Column structure of vehicle and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a column structure of a vehicle and the vehicle, which comprises a steering upper column pipe used for being connected with a steering wheel of the vehicle, an outer wall of the steering upper column pipe is provided with a sliding block and a shearing structure; a steering lower column pipe is sleeved on the steering upper column pipe and is provided with a sliding groove extending along an axial direction of the steering lower column pipe; the sliding block is assembled in the sliding groove in an interference fit mode, at least part of the shearing structure is located in the sliding groove, when the steering upper column pipe moves in the steering lower column pipe, the sliding block slides in the sliding groove to provide a first collapsing force, and the shearing structure is abutted against an inner wall of an end portion of the sliding groove and is sheared to generate a second collapsing force. Therefore, the size of the collapsing force can be controlled through adjustment of the matching relationship between the sliding block and the sliding groove and specific arrangement of the shearing structure, and the collapsing stroke can be controlled through arrangement of the sliding groove. Through control of the collapsing force and the collapsing stroke, the collapsing function of the column structure can be fully realized, and the safety guarantee for a driver can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle column structure and a vehicle. Background Technology

[0002] The steering column system of a vehicle often serves to connect the steering wheel and the steering mechanism. Current steering column systems need to make full use of collision safety technologies and require the column to have good crumple function when the vehicle is involved in a collision.

[0003] In related technologies, collision safety technologies often fail to meet expectations in real-world applications. This often results in insufficient realization of the column crumple zone function, or even complete failure to achieve collision crumple zone protection, posing a significant safety hazard to drivers. Utility Model Content

[0004] In view of the above problems, this application provides a column structure and a vehicle, which can control the magnitude of the crumple force by adjusting the fit between the slider and the groove and by specifically setting the shear structure, and can control the crumple stroke by setting the groove. By controlling the crumple force and the crumple stroke, the crumple function of the column structure can be fully realized, thereby improving the safety of the driver.

[0005] The first aspect of this application provides a column structure for a vehicle, comprising: an upper steering column for connecting to a steering wheel of the vehicle, the outer wall of the upper steering column being provided with a slider and a shearing structure; and a lower steering column sleeved on the upper steering column, the lower steering column being provided with a groove extending along its axial direction; wherein the slider and the groove are assembled in the groove by an interference fit, at least a portion of the shearing structure is located in the groove, and when the upper steering column moves in the lower steering column, the slider provides a first collapsing force by sliding in the groove, and the shearing structure generates a second collapsing force by abutting against and being sheared by the inner wall of the end of the groove.

[0006] In some specific embodiments, the slider and the shearing structure are arranged axially at intervals on the upper steering column tube, with the shearing structure located between the connecting ends of the slider and the upper steering column tube, and the connecting end of the upper steering column tube being the end furthest from the steering wheel.

[0007] In some specific embodiments, the slide is provided with a first groove wall and a second groove wall that extend axially along the steering column tube and are arranged relatively parallel to each other, and the slider is provided with a first side wall and a second side wall opposite to each other, with the first side wall abutting against the first groove wall and the second side wall abutting against the second groove wall.

[0008] In some specific embodiments, the lower steering column tube includes a main body and a sliding groove. The top of the main body is provided with a clearance groove, and the sliding groove is provided on the clearance groove and protrudes relative to the top of the main body. The sliding groove is provided with a sliding groove, and the main body is used to be sleeved on the upper steering column tube. The slider extends out of the clearance groove to be assembled in the sliding groove.

[0009] In some specific embodiments, the main body is cylindrical, the clearance groove runs along the axial direction of the main body and through both ends of the main body, the chute includes a chute top wall and two oppositely arranged chute side walls, the bottom of the chute side walls is connected to the periphery of the clearance groove, the chute top wall is disposed at the top of the chute side walls, and the chute is disposed on the chute top wall.

[0010] In some specific embodiments, a mounting groove is provided on the side wall of the lower steering column tube, and a clamping block is provided in the mounting groove. Part of the clamping block protrudes relative to the inner wall of the lower steering column tube and abuts against the outer wall of the upper steering column tube. When the upper steering column tube moves inside the lower steering column tube, the clamping block rubs against the outer wall of the upper steering column tube to provide a third collapsing force.

[0011] In some specific embodiments, the vehicle's column structure also includes an elastic element and an adjusting block. The side wall of the lower steering column has a protruding cylindrical portion that communicates with the mounting groove. A portion of the clamping block and the adjusting block are located inside the cylindrical portion. The elastic element abuts against the clamping block and the adjusting block, respectively. The adjusting block can move along the depth direction of the cylindrical portion to adjust the compression degree of the elastic element, thereby adjusting the clamping force of the clamping block on the upper steering column.

