WO2022068715A1 - 一种汽车方向盘减震单元及汽车方向盘 - Google Patents

一种汽车方向盘减震单元及汽车方向盘 Download PDF

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Publication number
WO2022068715A1
WO2022068715A1 PCT/CN2021/120623 CN2021120623W WO2022068715A1 WO 2022068715 A1 WO2022068715 A1 WO 2022068715A1 CN 2021120623 W CN2021120623 W CN 2021120623W WO 2022068715 A1 WO2022068715 A1 WO 2022068715A1
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WIPO (PCT)
Prior art keywords
steering wheel
elastic sleeve
soft elastic
automobile steering
spring base
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PCT/CN2021/120623
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English (en)
French (fr)
Inventor
周大永
邱风
王鹏翔
汪长军
聂耸
王宇飞
Original Assignee
浙江吉利控股集团有限公司
吉利汽车研究院（宁波）有限公司
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Publication of WO2022068715A1 publication Critical patent/WO2022068715A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B62D1/11—Hand wheels incorporating energy-absorbing arrangements, e.g. by being yieldable or collapsible

Definitions

  • the invention relates to the technical field of vehicles, in particular to an automobile steering wheel damping unit and an automobile steering wheel.
  • the steering wheel of a car is an important part to control the driving direction of the vehicle. It precisely transmits the driver's wishes to the tires through a series of steering devices, thereby controlling the driving direction of the car. But at the same time, the vibration from the vehicle chassis and the engine will also be transmitted to the steering wheel through the steering mechanism, causing the steering wheel to shake, thereby affecting the driver's driving comfort and increasing driving fatigue.
  • connection between the existing steering wheel and the driver's airbag is a rigid link, and the disadvantage is that when the steering wheel shakes, there is no shock absorption function and it is easy to produce abnormal noise when the road is bumpy. Therefore, if the steering wheel has a shock absorption function, it can significantly reduce or eliminate the shaking of the steering wheel, improve driving comfort and reduce driving fatigue.
  • Fig. 1 is the structural schematic diagram of the automobile steering wheel damping unit adopting the gas generator in the prior art. Please refer to Fig. 1.
  • a rubber elastic unit is added between the driver's airbag gas generator 1 and the airbag housing 2 to form a reduced
  • the disadvantage of this solution is that the generator acts as a counterweight, but the total weight of the generator and its surrounding additional counterweight structures generally does not exceed 400 grams, the counterweight is light, and the effect of shock absorption is limited. .
  • the other is the steering wheel damping block solution, that is, adding a cast iron counterweight and a rubber elastic unit to the steering wheel.
  • the disadvantage of this solution is that it takes up a lot of space, which increases the overall weight of the steering wheel and compresses the arrangement space of other parts. This disadvantage is particularly prominent on steering wheels with more integrated functions. This scheme has been phased out from the market.
  • Fig. 2 is a schematic diagram of the structure of the automobile steering wheel damping unit in the prior art with the driver's airbag assembly as the counterweight. Please refer to Fig. 2.
  • the driver's airbag assembly as a whole becomes the counterweight in the damping unit
  • the soft damping sleeve 3 is equivalent to the spring and damping in the damping unit, and its function is to absorb and dissipate the vibration energy, so as to achieve the purpose of damping the steering wheel.
  • the shock-absorbing nail 4 is fixed on the steering wheel side through other parts, and can slide up and down along the hollow soft shock-absorbing sleeve 3 , the connecting rings 5 and 6 and the connecting body 7 .
  • the top of the shock-absorbing nail 4 is connected to the circlip 8 on the driver's air bag through a hook, and after assembly, it is integrated with the driver's air bag and remains relatively static. When the air bag is pressed down, the shock-absorbing nail 4 slides down synchronously with the air bag. .
  • the circlip 8 as the most critical load-bearing part when the airbag is deployed, is subject to cyclic fatigue load and electrical corrosion load in the frequent operation of the steering wheel horn, and there may be uncertain safety risks in long-term use. For example, when the airbag is deployed, the circlip breaks, which in turn causes the airbag to separate from the steering wheel, causing injury to the driver.
