provided on the radially outer side of the elastic unit 210, and the portion of the steering wheel frame 100 located around the positioning hole 110 is embedded in the positioning ring groove 212.

[0047] In this embodiment, the contour of the positioning ring groove 212 on the radially outer side of the elastic unit 210 matches the contour of the peripheral part of the positioning hole 110 of the steering wheel frame 100. After the corresponding part of the steering wheel frame 100 is embedded in the positioning ring groove 212, the movement of the elastic unit 210 in the radial and axial directions is restricted.

[0048] The steering wheel frame 100 is embedded in the positioning ring groove 212, which can effectively limit the radial and axial movement of the elastic unit 210, ensure the positional stability of the damper 200 during operation, and ensure consistent vibration damping effect; at the same time, it increases the contact area between the elastic unit 210 and the steering wheel frame 100, strengthens the heat transfer path, and extends the service life of the damper 200.

[0049] In some embodiments, the lower outer side of the elastic element 210 forms a taper with a diameter that gradually decreases from top to bottom.

[0050] In this embodiment, the taper on the outer side of the lower end of the elastic unit 210 is a smooth transition structure, with the diameter gradually decreasing from the upper end to the lower end, and the tilt angle of the taper is adapted to the inlet profile of the positioning hole 110 of the steering wheel frame 100.

[0051] The tapered structure guides the elastic unit 210 smoothly into the positioning hole 110 during installation, reducing frictional resistance with the steering wheel frame 100 during installation and improving assembly efficiency. After installation, the tapered part forms a gap with the inner wall of the positioning hole 110, reducing the contact area and thus reducing the frictional heat generated during vibration.

[0052] In some embodiments, the first positioning structure includes a first positioning protrusion 222, which is integrally formed on the mounting portion 221 and extends radially along the mounting portion 221. The upper side of the first positioning protrusion 222 abuts against the lower end of the elastic unit 210.

[0053] In this embodiment, the first positioning protrusion ring 222 and the mounting part 221 are an integral structure, extending outward along the radial direction of the mounting part 221. Its upper end surface is flat and fully contacts the lower end surface of the elastic unit 210 to form support, thereby generating an upward limiting force on the elastic unit 210.

[0054] The one-piece molded structure ensures a firm connection between the first positioning protrusion 222 and the mounting part 221, which can stably support the elastic unit 210, prevent the elastic unit 210 from moving downward along the axial direction, and ensure the installation stability of the damper 200. The contact method between the first positioning protrusion 222 and the elastic unit 210 does not require additional connecting parts, reducing the number of parts and simplifying the structure.

[0055] In some embodiments, the steering wheel frame 100 is formed with a mounting groove 130, which communicates with the positioning hole 110, and the lower ends of the first positioning protrusion ring 222 and the elastic unit 210 are located in the mounting groove 130.

[0056] In this embodiment, the mounting groove 130 of the steering wheel frame 100 is located below the positioning hole 110 and communicates with the positioning hole 110. The depth and diameter of the mounting groove 130 are adapted to the dimensions of the first positioning protrusion ring 222 and the lower end of the elastic unit 210.

[0057] Optionally, the mounting slot 130 is designed using the thickness space of the steering wheel frame 100. Utilizing the thickness space of the steering wheel frame 100 to design the mounting slot 130 further improves space utilization.

[0058] The mounting slot 130 accommodates the first positioning protrusion 222 and the lower end of the elastic unit 210, reducing the space occupied inside the steering wheel and reserving more space for components such as the airbag module. The airbag of the airbag module does not need to be heated, compressed, and folded. The airbag heating-free process helps eliminate the risk of thermal aging, improves durability, and reduces the total life cycle maintenance cost. Furthermore, the gaps within the mounting slot 130 facilitate air circulation and improve heat dissipation.

[0059] In some embodiments, the second positioning structure includes a second positioning protrusion 224 and a retaining ring 225; the second positioning protrusion 224 is integrally formed on the outside of the pin portion 223 and forms a retaining ring groove 227 between it and the mounting portion 221; the retaining ring 225 is engaged on the outside of the pin portion 223 and is located in the retaining ring groove 227.