[0012] In some specific embodiments, the cylindrical part and the slide groove are respectively disposed on opposite sides of the steering lower column tube. There are two cylindrical parts, which are arranged at intervals along the axial direction of the steering lower column tube, and the distance between the two cylindrical parts is greater than a preset distance.

[0013] In some specific embodiments, the vehicle's column structure includes an upper steering shaft and a lower steering shaft, with the lower steering shaft sleeved on the upper steering shaft. The upper steering shaft is fixedly connected to the upper steering column tube, and the lower steering shaft is fixedly connected to the lower steering column tube. The upper steering shaft is movable relative to the lower steering shaft, and the structure formed by the upper and lower steering shafts is at least partially located inside the upper steering column tube.

[0014] A second aspect of this application provides a vehicle including a vehicle column structure according to any one of the claims and a steering wheel, wherein the vehicle column structure is used to connect the steering wheel.

[0015] This application provides at least the following beneficial effects: Based on the vehicle column structure and vehicle provided in this application, it includes: an upper steering column tube for connecting to the vehicle's steering wheel, with a slider and a shearing structure protruding from its outer wall; and a lower steering column tube sleeved on the upper steering column tube, with a groove extending axially thereon. The slider and groove are fitted together by an interference fit, and at least a portion of the shearing structure is located within the groove. When the upper steering column tube moves within the lower steering column tube, the slider provides a first collapsing force by sliding within the groove, and the shearing structure generates a second collapsing force by abutting against and being sheared against the inner wall of the groove's end. Therefore, the collapsing force is provided by the interaction between the slider and the shearing structure and the groove. The magnitude of the collapsing force can be controlled by adjusting the fit between the slider and the groove and by specifically configuring the shearing structure, and the collapsing stroke can be controlled by configuring the groove. By controlling the collapsing force and the collapsing stroke, the collapsing function of the column structure can be fully realized, thereby improving the safety of the driver.

[0016] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of a structural embodiment of the column structure of the vehicle provided in this application; Figure 2 yes Figure 1 A schematic diagram of the structure after removing part of the structure shown. Figure 3 yes Figure 2 A schematic diagram of the structure of the steering lower column tube in the middle; Figure 4 yes Figure 2 A schematic diagram of the upper steering column tube in the middle; Figure 5 yes Figure 1 Top view of the structure shown; Figure 6 yes Figure 5 The structure shown is a cross-sectional view along section line AA; Figure 7 yes Figure 1 A schematic diagram of the middle part of the structure.

[0019] Explanation of reference numerals in the attached drawings: 100 for the vehicle's column structure, 10 for the upper steering column tube, 11 for the slider, 12 for the shearing structure, 20 for the lower steering column tube, 21 for the slide groove, 211 for the first groove wall, 212 for the second groove wall, 22 for the main body, 221 for the clearance groove, 23 for the slide groove part, 231 for the top wall of the slide groove, 232 for the side wall of the slide groove, 30 for the cylindrical part, 41 for the clamping block, 42 ​​for the adjusting block, 51 for the upper steering shaft, and 52 for the lower steering shaft.

[0020] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0022] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0023] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, if the word "and / or" appears throughout the text, it means including three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0024] The first aspect of this application provides a column structure 100 for a vehicle. Figure 1 This is a schematic diagram of one embodiment of the vehicle column structure 100 provided in this application. Figure 2 yes Figure 1 The diagram shows the structure after removing part of the structure shown. Figure 3 yes Figure 2 A schematic diagram of the structure of the steering lower column tube 20 in the middle. Figure 4 yes Figure 2 A schematic diagram of the structure of the steering column tube 10 in the middle.

[0025] Combination Figure 1 The vehicle's column structure 100 includes an upper steering column tube 10 and a lower steering column tube 20. The upper steering column tube 10 is used to connect to the vehicle's steering wheel. The lower steering column tube 20 is sleeved on the upper steering column tube 10, and its inner diameter is larger than its outer diameter, so that a portion of the upper steering column tube 10 is located within the lower steering column tube 20. At this time, the upper steering column tube 10 can slide within the lower steering column tube 20, thereby achieving extension and retraction of the upper steering column tube 10 relative to the lower steering column tube 20. Corresponding to Figure 1 The left end of the upper steering column 10 is used to connect to the steering wheel. The upper steering column 10 can be connected to the steering wheel directly or indirectly. It should be understood that during normal use of the steering wheel, the upper steering column 10 will not extend or retract relative to the lower steering column 20. The upper steering column 10 may extend or retract relative to the lower steering column 20 only when adjusting the height of the steering wheel or when a collision occurs.