  • the present invention aims to solve at least one of the technical problems existing in the prior art.
  • the first aspect of the present invention proposes an automobile steering wheel damping unit, which includes a counterweight assembly, a damping connector, a return spring, a spring base, a soft elastic sleeve, a lower bushing, and a flat bottom cover;
  • the counterweight assembly comprising a driver air bag and an air bag connecting portion for accommodating the driver air bag;
  • the spring base, the soft elastic sleeve and the lower bushing all have middle holes, and the return spring, the spring base and the soft elastic sleeve are all sleeved on the shock absorber through the middle holes. on the connector;
  • the airbag connecting part is connected with the upper limit of the shock-absorbing connecting piece, the airbag connecting part is connected with the top of the return spring, the bottom of the return spring is connected with the spring base, and the spring base is connected with The soft elastic sleeve is connected, the lower bush is sleeved on the soft elastic sleeve, and the flat bottom cover is connected with the bottom end of the shock-absorbing connecting piece.
  • the soft elastic sleeve is provided with a first snap groove
  • the spring base is provided with a first snap hook
  • the first card slot is arranged along the outer circumference at the top of the soft elastic sleeve, the first hook is arranged along the outer circumference at the bottom of the spring base, and the first card slot is connected to the first card slot. Hook snap.
  • the soft elastic sleeve is provided with a second slot
  • the shock-absorbing connector is provided with a flange
  • the second card slot is arranged close to the top of the soft elastic sleeve, the second card slot is arranged on the inner wall of the middle hole of the soft elastic sleeve; the flange plate is arranged in the middle of the metal hook , the flange plate protrudes from the outer wall of the shock-absorbing connecting piece, and the flange plate is clamped with the second card slot.
  • the airbag connecting part includes a driver airbag housing and a retaining spring, and a third retaining slot is provided on the shock-absorbing connector;
  • the retaining spring is arranged on the driver's airbag housing, and the driver's airbag housing is provided with a guide hole;
  • the third clamping groove is matched with the retaining spring, and the third clamping groove is clearance-fitted with the guide hole.
  • the guide hole housing is fitted with the top of the return spring.
  • the spring base is provided with a second hook and a flange surface
  • the second hook is arranged on the top of the spring base, and the second hook is connected to the bottom of the return spring;
  • the flange surface is arranged at the bottom of the spring base, and the flange surface is in contact with the top end surface of the soft elastic sleeve.
  • the upper part of the spring base is in clearance fit with the shock-absorbing connector, and the flange surface at the bottom of the spring base is in contact and fit with the top end surface of the soft elastic sleeve.
  • the soft elastic sleeve is provided with a fourth slot
  • the fourth snap groove is disposed along the outer circumferential direction near the bottom of the soft elastic sleeve, and the soft elastic sleeve is connected to the lower bushing sleeve through the fourth snap groove.
  • the soft elastic sleeve is provided with a flange surface
  • the flange surface is arranged on the bottom end surface of the soft elastic sleeve, and the flange surface is in contact with the top end surface of the flat bottom cover.
  • a second aspect of the present invention provides an automobile steering wheel, which includes the automobile steering wheel damping unit and the steering wheel frame according to the first aspect of the present invention, wherein the number of the automobile steering wheel damping units is multiple, and the automobile steering wheel damping unit is connected to The steering wheel frame is fixedly connected.
  • the airbag connecting part is connected with the upper limit of the shock-absorbing connector, and the shock-absorbing connector does not slide down with the airbag connecting part during the operation of the horn, and does not bear the pressing fatigue load when the horn is pressed, so that the
  • the automobile steering wheel damping unit provided by the present invention has better safety when the airbag is deployed.
  • the circlip of the airbag connecting part is clamped to the top of the shock-absorbing connector and does not bear the current load, so that the safety of the shock-absorbing unit of the automobile steering wheel proposed by the present invention is better when the airbag is deployed.
