Multi-terrain adaptive road feel adjusting automobile steering column
Patent Information
- Application Number
- CN202521817351.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-26
- Publication Date
- 2026-10-27
- Estimated Expiration
- 2035-08-26
AI Technical Summary
[0004]传统的具备多路况自适应路感调节功能的转向管柱通常长度是固定的，对于不同身材的驾驶员，固定的转向管柱需要驾驶员将座椅调整到较为靠前或者靠后，导致手臂过度甚至或者过度弯曲，易导致姿势疲劳，增加伤害风险
[0014]1.本实用新型所述的一种多路况自适应路感调节的汽车转向管柱，通过上述结构能够有效实现第一转向轴与第二转向轴之间的伸缩调节，适应不同驾驶模式，在调节后通过柔性卡块在斜齿条中部能够实现自动定位锁住，提供辅助双向抗冲击力，减少行车中第一转向轴意外移动，保持第一转向轴与第二转向轴的位置稳定，并且能够适配不同轴距车型的安装，调节过程简单方便，满足不同驾驶员的驾驶习惯，使其保持舒适的姿势，减少疲劳。
Smart Images
Figure CN224898912U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of automotive technology, specifically a multi-road-condition adaptive road feel adjustment automotive steering column. Background Technology
[0002] The automotive steering column is a key transmission component that connects the steering wheel and steering gear, integrating multiple functions and safety devices.
[0003] The existing electric power steering column integrates a variety of sensor devices, such as torque sensors and steering angle sensors. Through the electronic control system, it actively simulates and changes the force feedback characteristics of the steering wheel. It is an intelligent, programmable force feedback generator that enables adaptive road feel adjustment for various road conditions.
[0004] Traditional steering columns with multi-condition adaptive road feel adjustment are usually of a fixed length. For drivers of different sizes, a fixed steering column requires the driver to adjust the seat to be too far forward or too far back, which can lead to excessive or even excessive bending of the arms, resulting in postural fatigue and increasing the risk of injury.
[0005] Therefore, this utility model provides a car steering column with multi-road condition adaptive road feel adjustment. Utility Model Content
[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.
[0007] The technical solution adopted by this utility model to solve its technical problem is as follows: A multi-road condition adaptive road feel adjustment vehicle steering column, comprising a first steering shaft; a road condition integrated sensor installed in the middle of the first steering shaft; an adjustment groove opened at the end of the first steering shaft; a connecting shaft slidably connected in the middle of the adjustment groove; a helical rack and a square rack fixedly connected in the middle of the connecting shaft; the helical rack and the square rack are arranged opposite to each other; two first sliding grooves opened at the end of the first steering shaft; the helical rack and the square rack slidably connected in the middle of the first sliding grooves; a second steering shaft fixedly connected at the end of the connecting shaft; a driver fixedly connected in the middle of the first steering shaft; a gear fixedly connected at the output end of the driver; the gear and the square rack... The system is designed for meshing; a rotating shaft is fixedly connected to the end of the first steering shaft; a flexible locking block is hinged to the middle of the rotating shaft; the flexible locking block is positioned at the corresponding helical rack position; a protective component is installed in the middle of the first steering shaft; the above structure can effectively realize the telescopic adjustment between the first steering shaft and the second steering shaft, adapting to different driving modes. After adjustment, the flexible locking block can automatically position and lock in the middle of the helical rack, providing auxiliary bidirectional impact resistance, reducing accidental movement of the first steering shaft during driving, maintaining the stable position of the first steering shaft and the second steering shaft, and can be adapted to the installation of different wheelbase models. The adjustment process is simple and convenient, meeting the driving habits of different drivers, allowing them to maintain a comfortable posture and reduce fatigue.
[0008] Preferably, the protective assembly includes two protective buffer covers; the two protective buffer covers are installed in the middle of the first steering shaft; two mounting plates are fixed to the outer wall of the protective buffer cover; a sliding ring is fixed to the end of the protective buffer cover; a cable assembly is installed on the inner wall of the protective buffer cover; multiple sets of elastic plates are fixed to the inner wall of the protective buffer cover; connecting plates are fixed to the ends of the two elastic plates; a buffer plate is slidably connected to the middle of the two connecting plates; a first spring is fixed to the middle of the buffer plate; the end of the first spring is fixed to the inner wall of the protective buffer cover; two second sliding grooves are formed on the side wall of the buffer plate; the ends of the two connecting plates are slidably connected to the middle of the second sliding grooves; the protective buffer cover with the above structure can protect the first steering shaft and the second steering shaft, effectively absorb energy and reduce the vibration transmission to the steering wheel during collision or vibration, reduce the damage to the first steering shaft and the second steering shaft when subjected to collision, and only the protective buffer cover needs to be disassembled during maintenance or replacement, reducing the increase in maintenance costs caused by overall replacement.