[0026] The upper steering column 10 has a raised outer wall with a slider 11 and a shearing structure 12. The slider 11 and the shearing structure 12 are spaced apart along the axial direction of the upper steering column 10 on its outer wall. Both the slider 11 and the shearing structure 12 can be considered as raised structures. The shearing structure 12 can be made of a relatively soft metal material, for example, aluminum. The lower steering column 20 has a groove 21 extending along its axial direction. The length and width of the groove 21 can be set according to actual needs. In this embodiment, the groove 21 is a long, straight groove.

[0027] Based on the above, the slider 11 is assembled within the slide groove 21 via an interference fit, and at least a portion of the shear structure 12 is located within the slide groove 21; specifically, the top of the shear structure 12 may be located within the slide groove 21. The outer diameter of the slider 11 can be slightly larger than the inner diameter of the slide groove 21, thus achieving an interference fit between the slider 11 and the slide groove 21. When the top of the shear structure 12 is located within the slide groove 21, whether other parts of the shear structure 12 are located within the slide groove 21 can be determined as needed; for example, the entire shear structure 12 can be located within the slide groove 21. When the shear structure 12 is located within the slide groove 21, the shear structure 12 and the slide groove 21 can be assembled via a clearance fit.

[0028] Figure 5 yes Figure 1 Top view of the structure shown. Figure 6 yes Figure 5 The structure shown is a cross-sectional view along section line AA.

[0029] Combination Figure 5 , Figure 6 With the aforementioned structural arrangement, when the upper steering column 10 moves within the lower steering column 20, the slider 11 provides a first collapsing force by sliding within the groove 21, and the shearing structure 12 generates a second collapsing force by abutting against and being sheared against the inner wall of the end of the groove 21. The movement of the upper steering column 10 within the lower steering column 20 refers to the upper steering column 10 contracting into the lower steering column 20. The slider 11 generates frictional force as it moves within the groove 21; this frictional force on the upper steering column 10 is the first collapsing force. As the upper steering column 10 moves within the lower steering column 20, the shearing structure 12 moves towards the end of the groove 21, eventually abutting against the inner wall of the end of the groove 21. When the upper steering column 10 moves further within the lower steering column 20, it shears the shearing structure 12, creating an instantaneous shearing force on the upper steering column 10; this shearing force is the second collapsing force.

[0030] It should be understood that the collapsing force is provided through the interaction between the slider 11 and the shear structure 12 and the groove 21. The magnitude of the collapsing force can be controlled by adjusting the fit between the slider 11 and the groove 21 (e.g., adjusting the amount of interference fit) and by the specific settings of the shear structure 12 (e.g., the location and hardness of the shear structure 12). Furthermore, the collapsing stroke can be controlled by the setting of the groove 21; for example, a longer groove 21 results in a longer collapsing stroke. By controlling the collapsing force and the collapsing stroke, the target requirements can be met, ensuring that the collapsing occurs in a preset manner. This guarantees the full realization of the collapsing function of the column structure, thereby improving the safety of the driver.

[0031] Combination Figure 2 as well as Figure 4 In some specific embodiments, the slider 11 and the shearing structure 12 are arranged axially at intervals along the upper steering column 10. The shearing structure 12 is positioned relative to the slider 11 near the connecting end of the upper steering column 10, which is the end of the upper steering column 10 furthest from the steering wheel. With this arrangement, during the sliding of the slider 11 within the groove 21, the shearing structure 12 first abuts against the inner wall of one end of the groove 21 and is sheared. Then, the slider 11 can continue to slide within the groove 21, thereby ensuring that the first collapsing force persists and guaranteeing the subsequent collapsing function.

[0032] Combination Figure 3In some specific embodiments, the slide groove 21 is provided with a first groove wall 211 and a second groove wall 212 extending axially along the lower steering column tube 20 and arranged relatively parallel to each other. The slider 11 has a first side wall and a second side wall opposite to each other, with the first side wall abutting against the first groove wall 211 and the second side wall abutting against the second groove wall 212. Specifically, the extending direction of the first groove wall 211 and the second groove wall 212 is consistent with the lower steering column tube 20. The slide groove 21 is approximately rectangular in shape, and the first and second side walls of the slider 11 are also arranged parallel to each other, thus adapting to the shape of the slide groove 21. At this time, the slider 11 is approximately cuboid in shape. Through this arrangement, sufficient contact area can be provided between the slider 11 and the slide groove 21, thereby ensuring sufficient first collapsing force.