  • Fig. 1 is the structural schematic diagram of the automobile steering wheel damping unit adopting gas generator in the prior art
  • Fig. 2 is the structural schematic diagram of the automobile steering wheel damping unit with the driver airbag assembly as the counterweight in the prior art
  • FIG. 3 is a schematic diagram of a shock absorbing unit provided by an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a steering wheel proposed by an embodiment of the present invention.
  • Fig. 5 is the AA sectional view in Fig. 4;
  • FIG. 6 is an exploded schematic view before assembly of the airbag connecting part, the shock-absorbing connecting piece and the steering wheel frame proposed by the embodiment of the present invention
  • FIG. 7 is a schematic structural diagram of the airbag connecting portion, the shock-absorbing connecting piece and the steering wheel frame after assembly according to the embodiment of the present invention.
  • FIG. 8 is a partial cross-sectional view of a shock absorbing unit for a steering wheel of an automobile according to an embodiment of the present invention.
  • 1-airbag gas generator 2-airbag shell, 3-soft shock-absorbing sleeve, 4-shock-absorbing nails, 5- and 6-connecting ring, 7-connecting body, 8-circlip; 9-shock absorber Connector, 10-return spring, 11-spring base, 12-soft elastic sleeve, 13-lower bushing, 14-flat bottom cover, 15-driver airbag housing, 16-circlip, 17-steering wheel frame.
  • connection a fixed connection or a detachable connection can be made. , or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two elements or the interaction relationship between the two elements.
  • connection a fixed connection or a detachable connection
  • fixing a fixed connection or a detachable connection
  • it can be a mechanical connection or an electrical connection
  • it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two elements or the interaction relationship between the two elements.
  • specific meanings of the above terms in the present invention can be understood according to specific situations.
  • the present invention provides a shock absorbing unit for a steering wheel of an automobile, and the embodiment will be described in detail below with reference to the accompanying drawings. For simplicity, only those components related to the subject matter described herein are shown in the drawings. It will be appreciated that many other configurations may be included in the drawings and many other types of equipment may be used.
  • FIG. 3 is a schematic diagram of a shock absorbing unit provided by an embodiment of the present invention.
  • the shock absorbing unit of an automobile steering wheel is usually composed of a counterweight m, a spring K and a damping Rm.
  • an automobile steering wheel damping unit proposed by an embodiment of the present invention It includes a counterweight assembly, a shock-absorbing connector 9 , a return spring 10 , a spring base 11 , a soft elastic sleeve 12 , a lower bushing 13 and a flat bottom cover 14 .
  • the counterweight assembly includes a driver's airbag and an airbag connecting part for accommodating the driver's airbag; the spring base 11, the soft elastic sleeve 12 and the lower bushing 13 all have middle holes, the return spring 10, the spring base 11 and the soft elastic sleeve 12 are all sleeved on the shock-absorbing connecting piece 9 through the middle hole.
  • the airbag connecting part is connected with the upper limit of the shock-absorbing connector 9, the airbag connecting part is connected with the top of the return spring 10, the bottom of the return spring 10 is connected with the spring base 11, the spring base 11 is connected with the soft elastic sleeve 12, and the lower lining
  • the sleeve 13 is sleeved on the soft elastic sleeve 12, and the flat bottom cover 14 is connected with the bottom end of the shock-absorbing connector 9, so as to reliably fix the above-mentioned shock-absorbing connector 9, the soft elastic sleeve 12 and the lower bushing 13 on the steering wheel frame 17 on.
  • the function of the counterweight assembly is equivalent to the counterweight block in the shock absorption schematic diagram above.
  • the function of the return spring 10 is equivalent to the spring in the shock absorption schematic diagram above.
  • the function of the soft elastic sleeve 12 is equivalent to the shock absorption in the above diagram.
  • the role of the spring in the schematic diagram is equivalent to the damping in the above schematic diagram.
  • Other parts are auxiliary parts whose function is to link and fix.
  • the shock-absorbing connector 9 can be made of metal, or can be made of non-metallic materials whose hardness meets the requirements of use. It should be pointed out that the shock-absorbing connector 9 in the embodiment of the present invention is not used as a conductor between the retaining spring 16 and other components (eg, a horn).