[0009] Preferably, the wire harness assembly includes a groove; the groove is formed on the inner sidewall of the protective buffer cover; the sidewall of the groove has a plurality of third sliding grooves; a slider is slidably connected to the middle of the third sliding groove; a second spring is fixedly connected to the middle of the slider; the end of the second spring is fixedly connected to the end of the third sliding groove; a baffle is fixedly connected to the end of the slider; a through hole is formed at the end of the groove; the above structure can fix the wire harness in the middle of the protective buffer cover, reduce additional space occupation, reduce the entanglement or friction between the wire harness and the components in the middle of the first steering shaft, reduce the problem of mechanical jamming caused by wire harness entanglement, and reduce the impact of jamming on steering function.
[0010] Preferably, the outer wall of the protective buffer cover is fixed with multiple flexible plates; the multiple flexible plates are fixed at corresponding through-hole positions; the multiple flexible plates are equidistantly distributed; the above structure can effectively reduce the entry of impurities from inside the cockpit into the protective buffer cover, and reduce the accumulation of impurities inside the protective buffer cover that could cause wear and corrosion to parts.
[0011] Preferably, a sealing strip is fixed to the side wall of the sliding ring; the sealing strip is fixed to the outside of the protective buffer cover; the sealing strip can prevent external dust and impurities from entering the interior of the protective buffer cover through the gap between the sliding ring and the second steering shaft, maintain the seal between the end of the protective buffer cover and the second steering shaft, and reduce the problem of dust and moisture entering the interior of the protective buffer cover and causing damage to the components.
[0012] Preferably, a plurality of balls are installed in the middle of the sliding ring; the plurality of balls are rolled and connected to the inner sidewall of the sliding ring; the above structure can effectively improve the smoothness of the movement of the second steering shaft and reduce wear and scratches caused by direct friction between the sliding ring and the surface of the second steering shaft.
[0013] The beneficial effects of this utility model are as follows:
[0014] 1. The multi-road-condition adaptive road feel adjustment car steering column of this utility model can effectively realize the telescopic adjustment between the first steering shaft and the second steering shaft through the above structure, adapting to different driving modes. After adjustment, the flexible block can automatically position and lock in the middle of the rack, providing auxiliary bidirectional impact resistance, reducing accidental movement of the first steering shaft during driving, maintaining the positional stability of the first steering shaft and the second steering shaft, and can be adapted to the installation of different wheelbase models. The adjustment process is simple and convenient, meeting the driving habits of different drivers, allowing them to maintain a comfortable posture and reduce fatigue.
[0015] 2. The multi-road-condition adaptive road feel adjustment car steering column of this utility model can protect the first steering shaft and the second steering shaft through the above-mentioned protective buffer cover. It can effectively absorb energy and reduce the transmission of vibration to the steering wheel during collision or vibration, and reduce the damage to the first steering shaft and the second steering shaft when they are hit by a collision. During maintenance or replacement, only the protective buffer cover needs to be disassembled, reducing the need for overall replacement and thus reducing maintenance costs. Attached Figure Description
[0016] The present invention will be further described below with reference to the accompanying drawings.
[0017] Figure 1 This is a perspective view of the present invention;
[0018] Figure 2 This is a schematic diagram of the structure of the first steering shaft in this utility model;
[0019] Figure 3 This is a schematic diagram of the connecting shaft in this utility model;
[0020] Figure 4 This is a schematic diagram of the protective component in this utility model;
[0021] Figure 5 This is an exploded view of the sealing strip in this utility model.