[0033] Continue to combine Figure 3 In some specific embodiments, the lower steering column tube 20 includes a main body 22 and a sliding groove 23. The top of the main body 22 is provided with a relief groove 221, and the sliding groove 23 is provided on the relief groove 221 (the bottom of the sliding groove 23 can be provided on the periphery of the relief groove 221) and protrudes relative to the top of the main body 22. The sliding groove 23 is provided with a sliding groove 21. The main body 22 is used to be sleeved on the upper steering column tube 10, and the slider 11 extends out of the relief groove 221 to be assembled in the sliding groove 21.

[0034] Specifically, the main body 22 constitutes the main body of the lower steering column tube 20, and the sliding groove 23 can be integrally formed with the main body 22. The shape of the main body 22 can be consistent with the shape of the upper steering column tube 10, so that the main body 22 can be fitted onto the upper steering column tube 10. At this time, the clearance groove 221 of the main body 22 is used to avoid the slider 11 and the shearing structure 12 of the lower steering column tube 20, so that the slider 11 and the shearing structure 12 extend out of the clearance groove 221 and are located in the sliding groove 21.

[0035] Further integration Figure 3In some specific embodiments, the main body 22 is cylindrical, and the clearance groove 221 runs along the axial direction of the main body 22 and through both ends of the main body 22. The main body 22 can be regarded as a cylindrical structure with part of the sidewall removed. The length of the removed sidewall is the same as the length of the main body 22, and the clearance groove 221 is formed at the location of the removed sidewall. At this time, the clearance groove 221 will pass through both ends of the main body 22. The chute 23 includes a chute top wall 231 and two oppositely arranged chute side walls 232. The bottom of the chute side walls 232 is connected to the periphery of the clearance groove 221, the chute top wall 231 is disposed on the top of the chute side walls 232, and the chute 21 is disposed on the chute top wall 231. At this time, the top wall 231 of the chute and the two oppositely arranged side walls 232 of the chute are roughly in the shape of a half-mouth shape. This half-mouth shape structure can be regarded as covering the relief groove 221. The inner cavity formed by the half-mouth shape structure can avoid the slider 11 and the shearing structure 12 extending out of the relief groove 221, thereby allowing the slider 11 and the shearing structure 12 to extend into the chute 21 of the top wall 231 of the chute.

[0036] Combination Figure 3 as well as Figure 6 In some specific embodiments, a mounting groove is provided on the side wall of the lower steering column 20, and a clamping block 41 is provided in the mounting groove. A portion of the clamping block 41 protrudes relative to the inner wall of the lower steering column 20 and abuts against the outer wall of the upper steering column 10. When the upper steering column 10 moves within the lower steering column 20, the clamping block 41 rubs against the outer wall of the upper steering column 10 to provide a third collapsing force.

[0037] It should be understood that the mounting groove can be considered as a through hole opened on the side wall of the lower steering column tube 20, and the mounting groove is used to install the clamping block 41. Part of the clamping block 41 protrudes relative to the inner wall of the lower steering column tube 20 to facilitate abutment against the outer wall of the upper steering column tube 10. When the upper steering column tube 10 moves within the lower steering column tube 20, the clamping block 41 rubs against the outer wall of the upper steering column tube 10, exerting a force on the upper steering column tube 10. This force is the third collapsing force provided by the clamping block 41 to the upper steering column tube 10.

[0038] Continue to combine Figure 3 as well as Figure 6 In some specific embodiments, the vehicle's column structure 100 further includes an elastic element (not shown) and an adjusting block 42. A cylindrical portion 30 protrudes from the side wall of the lower steering column, communicating with a mounting groove. A portion of the clamping block 41 and the adjusting block 42 are located within the cylindrical portion 30. The elastic element abuts against the clamping block 41 and the adjusting block 42, respectively. The adjusting block 42 can move along the depth direction of the cylindrical portion 30 to adjust the compression degree of the elastic element, thereby adjusting the clamping force of the clamping block 41 on the upper steering column 10.