  • the working principle of the shock absorber unit is as follows: when the vibration of the car engine and the chassis are transmitted to the steering wheel through the suspension and steering mechanism, the steering wheel is excited and vibrates. Vibration, at this time, the energy of the vibration is partially converted into the elastic potential energy of the return spring 10 and the soft elastic sleeve 12, and part is converted into heat energy through the compression deformation of the soft elastic sleeve 12 and vibration friction, and finally most of the elastic potential energy is also due to the soft elastic energy.
  • the damping effect of the elastic sleeve 12 is converted into heat energy dissipation, thereby significantly dissipating the vibration energy, reducing the amplitude of the shock wave, so as to achieve the effect of reducing and eliminating the shaking of the steering wheel.
  • FIG. 6 is an exploded schematic view of the airbag connecting part, the shock-absorbing connector and the steering wheel frame proposed by the embodiment of the present invention before assembly
  • FIG. 7 is the assembled airbag connecting part, the shock-absorbing connector and the steering wheel frame according to the embodiment of the present invention. 6 and 7, the driver airbag housing 15 and the retaining spring 16 assembled on it as a whole are assembled with the steering wheel frame 17 through the damping connecting piece 9.
  • the shock-absorbing connections 9 may be shock-absorbing pins.
  • the shock-absorbing connecting member 9 is made of metal material.
  • the airbag connecting portion includes a driver airbag housing 15 and a circlip 16 , wherein the driver airbag housing 15 and the circlip 16 For the overall structure of the assembly.
  • the retaining spring 16 is provided on the driver's airbag housing 15 , and the driver's airbag housing 15 is provided with a guide hole.
  • the damping connector 9 is provided with a third slot, the third slot is arranged at the top of the damping connector 9 along the outer circumferential direction, the third slot is in clearance fit with the guide hole, and the third slot is matched with the retaining spring 16 .
  • the counterweight assembly When the counterweight assembly is subjected to a downward pressing force, it can slide down along the shock-absorbing connecting piece 9 through the guide hole on the counterweight assembly.
  • the contact and cooperation between the third slot on the top of the shock absorber connector 9 and the circlip 16 can limit the position of the driver's airbag, ensure its original position, and keep the airbag fixed on the steering wheel and will not be separated from the steering wheel when the airbag is stimulated to expand.
  • the top of the return spring 10 is fitted with the guide hole casing, and the bottom of the return spring 10 is connected with the second hook, which is arranged on the top of the spring base 11 .
  • Its function is to hold up the driver's air bag by means of the pre-compression elastic force, so that the retaining spring 16 on the driver's air bag keeps in contact with the third groove on the top of the shock-absorbing connector 9, and when applied to the downward direction of the driver's air bag.
  • the driver airbag can be reset after the pressure load is removed.
  • the top of the spring base 11 is connected with the return spring 10 through a hook to fix the spring.
  • the hole in the spring base 11 is in clearance fit with the shock-absorbing connector 9 , the flange surface of the bottom of the spring base 11 is pressed against the top surface of the soft elastic sleeve 12 , and the hooks on the outer periphery of the bottom of the spring base 11 are connected to the outer periphery of the top of the soft elastic sleeve 12 .
  • the card slot is snapped to fix the spring base 11.
  • the function of the spring base 11 is to fix the spring, and is fixed on the shock-absorbing connector 9 by being snapped together with the soft elastic sleeve 12, so that the downward load can be evenly distributed on the soft elastic sleeve 12 when the driver's airbag is pressed. above, and play a protective role for the soft elastic sleeve 12 .
  • the top end surface of the soft elastic sleeve 12 is in contact with the flange surface of the spring base 11, and is assembled with the shock-absorbing connector 9 through the inner hole, and is connected to the middle of the shock-absorbing connector 9 through the second slot at the top of the inner hole.
  • the protruding flanges snap together.