[0022] In the diagram: 1. First steering shaft; 11. Road condition integrated sensor; 12. Second steering shaft; 2. Connecting shaft; 21. Helical rack; 22. Square rack; 23. Driver; 24. Gear; 25. First slide groove; 26. Rotating shaft; 27. Flexible locking block; 28. Adjustment groove; 3. Protective assembly; 31. Protective buffer cover; 32. Sliding ring; 33. Elastic plate; 34. First spring; 35. Buffer plate; 36. Second slide groove; 37. Connecting plate; 38. Mounting plate; 4. Cable harness assembly; 41. Groove; 42. Third slide groove; 43. Second spring; 44. Slider; 45. Baffle; 46. Through hole; 5. Flexible plate; 6. Sealing strip; 7. Ball bearing; 8. Flexible pad. Detailed Implementation
[0023] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.
[0024] like Figures 1 to 5As shown in the embodiment of this utility model, a multi-road-condition adaptive road feel adjustment vehicle steering column includes a first steering shaft 1; a road condition integrated sensor 11 is installed in the middle of the first steering shaft 1; an adjustment groove 28 is formed at the end of the first steering shaft 1; a connecting shaft 2 is slidably connected to the middle of the adjustment groove 28; a helical rack 21 and a square rack 22 are fixedly connected to the middle of the connecting shaft 2; the helical rack 21 and the square rack 22 are arranged opposite to each other; two first sliding grooves 25 are formed at the end of the first steering shaft 1; the helical rack 21 and the square rack 22 are slidably connected to the middle of the first sliding grooves 25; a second steering shaft 12 is fixedly connected to the end of the connecting shaft 2; a driver 23 is fixedly connected to the middle of the first steering shaft 1; the driver 23 outputs... A gear 24 is fixedly connected to the end of the first steering shaft 1; the gear 24 is meshed with the square rack 22; a rotating shaft 26 is fixedly connected to the end of the first steering shaft 1; a flexible locking block 27 is hinged to the middle of the rotating shaft 26; the flexible locking block 27 is set at the corresponding position of the helical rack 21; a protective component 3 is installed in the middle of the first steering shaft 1; during operation, the end of the first steering shaft 1 is connected to the steering wheel, and the second steering shaft 12 is connected to the steering mechanism. During use, the road condition integrated sensor 11 monitors parameters such as steering wheel angle, steering force, and column length in real time, and provides feedback to adjust the driving mode. When the first steering shaft 1 needs to be adjusted, the control driver 23 is activated, and the driver 23 drives the output end of the gear 24 to rotate. When gear 24 rotates, it drives the square rack 22 to move. At this time, the square rack 22 drives the connecting shaft 2 to move in the middle of the adjusting groove 28. The square rack 22 and the helical rack 21 slide in the middle of the first sliding groove 25. As the helical rack 21 moves, it pushes the flexible locking block 27 to rotate in the middle of the rotating shaft 26. When gear 24 stops rotating, the end of the flexible locking block 27 stops in the middle of the helical rack 21, and the helical rack 21 is locked by the flexible locking block 27. When the helical rack 21 moves in the opposite direction, a certain pressure is applied to the flexible locking block 27, causing the end of the flexible locking block 27 to deform elastically, causing the connecting shaft 2 to retract into the adjusting groove 28, thereby adjusting the distance between the first steering shaft 1 and the second steering shaft 12. In terms of overall length, when the first steering shaft 1 is impacted, the protective component 3 provides buffer protection for the first steering shaft 1 and the second steering shaft 12. The above structure can effectively realize the telescopic adjustment between the first steering shaft 1 and the second steering shaft 12 to adapt to different driving modes. After adjustment, the flexible locking block 27 can automatically position and lock in the middle of the helical rack 21, providing auxiliary bidirectional impact resistance, reducing the accidental movement of the first steering shaft 1 during driving, maintaining the positional stability of the first steering shaft 1 and the second steering shaft 12, and can be adapted to the installation of different wheelbase models. The adjustment process is simple and convenient, meeting the driving habits of different drivers, allowing them to maintain a comfortable posture and reduce fatigue.