[0039] Specifically, the cylindrical portion 30 is hollow, allowing its inner cavity to communicate with the mounting groove, thus placing a portion of the clamping block 41 within the cylindrical portion 30. At this time, both the elastic element and the adjusting block 42 are located within the cylindrical portion 30, with both ends of the elastic element abutting against the clamping block 41 and the adjusting block 42, respectively. In some applications, the elastic element can be a disc spring, and multiple elastic elements can be installed within a single cylindrical portion 30. The adjusting block 42 may have external threads, and the cylindrical portion 30 may have internal threads, allowing the adjusting block 42 to be connected to the cylindrical portion 30 via a threaded connection, facilitating the movement of the adjusting block 42 along the depth direction of the cylindrical portion 30. When the adjusting block 42 moves closer to the clamping block 41 along the depth direction of the cylindrical portion 30, the compression degree of the elastic element increases, and the clamping force of the clamping block 41 on the steering column tube 10 increases. This configuration allows for adjustment of the third collapsing force, thereby meeting specific collapsing requirements.

[0040] Combination Figure 3 as well as Figure 6 In some specific embodiments, the cylindrical portion 30 and the sliding groove 21 are respectively disposed on opposite sides of the lower steering column tube 20, as shown in the figure. The sliding groove 21 is disposed at the top of the lower steering column tube 20, and the cylindrical portion 30 is disposed at the bottom of the lower steering column tube 20, thereby achieving that the cylindrical portion 30 and the sliding groove 21 are respectively disposed on opposite sides of the lower steering column tube 20. There can be two cylindrical portions 30, which are arranged at intervals along the axial direction of the lower steering column tube 20, with the distance between the two cylindrical portions 30 being greater than a preset distance. By setting the number of cylindrical portions 30 to two, the third crumple force can be enhanced. By making the distance between the two cylindrical portions 30 greater than the preset distance, the third crumple force can act more stably on the upper steering column tube 10.

[0041] Figure 7 yes Figure 1 A schematic diagram of the middle part of the structure.

[0042] Combination Figure 7 In some specific embodiments, the vehicle's column structure 100 includes an upper steering shaft 51 and a lower steering shaft 52. The lower steering shaft 52 is sleeved on the upper steering shaft 51. The upper steering shaft 51 is fixedly connected to the upper steering column tube 10, and the lower steering shaft 52 is fixedly connected to the lower steering column tube 20. The upper steering shaft 51 is axially movable relative to the lower steering shaft 52, and the structure formed by the upper steering shaft 51 and the lower steering shaft 52 is at least partially located within the upper steering column tube 10.

[0043] It should be understood that the lower steering shaft 52 is sleeve-shaped, and the upper steering shaft 51 is cylindrical, thus allowing a portion of the lower steering shaft 52 to be fitted onto the upper steering shaft 51. Specifically, in... Figure 6The cross-sectional lines of the upper steering shaft 51 and the lower steering shaft 52 are not distinguished, but this does not affect the structural distinction between the two. The upper steering shaft 51 and the upper steering column tube 10 can be fixedly connected by bearings, and the lower steering shaft 52 and the lower steering column tube 20 can also be fixedly connected by bearings. In this case, the bearings can be respectively installed in the upper steering column tube 10 and the lower steering column tube 20.

[0044] A second aspect of this application provides a vehicle, including a vehicle column structure 100 as described in any embodiment and a steering wheel, wherein the vehicle column structure 100 is used to connect the steering wheel. For a detailed description of the vehicle column structure, please refer to the relevant content of the above embodiments, which will not be described in detail here.

[0045] Based on the structures provided in the above embodiments, in some application scenarios, the peak collapsing force is as follows: the first collapsing force is approximately 1000N~1500N, the second collapsing force is approximately 800N~1000N, the third collapsing force is approximately 400N~500N, and the total peak collapsing force is approximately 2.2KN-3.0KN. The holding force of the collapsing force is as follows: the first collapsing force is approximately 1000N~1500N, the third collapsing force is approximately 400N~500N, and the total holding force is approximately 1400N-2000N. In summary, the vehicle column structure 100 and the vehicle provided in this application include: an upper steering column 10 for connecting to the vehicle's steering wheel, with a slider 11 and a shearing structure 12 protruding from the outer wall of the upper steering column 10; and a lower steering column 20 sleeved on the upper steering column 10, with a groove 21 extending axially thereon. The slider 11 is assembled with the groove 21 by an interference fit, and at least a portion of the shearing structure 12 is located within the groove 21. When the upper steering column 10 moves within the lower steering column 20, the slider 11 provides a first collapsing force by sliding within the groove 21, and the shearing structure 12 generates a second collapsing force by abutting against and being sheared against the inner wall of the end of the groove 21. Therefore, the collapsing force is provided through the interaction between the slider 11, the shearing structure 12, and the groove 21. The magnitude of the collapsing force can be controlled by adjusting the fit between the slider 11 and the groove 21 and by specifically configuring the shearing structure 12. The collapsing stroke can be controlled by configuring the groove 21. By controlling the collapsing force and the collapsing stroke, the collapsing function of the column structure can be fully realized, thereby improving the safety of the driver.