  • the first engaging groove on the outer periphery of the top of the soft elastic sleeve 12 is engaged with the first hooking hook on the outer periphery of the bottom of the spring base 11 to fix the spring base 11 .
  • the soft elastic sleeve 12 is fixed on the steering wheel frame 17 after being assembled with the lower bushing 13 through the fourth card groove on the outer periphery of the bottom.
  • the main function of the soft elastic sleeve 12 is that when the steering wheel vibrates, the driver's airbag can be used as the overall counterweight to convert the kinetic energy of the vibration into the elastic potential energy of the soft elastic sleeve 12 and the heat energy generated by overcoming the compression deformation and friction, So as to play the role of shock absorption, reduce or eliminate steering wheel shake phenomenon.
  • the soft elastic sleeve 12 is made of soft and elastic material, such as silica gel, and the flange surface of the lower end can be forcibly passed through the lower bushing 13 through elastic deformation after elastic deformation, so as to realize the assembly in the figure.
  • the flat bottom cover 14 is connected with the shock-absorbing connector 9 by screwing or riveting (not shown), and the upper end surface of the flat bottom cover 14 is in contact with the flange surface of the bottom of the soft elastic sleeve 12, and together with the lower end of the skeleton after screwing or riveting. plane pressing.
  • the function of the flat bottom cover 14 is to reliably fix the above-mentioned shock-absorbing connecting piece 9, the soft elastic sleeve 12, and the lower bushing 13 on the steering wheel frame 17 to become a part of the steering wheel, and remain relatively static and inactive with the steering wheel frame 17, thereby ensuring When the driver's airbag is stimulated to expand, the shock-absorbing connecting member 9 is fixed on the steering wheel frame 17 so as not to come out or be separated, thereby ensuring that the airbag will not be separated.
  • the mechanical connection structure between the steering wheel and the driver's airbag is a soft connection
  • the traditional steering wheel without shock absorption only needs to replace fewer parts, such as replacing the soft elastic sleeve 12 with a hard non-elastic sleeve.
  • each part of the shock absorber unit is small, it will not compress the arrangement space of other parts, and the degree of standardization and generalization is high, so the development cost is lower than the traditional solution, and the technical implementation is more flexible.
  • an embodiment of the present invention further provides an automobile steering wheel, which includes three automobile steering wheel damping units and a steering wheel frame 17 described in the above embodiments, and the three automobile steering wheel damping units are spaced apart on the steering wheel.
  • the automobile steering wheel damping unit is fixedly connected with the steering wheel frame 17 .
  • the number of shock-absorbing units on the steering wheel of the automobile may also be set to other values (not shown) as required, which is not limited in the embodiment of the present invention.
  • the driver's airbag as a whole is used as the counterweight of the shock absorbing unit, and the mass can reach 900-1200 grams, and the shock absorbing effect is better.
  • the soft connection structure between the steering wheel and the driver's airbag can convert the swing kinetic energy of the driver's airbag accompanying the shaking into the elastic deformation potential energy and damping heat energy of the soft connection structure, thereby reducing the shaking energy of the steering wheel. achieve the purpose of shock absorption.
  • the shock-absorbing connector 9 and the soft elastic sleeve 12 in the present invention are designed with a unique structure, so that no sliding movement occurs during the operation of the horn sounding, and the driver's airbag clamped with the top of the shock-absorbing connector 9
  • the spring 16 does not bear current and compression fatigue load, so the safety of the airbag is better when it is deployed.
  • references to the terms “one embodiment,” “some embodiments,” “example,” “specific example,” or “some examples”, etc. means a specific feature described in connection with the embodiment or example, A structure, material, or feature is included in at least one embodiment or example of the present invention.
  • schematic representations of the above terms are not necessarily directed to the same embodiment or example.