[0025] like Figures 1 to 5As shown, the protective assembly 3 includes two protective buffer covers 31; the two protective buffer covers 31 are installed in the middle of the first steering shaft 1; two mounting plates 38 are fixed to the outer wall of the protective buffer cover 31; a sliding ring 32 is fixed to the end of the protective buffer cover 31; a wire harness assembly 4 is installed on the inner wall of the protective buffer cover 31; multiple sets of elastic plates 33 are fixed to the inner wall of the protective buffer cover 31; a connecting plate 37 is fixed to the end of the two elastic plates 33; a buffer plate 35 is slidably connected to the middle of the two connecting plates 37; a first spring 34 is fixed to the middle of the buffer plate 35; the end of the first spring 34 is fixed to the inner wall of the protective buffer cover 31; two second sliding grooves 36 are opened on the side wall of the buffer plate 35; the ends of the two connecting plates 37 are slidably connected to the middle of the second sliding grooves 36; during operation, the two protective buffer covers 31 are installed on the first steering shaft by bolts. In the middle of section 1, one end of each of the two protective buffer covers 31 is tightly fitted to the middle of the first steering shaft 1. When the connecting shaft 2 moves, the second steering shaft 12 slides at the ends of the two protective buffer covers 31. When the first steering shaft 1 vibrates at high frequency due to road bumps or engine vibration, the cooperation of multiple sets of elastic plates 33 and the first spring 34 produces elastic deformation, and the connecting plate 37 slides in the middle of the buffer plate 35. Energy is absorbed through elastic buffering. Through the above structure, the protective buffer covers 31 can protect the first steering shaft 1 and the second steering shaft 12, effectively absorbing energy and reducing the transmission of vibration to the steering wheel during collisions or vibrations, reducing the damage to the first steering shaft 1 and the second steering shaft 12 when they are hit by a collision. During maintenance or replacement, only the protective buffer covers 31 need to be disassembled, reducing the need for overall replacement and thus reducing maintenance costs.
[0026] like Figure 4 As shown, the cable harness assembly 4 includes a groove 41; the groove 41 is formed on the inner side wall of the protective buffer cover 31; multiple third sliding grooves 42 are formed on the side wall of the groove 41; a slider 44 is slidably connected to the middle of the third sliding groove 42; a second spring 43 is fixedly connected to the middle of the slider 44; the end of the second spring 43 is fixedly connected to the end of the third sliding groove 42; a baffle 45 is fixedly connected to the end of the slider 44; a through hole 46 is formed at the end of the groove 41; during operation, when the protective buffer cover 31 is installed in the middle of the first steering shaft 1, the multiple baffles 45 are first moved to one side, at which time the slider 44 slides in the middle of the third sliding groove 42 along with the baffles 45, and the second spring 43 springs back. The device contracts, placing the wiring harness in the middle of the groove 41 and passing one end of the harness through the through hole 46. The baffle 45 is then released, and the second spring 43 pushes the slider 44 to the end of the third groove 42 through its elastic reset. At this time, the baffle 45 moves to the position of the wiring harness and fixes it, making the wiring harness flat between the protective buffer cover 31 and the first steering shaft 1. The above structure can fix the wiring harness in the middle of the protective buffer cover 31, reducing additional space occupation, reducing the entanglement or friction between the wiring harness and the components in the middle of the first steering shaft 1, reducing the problem of mechanical jamming caused by wiring harness entanglement, and reducing the impact of jamming on the steering function.
[0027] like Figure 5 As shown, multiple flexible plates 5 are fixed to the outer wall of the protective buffer cover 31; the multiple flexible plates 5 are fixed to the corresponding through holes 46; the multiple flexible plates 5 are equidistantly distributed; during operation, when the wire harness is passed from the inside of the protective buffer cover 31 to the outside, the wire harness passes through the middle of the multiple flexible plates 5. As the wire harness is pressed, the multiple flexible plates 5 are stretched open, and the multiple flexible plates 5 are in close contact with the surface of the wire harness. Through the above structure, it is possible to effectively reduce the entry of impurities from inside the cockpit into the interior of the protective buffer cover 31, and reduce the accumulation of impurities inside the protective buffer cover 31, which can cause wear and corrosion to the parts.
[0028] like Figure 4 and Figure 5 As shown, a sealing strip 6 is fixedly connected to the side wall of the sliding ring 32; the sealing strip 6 is fixedly connected to the outside of the protective buffer cover 31; during operation, after the two protective buffer covers 31 are installed in the middle of the first steering shaft 1, the two sealing strips 6 are in contact with the surface of the second steering shaft 12, and the sealing strips 6 fill the gap between the second steering shaft 12 and the sliding ring 32. Through the above structure, the sealing strips 6 can prevent external dust and impurities from entering the interior of the protective buffer cover 31 through the gap between the sliding ring 32 and the second steering shaft 12, maintaining the seal between the end of the protective buffer cover 31 and the second steering shaft 12, and reducing the problem of dust and moisture entering the interior of the protective buffer cover 31 and causing damage to the components.