[0060] In this embodiment, the second positioning protrusion 224 and the pin 223 are integrally formed, extending radially along the pin 223. The width of the snap-fit ​​groove 227 between the pin 224 and the mounting portion 221 is adapted to the thickness of the snap spring 225. After the snap spring 225 is engaged in the snap-fit ​​groove 227, its upper end contacts the second positioning protrusion 224, and its lower end abuts against the upper end of the elastic unit 210, forming a downward limiting force. Optionally, the snap spring 225 has a tooth-deficient structure.

[0061] The second positioning convex ring 224, in conjunction with the snap ring 225, can effectively restrict the elastic unit 210 from moving upward along the axial direction, ensuring the installation stability of the damper 200. The toothed snap ring 225 reduces the contact area with the pin 223, reducing the heat generated by friction. At the same time, the toothed design can enhance the meshing force between the snap ring 225 and the pin 223, improving the fixing effect. The snap-fit ​​method of the snap ring 225 can complete the assembly and disassembly without special equipment, reducing the assembly difficulty and maintenance cost.

[0062] Optionally, the mounting pin 220 is a plastic-coated pin, that is, the mounting pin 220 is a pin structure with a plastic coating on the outside, the retaining spring 225 is a plastic retaining spring, the plastic-coated pin is flexibly assembled with the steering wheel frame 100 and the damper 200 through the plastic retaining spring, and the airbag shell 300 of the airbag module is embedded in the groove of the plastic-coated pin through the fixing wire 540. The plastic coating of the plastic-coated pins avoids direct rigid contact between the metal pins and the damper 200, reducing frictional noise during vibration. Simultaneously, the cushioning properties of the plastic material absorb some vibration energy, optimizing NVH performance. The flexible assembly of the plastic retaining ring replaces the traditional rigid screw fastening, resulting in lower stress during assembly and slight deformation with vibration, further buffering vibration transmission. The airbag housing 300 achieves higher connection stability through the cooperation of the fixing wire 540 and the plastic-coated pin slot, preventing loosening during vibration. Furthermore, the flexible contact between the fixing wire 540 and the slot reduces local vibration noise. The overall flexible assembly structure reduces rigid connection points, allowing vibration to be gradually buffered and attenuated during transmission, ultimately significantly reducing vibration transmitted to the driver's hands and improving driving comfort.

[0063] In some embodiments, the mounting portion 221 is provided with an inner hole 226, which extends from the end of the mounting portion 221 away from the pin portion 223 toward the direction close to the pin portion 223.

[0064] In this embodiment, the inner hole 226 of the mounting part 221 extends along the axial direction of the mounting part 221, and the length of the inner hole 226 is less than the length of the mounting part 221. The hole diameter design will not weaken the structural strength of the connection between the mounting part 221 and the elastic unit 210.

[0065] The inner hole 226 reduces the amount of material used in the mounting part 221 and lowers the overall weight of the mounting pin 220, meeting the requirements for lightweight steering wheels; in addition, the inner hole 226 can serve as an air circulation channel to assist the mounting part 221 in heat dissipation and improve the overall heat dissipation efficiency.

[0066] In some embodiments, the elastic unit 210 is a silicone elastomer. When the elastic unit 210 uses a silicone elastomer, it has good elasticity and damping characteristics. When the steering wheel vibration is transmitted to the elastic unit 210, the silicone elastomer can absorb the vibration energy through its own elastic deformation and convert it into heat energy for dissipation, thereby effectively attenuating the steering wheel vibration, reducing the vibration sensation transmitted to the driver's hands, and improving driving comfort.

[0067] Furthermore, silicone elastomers possess excellent high-temperature resistance and aging resistance, enabling them to maintain stable elasticity and damping characteristics during long-term use of the steering wheel. They are less prone to performance degradation or aging cracking due to temperature changes or prolonged use, thus ensuring the long-term stability and reliability of the damping system and extending its service life. Simultaneously, silicone elastomers exhibit good chemical stability, resisting the corrosive effects of oil, moisture, and other media that may be present inside the steering wheel, further enhancing the durability of the elastic unit 210.