  • the particular features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
  • those skilled in the art may combine and combine the different embodiments or examples described in this specification.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Controls (AREA)
  • Air Bags (AREA)

Abstract

一种汽车方向盘减震单元及汽车方向盘，其中，汽车方向盘减震单元包括配重组件、减震连接件（9）、复位弹簧（10）、弹簧底座（11）、软质弹性套（12）、下衬套（13）和平底盖（14）；配重组件包括驾驶员气囊和用于容纳驾驶员气囊的气囊连接部；弹簧底座（11）、软质弹性套（12）和下衬套（13）均具有中孔，复位弹簧（10）、弹簧底座（11）和软质弹性套（12）均通过中孔套装在减震连接件（9）上；气囊连接部与减震连接件（9）的上部限位连接，气囊连接部与复位弹簧（10）的顶部连接，复位弹簧（10）的底部与弹簧底座（11）连接，弹簧底座（11）与软质弹性套（12）连接，下衬套（13）套装在软质弹性套（12）上，平底盖（14）与减震连接件（9）的底端连接。

Description

一种汽车方向盘减震单元及汽车方向盘 技术领域
本发明涉及车辆技术领域，具体涉及一种汽车方向盘减震单元及汽车方向盘。
背景技术
汽车方向盘是控制车辆行驶方向的重要部件，它是通过一系列的转向装置，把驾驶员的意愿精准地转导到轮胎上，从而控制汽车的行驶方向。但与此同时来自车辆底盘以及发动机的震动也会通过转向机构传递到方向盘，引起方向盘的抖动，进而影响驾驶员的驾驶舒适度并增加驾驶疲劳。
现有方向盘与驾驶员安全气囊的连接为刚性链接，其缺点是当方向盘抖动时，没有减震功能而且在颠簸路面时容易产生异响。因此方向盘如果具有减震功能，就可以显著降低或者消除方向盘抖动现象，提升驾驶舒适感减少驾驶疲劳。
目前市场上提供的技术方案有以下几种：一种是气体发生器减震方案。图1是现有技术中采用气体发生器的汽车方向盘减震单元结构示意图，请参照图1，该方案通过在驾驶员气囊气体发生器1和气囊壳体2之间增加橡胶弹性单元，构成减震单元，这种方案的缺点是由于发生器充当的作用是配重块，但发生器以及其周边附加的配重结构的总重一般不超过400克，配重较轻，减震的效果有限。
另一种是方向盘减震块方案，即在方向盘上增加铸铁配重块和橡胶弹性单元。这种方案的缺点是占用空间大，导致方向盘整体重量增加，压缩其他零件的布置空间，在功能集成较多的方向盘上，这种缺点尤为突出。 这种方案在市场上已逐步淘汰。
还有一种是以驾驶员气囊总成为配重块的减震方案。图2是现有技术中以驾驶员气囊总成为配重块的汽车方向盘减震单元结构示意图，请参照图2，这种方案中驾驶员气囊总成作为一个整体成为减震单元中的配重块，软质减震套3相当于减震单元中的弹簧和阻尼，其作用是吸收和耗散震动能量，达到方向盘消震目的。在此方案中减震钉4通过其他零件固定在方向盘侧，并可沿着中空的软质减震套3，连接圈5和6以及连接主体7上下滑动。减震钉4顶端通过卡钩与驾驶员气囊上的卡簧8连接，装配后与驾驶员气囊成为一体，保持相对静止，当气囊向下按动时，减震钉4与气囊同步向下滑动。这种结构的缺点是卡簧8作为气囊点爆展开时的最关键的承载零件，在方向盘喇叭频繁的操作中要承受循环性疲劳载荷和电腐蚀载荷，长期使用可能存在不确定的安全风险，比如气囊展开时卡簧断裂，进而导致气囊从方向盘上分离，对驾驶员造成伤害。
因此，有必要对现有技术提供的具有减震功能的方向盘加以改进，以使其的减震效果更佳。
发明内容