[0029] like Figure 4 As shown, a plurality of balls 7 are installed in the middle of the sliding ring 32; the plurality of balls 7 are rolledly connected to the inner sidewall of the sliding ring 32; during operation, when the connecting shaft 2 drives the second steering shaft 12 to move, the plurality of balls 7 roll simultaneously on the surface of the second steering shaft 12. The above structure can effectively improve the smoothness of the movement of the second steering shaft 12 and reduce the wear and scratches caused by direct friction between the sliding ring 32 and the surface of the second steering shaft 12.
[0030] like Figure 4 As shown, a plurality of balls 7 are installed in the middle of the sliding ring 32; the plurality of balls 7 are rolledly connected to the inner sidewall of the sliding ring 32; during operation, when the connecting shaft 2 drives the second steering shaft 12 to move, the plurality of balls 7 roll simultaneously on the surface of the second steering shaft 12. The above structure can effectively improve the smoothness of the movement of the second steering shaft 12 and reduce the wear and scratches caused by direct friction between the sliding ring 32 and the surface of the second steering shaft 12.
[0031] During operation, the first steering shaft 1 is connected to the steering wheel at one end, and the second steering shaft 12 is connected to the steering mechanism. During use, the road condition integrated sensor 11 monitors parameters such as steering wheel angle, steering force, and column length in real time and provides feedback to adjust the driving mode. When adjustment of the first steering shaft 1 is required, the control actuator 23 is activated, driving the output end of gear 24 to rotate. When gear 24 rotates, it drives the square rack 22 to move. At this time, the square rack 22 drives the connecting shaft 2 to move in the middle of the adjusting groove 28. The square rack 22 and the helical rack 21 slide in the middle of the first sliding groove 25. As the helical rack 21 moves, it pushes the flexible locking block 27 to rotate in the middle of the rotating shaft 26. When gear 24 stops rotating, the flexible locking block 27... The 7th end is stationary at the middle of the helical rack 21, and the helical rack 21 is locked by the flexible locking block 27. When the helical rack 21 moves in the opposite direction, a certain pressure is applied to the flexible locking block 27, causing the end of the flexible locking block 27 to elastically deform, causing the connecting shaft 2 to retract into the adjusting groove 28, thereby adjusting the distance between the first steering shaft 1 and the second steering shaft 12 and adjusting the overall length. When the first steering shaft 1 is impacted, the protective component 3 provides buffer protection for the first steering shaft 1 and the second steering shaft 12. Two protective buffer covers 31 are bolted to the middle of the first steering shaft 1, with one end of the two protective buffer covers 31 tightly fitted to the middle of the first steering shaft 1. When the connecting shaft 2 moves, the second steering shaft 12 is protected by the two protective buffer covers. When the first steering shaft 1 vibrates at a high frequency due to road bumps or engine vibration, the multiple sets of elastic plates 33 and the first spring 34 work together to produce elastic deformation, and the connecting plate 37 slides in the middle of the buffer plate 35. Through elastic buffering, energy is absorbed. When the protective buffer cover 31 is installed in the middle of the first steering shaft 1, the multiple baffles 45 are first moved to one side. At this time, the slider 44 slides in the middle of the third slide groove 42 with the baffle 45. The second spring 43 elastically contracts, placing the wire harness in the middle of the groove 41 and passing one end of the wire harness through the through hole 46. The baffle 45 is released, and then the elastic reset of the second spring 43 pushes the slider 44 to move to the end of the third slide groove 42. At this time, the baffle 45 Move the wire harness to the position and fix it so that the wire harness is flat between the protective buffer cover 31 and the first steering shaft 1. When the wire harness is passed from the inside of the protective buffer cover 31 to the outside for connection, the wire harness passes through the middle of multiple flexible plates 5. As the wire harness is pressed, the multiple flexible plates 5 are stretched open and the multiple flexible plates 5 are in close contact with the surface of the wire harness. After the two protective buffer covers 31 are installed in the middle of the first steering shaft 1, the two sealing strips 6 are attached to the surface of the second steering shaft 12. The sealing strips 6 fill the gap between the second steering shaft 12 and the sliding ring 32. When the connecting shaft 2 drives the second steering shaft 12 to move, multiple balls 7 roll simultaneously on the surface of the second steering shaft 12 and are flexibly attached to the surfaces of the first steering shaft 1 and the second steering shaft 12 through the flexible pad 8.