[0068] In some embodiments, the elastic unit 210 includes a main buffer layer located internally and arranged axially, and an auxiliary buffer ring covering the outside of the main buffer layer. The main buffer layer is made of high-density silicone and is responsible for absorbing high-frequency, strong vibrations. The auxiliary buffer ring is made of low-density silicone and is uniformly distributed on the outside of the main buffer layer, contacting the inner wall of the positioning hole 110, and is responsible for absorbing low-frequency, weak vibrations. Furthermore, the plastic wrapping layer of the plastic-coated pin is provided with micro-honeycomb-shaped air chambers, which further buffer energy by compressing or expanding with vibration.

[0069] By using material density grading and air-cell auxiliary buffering, the limitations of vibration absorption in existing single elastomers are overcome, achieving precise attenuation of vibrations at different frequencies. High-frequency vibrations are rapidly absorbed by the main buffer layer, while low-frequency vibrations are gradually attenuated by the auxiliary buffer ring and honeycomb air cells, further reducing the amplitude of vibration transmitted to the driver's hands. At the same time, the graded structure reduces fatigue wear of single materials and extends the service life of the elastic unit 210.

[0070] Combination Figure 6 In some embodiments, the steering wheel frame 100 is provided with at least one limiting groove 120, which is connected to the positioning hole 110. The elastic unit 210 is provided with at least one limiting part 213 on its radially outer side, and the limiting part 213 is engaged with the steering wheel frame 100 through the limiting groove 120.

[0071] In this embodiment, the limiting groove 120 of the steering wheel frame 100 extends radially along the positioning hole 110 and communicates with the positioning hole 110. The limiting part 213 on the radially outer side of the elastic unit 210 is adapted to the limiting groove 120. After the limiting part 213 is embedded in the limiting groove 120, a circumferential limiting structure is formed, which restricts the circumferential rotation of the elastic unit 210 relative to the steering wheel frame 100.

[0072] The snap-fit ​​between the limiting part 213 and the limiting groove 120 can effectively prevent the circumferential rotation of the elastic unit 210, avoid long-term vibration causing the installation angle of the elastic unit 210 to shift, and ensure the stability of the damping effect; the silicone elastomer has good elasticity and damping characteristics, which can enhance the absorption and conversion of vibration energy, further reducing the vibration transmitted to the steering wheel; the snap-fit ​​structure does not require additional fixing parts, simplifying the assembly process, and does not affect the heat transfer between the elastic unit 210 and the steering wheel frame 100.

[0073] Optionally, the width of the end of the limiting groove 120 away from the positioning hole 110 is greater than the width of the end near the positioning hole 110. The limiting part 213 is adapted to the limiting groove 120. When the limiting part 213 is engaged with the limiting groove 120, the cooperation between the limiting groove 120 and the limiting part 213 can axially limit the elastic unit 210, further improving the stability of the installation of the elastic unit 210.

[0074] In some embodiments, a plurality of protrusions 214 are provided inside the perforation 211 of the elastic unit 210. The plurality of protrusions 214 are evenly spaced along the circumference of the perforation 211 and all abut against the sidewall of the mounting portion 221.

[0075] In this embodiment, the bosses 214 inside the perforations 211 of the elastic unit 210 are evenly distributed circumferentially. The end faces of the bosses 214 are in close contact with the sidewalls of the mounting portion 221, and gaps are formed between the bosses 214. The elastic unit 210 achieves partial contact with the mounting portion 221 through the bosses 214. Optionally, the number of bosses 214 is 5.

[0076] The boss 214 reduces the contact area between the elastic unit 210 and the mounting part 221, thereby reducing the friction area between the two during vibration and reducing heat generation. Multiple evenly distributed bosses 214 can make the mounting part 221 bear force evenly, avoid excessive local force on the elastic unit 210 and wear, and extend the service life of the elastic unit 210. In addition, the gap between the bosses 214 provides temporary space for heat storage and facilitates air circulation. Combined with the heat dissipation capacity of the steering wheel frame 100, it improves the overall heat dissipation efficiency.

[0077] Optionally, the boss 214 is integrally formed into the elastic unit 210. When the boss 214 is integrally formed into the elastic unit 210, the boss 214 and the elastic unit 210 form a single structure, and there are no connection gaps or assembly gaps between them. This structure can prevent frictional noise caused by relative displacement between the boss 214 and the elastic unit 210 during vibration, ensuring the quietness of the damping system during operation and optimizing NVH (Noise, Vibration and Harshness) performance.