本发明旨在至少解决现有技术中存在的技术问题之一。为此，本发明第一方面提出一种汽车方向盘减震单元，包括配重组件、减震连接件、复位弹簧、弹簧底座、软质弹性套、下衬套和平底盖；所述配重组件包括驾驶员气囊和用于容纳所述驾驶员气囊的气囊连接部；
所述弹簧底座、所述软质弹性套和所述下衬套均具有中孔，所述复位弹簧、所述弹簧底座和所述软质弹性套均通过所述中孔套装在所述减震连接件上；
所述气囊连接部与所述减震连接件的上部限位连接，所述气囊连接部与所述复位弹簧的顶部连接，所述复位弹簧的底部与所述弹簧底座连接， 所述弹簧底座与所述软质弹性套连接，所述下衬套套装在所述软质弹性套上，所述平底盖与所述减震连接件的底端连接。
进一步地，所述软质弹性套上设有第一卡槽，所述弹簧底座上设有第一卡钩；
所述第一卡槽在所述软质弹性套的顶部沿外周向设置，所述第一卡钩在所述弹簧底座的底部沿外周向设置，所述第一卡槽与所述第一卡钩卡接。
进一步地，所述软质弹性套上设有第二卡槽，所述减震连接件上设有法兰盘；
所述第二卡槽靠近所述软质弹性套的顶部设置，所述第二卡槽设置在所述软质弹性套的中孔内壁上；所述法兰盘设置在所述金属卡勾中部，所述法兰盘凸出所述减震连接件的外壁，所述法兰盘与所述第二卡槽卡接。
进一步地，所述气囊连接部包括驾驶员气囊壳体和卡簧，所述减震连接件上设有第三卡槽；
所述卡簧设置在所述驾驶员气囊壳体上，所述驾驶员气囊壳体上设置有导向孔；所述第三卡槽在所述减震连接件的顶部沿外周向设置，所述第三卡槽与所述卡簧配合，所述第三卡槽与所述导向孔间隙配合。
进一步地，所述导向孔外壳与所述复位弹簧的顶部套装配合。
进一步地，所述弹簧底座上设有第二卡钩和法兰面；
所述第二卡钩设置在所述弹簧底座的顶部，所述第二卡钩与所述复位弹簧的底部连接；
所述法兰面设置在所述弹簧底座的底部，所述法兰面与所述软质弹性套的顶部端面接触配合。
进一步地，所述弹簧底座的上部与所述减震连接件间隙配合，所述弹簧底座底部的法兰面与所述软质弹性套的顶部端面接触配合。
进一步地，所述软质弹性套上设有第四卡槽；
所述第四卡槽靠近所述软质弹性套的底部沿外周向设置，所述软质弹 性套通过所述第四卡槽与所述下衬套套装连接。
进一步地，所述软质弹性套上设有法兰面；
所述法兰面设置在所述软质弹性套的底部端面上，所述法兰面与所述平底盖的顶部端面接触配合。
本发明第二方面提出一种汽车方向盘，包括本发明第一方面所述的汽车方向盘减震单元和方向盘骨架，所述汽车方向盘减震单元的数目为多个，所述汽车方向盘减震单元与所述方向盘骨架固定连接。
实施本发明具有以下有益效果：
1、本发明中气囊连接部与减震连接件的上部限位连接，减震连接件在喇叭按响的操作中不随气囊连接部向下滑动，不承受喇叭按压时的按压疲劳载荷，从而使得本发明提出的汽车方向盘减震单元在气囊展开时的安全性更优。
2、本发明中气囊连接部的卡簧与减震连接件顶端卡接，不承受电流负荷，从而使得本发明提出的汽车方向盘减震单元在气囊展开时的安全性更优。
本发明的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。
图1是现有技术中采用气体发生器的汽车方向盘减震单元结构示意图；
图2是现有技术中以驾驶员气囊总成为配重块的汽车方向盘减震单元结构示意图；
图3是本发明实施例提供的减震单元的原理图；
图4是本发明实施例提出的方向盘的示意图；
图5是图4中的A－A剖面图；
图6是本发明实施例提出的气囊连接部、减震连接件与方向盘骨架的装配前的分解示意图；
图7是本发明实施例提出的气囊连接部、减震连接件与方向盘骨架的装配后的结构示意图；
图8是本发明实施例提出的汽车方向盘减震单元的局部剖面图。
其中，1－气囊气体发生器，2－气囊壳体，3－软质减震套，4－减震钉，5和6－连接圈，7－连接主体，8－卡簧；9－减震连接件，10－复位弹簧，11－弹簧底座，12－软质弹性套，13－下衬套，14－平底盖，15－驾驶员气囊壳体，16－卡簧，17－方向盘骨架。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