[0032] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. A multi-road-condition adaptive road feel adjustment vehicle steering column, comprising a first steering shaft (1); characterized in that: A road condition integrated sensor (11) is installed in the middle of the first steering shaft (1); an adjustment groove (28) is provided at the end of the first steering shaft (1); a connecting shaft (2) is slidably connected in the middle of the adjustment groove (28); a helical rack (21) and a square rack (22) are fixedly connected in the middle of the connecting shaft (2); the helical rack (21) and the square rack (22) are arranged opposite to each other; two first sliding grooves (25) are provided at the end of the first steering shaft (1); the helical rack (21) and the square rack (22) are slidably connected in the middle of the first sliding grooves (25); A second steering shaft (12) is fixedly connected to the end of the connecting shaft (2); a driver (23) is fixedly connected to the middle of the first steering shaft (1); a gear (24) is fixedly connected to the output end of the driver (23); the gear (24) is meshed with the square rack (22); a rotating shaft (26) is fixedly connected to the end of the first steering shaft (1); a flexible locking block (27) is hinged to the middle of the rotating shaft (26); the flexible locking block (27) is set at the position of the corresponding helical rack (21); a protective component (3) is installed in the middle of the first steering shaft (1).
2. The automotive steering column with multi-road condition adaptive road feel adjustment according to claim 1, characterized in that: The protective component (3) includes two protective buffer covers (31); the two protective buffer covers (31) are installed in the middle of the road condition integrated sensor (11); two mounting plates (38) are fixed to the outer side wall of the protective buffer cover (31); a sliding ring (32) is fixed to the end of the protective buffer cover (31); a wire harness assembly (4) is installed on the inner side wall of the protective buffer cover (31); multiple sets of elastic plates (33) are fixed to the inner side wall of the protective buffer cover (31); a connecting plate (37) is fixed to the end of the two elastic plates (33); a buffer plate (35) is slidably connected to the middle of the two connecting plates (37); a first spring (34) is fixed to the middle of the buffer plate (35); the end of the first spring (34) is fixed to the inner side wall of the protective buffer cover (31); two second sliding grooves (36) are opened on the side wall of the buffer plate (35); the ends of the two connecting plates (37) are slidably connected to the middle of the second sliding grooves (36).
3. The automotive steering column with multi-road condition adaptive road feel adjustment according to claim 2, characterized in that: The wire harness assembly (4) includes a groove (41); the groove (41) is formed on the inner side wall of the protective buffer cover (31); the side wall of the groove (41) is provided with a plurality of third sliding grooves (42); a slider (44) is slidably connected in the middle of the third sliding groove (42); a second spring (43) is fixedly connected in the middle of the slider (44); the end of the second spring (43) is fixedly connected to the end of the third sliding groove (42); a baffle (45) is fixedly connected to the end of the slider (44); and a through hole (46) is formed at the end of the groove (41).
4. The automotive steering column with multi-road condition adaptive road feel adjustment according to claim 2, characterized in that: The outer wall of the protective buffer cover (31) is fixed with a plurality of flexible plates (5); the plurality of flexible plates (5) are fixed at the corresponding through holes (46); the plurality of flexible plates (5) are distributed at equal intervals.
5. A multi-road-condition adaptive road feel adjustment vehicle steering column according to claim 2, characterized in that: A sealing strip (6) is fixed to the side wall of the sliding ring (32); the sealing strip (6) is fixed to the outside of the protective buffer cover (31).
6. The automotive steering column with multi-road condition adaptive road feel adjustment according to claim 2, characterized in that: A plurality of balls (7) are installed in the middle of the sliding ring (32); the plurality of balls (7) are rolled and connected to the inner sidewall of the sliding ring (32).
7. A multi-road-condition adaptive road feel adjustment vehicle steering column according to claim 2, characterized in that: A flexible pad (8) is fixedly connected to the middle of the buffer plate (35); the flexible pad (8) and the elastic plate (33) are arranged opposite to each other.