[0078] Meanwhile, the one-piece molding structure enhances the connection strength between the boss 214 and the elastic unit 210, enabling it to withstand repeated forces during vibration and reducing the likelihood of the boss 214 loosening or falling off. This ensures that the boss 214 maintains stable support and contact with the mounting part 221, guaranteeing the stability of the vibration transmission path and thus maintaining consistent vibration damping effects. Furthermore, the one-piece molding eliminates the need for additional assembly processes, reducing the number of parts and assembly steps, thereby lowering production complexity and costs.

[0079] In some embodiments, the portion of the elastic unit 210 located within the mounting groove 130 is provided with a plurality of heat dissipation grooves. The heat dissipation grooves are arranged circumferentially along the elastic unit 210, and the plurality of heat dissipation grooves are arranged axially along the elastic unit 210. By providing heat dissipation grooves, when vibration is transmitted to the elastic unit 210, the elastic unit 210 undergoes elastic deformation, and the size of the heat dissipation grooves changes. When the size of the heat dissipation grooves decreases, air flows out of the heat dissipation grooves; when the size of the heat dissipation grooves increases, external air enters the heat dissipation grooves. This can promote airflow within the mounting groove 130, further improving heat dissipation efficiency.

[0080] This application also provides a vehicle including the steering wheel damping system of any of the above embodiments. Since the vehicle of this embodiment has the aforementioned steering wheel damping system, it can achieve the corresponding technical effects, which will not be elaborated upon here.

[0081] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0082] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A steering wheel damping system, characterized by, include: Steering wheel frame, wherein the steering wheel frame is provided with positioning holes; A damper includes an elastic unit and a mounting pin. The elastic unit is disposed in the positioning hole and forms a movement limit with the steering wheel frame along the axial direction of the positioning hole. The elastic unit has a through hole. The mounting pin includes a mounting part and a pin part connected to each other along the axial direction. The mounting part is connected to the elastic unit through the through hole. The mounting part is provided with a first positioning structure located on the upper side of the elastic unit, and the mounting pin is provided with a second positioning structure located on the lower side of the elastic unit. The airbag module is located on the upper side of the steering wheel frame and is connected to the pin. The audible button is connected to the airbag module.

2. The steering wheel damping system of claim 1, wherein The elastic unit has a positioning ring groove on its radial outer side, and the portion of the steering wheel frame located outside the positioning hole is embedded in the positioning ring groove.

3. The steering wheel damping system of claim 1, wherein The steering wheel frame is provided with at least one limiting groove, which communicates with the positioning hole. The outer radial side of the elastic unit is provided with at least one limiting part, which engages with the steering wheel frame through the limiting groove.

4. The steering wheel damping system of claim 1, wherein The elastic unit has a plurality of protrusions on the inner side of the perforation. The plurality of protrusions are evenly spaced along the circumference of the perforation and all abut against the side wall of the mounting part.

5. The steering wheel damping system according to claim 1, characterized in that, The lower outer side of the elastic unit forms a taper with a diameter that gradually decreases from top to bottom.

6. The steering wheel damping system according to any one of claims 1 to 5, characterized in that The first positioning structure includes a first positioning protrusion ring, which is integrally formed on the mounting portion and extends radially along the mounting portion. The upper side of the first positioning protrusion ring abuts against the lower end of the elastic unit.

7. The steering wheel damping system of claim 6, wherein The steering wheel frame has a mounting groove that communicates with the positioning hole, and the lower ends of the first positioning convex ring and the elastic unit are located in the mounting groove.

8. The steering wheel damping system according to any one of claims 1 to 5, characterized in that The second positioning structure includes: The second positioning protrusion is integrally formed on the outside of the pin portion and forms a snap-fit ​​groove with the mounting portion; A snap ring is snapped onto the outside of the pin and located within the snap ring groove.

9. The steering wheel damping system according to any one of claims 1 to 5, characterized in that The mounting part is provided with an inner hole, which extends from one end of the mounting part away from the pin part toward the pin part.

10. A vehicle characterized by comprising: Includes the steering wheel damping system as described in any one of claims 1 to 9.

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