[0046] The above description is merely an optional embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A column structure for a vehicle, characterized in that, include: The upper steering column tube is used to connect to the vehicle's steering wheel, and the outer wall of the upper steering column tube is provided with a slider and a shearing structure. The lower steering column tube is sleeved on the upper steering column tube, and the lower steering column tube is provided with a sliding groove extending along its axial direction. The slider is assembled in the groove with an interference fit, and at least a portion of the shearing structure is located in the groove. When the upper steering column moves in the lower steering column, the slider provides a first collapsing force by sliding in the groove, and the shearing structure generates a second collapsing force by abutting against and being sheared against the inner wall of the end of the groove.

2. The vehicle column structure according to claim 1, characterized in that, The slider and the shearing structure are arranged axially at intervals on the upper steering column tube. The shearing structure is located between the connecting ends of the slider and the upper steering column tube, and the connecting end of the upper steering column tube is the end away from the steering wheel.

3. The vehicle column structure according to claim 1, characterized in that, The slide groove is provided with a first groove wall and a second groove wall that extend axially along the lower steering column and are arranged in parallel with each other. The slider is provided with a first side wall and a second side wall opposite to each other. The first side wall abuts against the first groove wall, and the second side wall abuts against the second groove wall.

4. The vehicle column structure according to claim 1, characterized in that, The lower steering column tube includes a main body and a sliding groove. The top of the main body is provided with a clearance groove. The sliding groove is provided on the clearance groove and protrudes relative to the top of the main body. The sliding groove is provided with the sliding groove. The main body is used to be sleeved on the upper steering column tube. The slider extends out of the clearance groove to be assembled in the sliding groove.

5. The vehicle column structure according to claim 4, characterized in that, The main body is cylindrical, the clearance groove runs along the axial direction of the main body and through both ends of the main body, the sliding groove includes a top wall and two oppositely arranged side walls, the bottom of the side walls is connected to the periphery of the clearance groove, the top wall is located at the top of the side walls, and the sliding groove is located on the top wall.

6. The vehicle column structure according to claim 1, characterized in that, A mounting groove is provided on the side wall of the lower steering column tube, and a clamping block is provided in the mounting groove. A portion of the clamping block protrudes relative to the inner wall of the lower steering column tube and abuts against the outer wall of the upper steering column tube. When the upper steering column moves within the lower steering column, the clamping block rubs against the outer wall of the upper steering column to provide a third collapsing force.

7. The vehicle column structure according to claim 6, characterized in that, The vehicle's column structure also includes an elastic element and an adjusting block. The side wall of the lower steering column tube has a protruding cylindrical portion, which communicates with the mounting groove. The adjusting block is located inside the cylindrical portion, and the elastic element is connected to the clamping block and the adjusting block respectively. The adjusting block can move along the depth direction of the cylindrical portion to adjust the compression degree of the elastic element, thereby adjusting the clamping force of the clamping block on the steering column tube.

8. The vehicle column structure according to claim 7, characterized in that, The cylindrical section and the sliding groove are respectively disposed on opposite sides of the lower steering column tube. There are two cylindrical sections, which are arranged at intervals along the axial direction of the lower steering column tube. The distance between the two cylindrical sections is greater than a preset distance.

9. The vehicle column structure according to claim 1, characterized in that, The vehicle's column structure includes an upper steering shaft and a lower steering shaft. The lower steering shaft is sleeved on the upper steering shaft. The upper steering shaft is fixedly connected to the upper steering column tube, and the lower steering shaft is fixedly connected to the lower steering column tube. The upper steering shaft is movable relative to the lower steering shaft, and the structure formed by the upper steering shaft and the lower steering shaft is at least partially located inside the upper steering column tube.

10. A vehicle, characterized in that, The vehicle includes a column structure and a steering wheel as described in any one of claims 1-9, wherein the column structure of the vehicle is used to connect the steering wheel.

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