在本发明的描述中，需要理解的是，术语“上”、“下”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或者元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。在本发明的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以使固定连接，也可 以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以使直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
实施例
本发明提供了一种汽车方向盘减震单元，下面将结合附图对本实施例进行详细说明。为简化起见，附图中仅示出了与文中所述的主题相关的那些组价。可以理解的是，附图中还可以包括许多其他构造和可使用许多其它类型的装备。
图3是本发明实施例提供的减震单元的原理图，具体地如图3所示，汽车方向盘减震单元通常由配重块m，弹簧K和阻尼Rm构成。配重块的质量m越大，那么相同能量的震动下产生的振幅就越小；阻尼Rm越大那么震动能量的耗散就越快，弹簧的弹性系数k越大，那么同样的形变量下储存的弹性势能就越大。
图4是本发明实施例提出的方向盘的示意图，图5是图4中的A－A剖面图，具体地如图4和图5所示，本发明实施例提出的一种汽车方向盘减震单元包括配重组件、减震连接件9、复位弹簧10、弹簧底座11、软质弹性套12、下衬套13和平底盖14。配重组件包括驾驶员气囊和用于容纳驾驶员气囊的气囊连接部；弹簧底座11、软质弹性套12和下衬套13均具有中孔，复位弹簧10、弹簧底座11和软质弹性套12均通过中孔套装在减震连接件9上。气囊连接部与减震连接件9的上部限位连接，气囊连接部与复位弹簧10的顶部连接，复位弹簧10的底部与弹簧底座11连接，弹簧底座11与软质弹性套12连接，下衬套13套装在软质弹性套12上，平底盖14与减震连接件9的底端连接，从而将上述减震连接件9、软质弹性套12和下衬套13可靠地固定在方向盘骨架17上。
配重组件的作用相当于上图减震原理图中的配重块，复位弹簧10的作 用相当于上图减震原理图中的弹簧，软质弹性套12的部分作用相当于上图减震原理图中弹簧的作用，其主要作用相当于上述原理图中的阻尼。其他零件为辅助零件其作用是链接和固定。减震连接件9可以采用金属制成，也可以采用硬度满足使用要求的非金属材料制成。需要指出的是，本发明实施例中的减震连接件9不用作卡簧16和其他部件(例如喇叭)之间的导电体。
减震单元的工作原理如下所述：当汽车发动机震动、底盘震动通过悬架以及转向机构传递到方向盘时，方向盘受激发生震动，此时配重组件相当于配重块，伴随方向盘震动也发生震动，此时震动的能量部分转换为复位弹簧10和软质弹性套12的弹性势能，部分通过软质弹性套12的压缩变形和震动摩擦转变为热能，最终绝大多数的弹性势能也由于软质弹性套12的阻尼作用而转变为热能耗散，从而显著耗散震动能量，降低震波的振幅，从而达到降低和消除方向盘抖动的功效。
图6是本发明实施例提出的气囊连接部、减震连接件与方向盘骨架的装配前的分解示意图，图7是本发明实施例提出的气囊连接部、减震连接件与方向盘骨架的装配后的结构示意图，请参照图6和图7，驾驶员气囊壳体15和装配于其上的卡簧16作为一个整体，通过减震连接件9与方向盘骨架17卡接装配。优选地，减震连接件9可以是减震钉。优选地，减震连接件9采用金属材料制成。
图8是本发明实施例提出的汽车方向盘减震单元的局部剖面图，请参照图8，气囊连接部包括驾驶员气囊壳体15和卡簧16，其中驾驶员气囊壳体15与卡簧16为装配的整体结构。卡簧16设置在驾驶员气囊壳体15上，驾驶员气囊壳体15上设置有导向孔。减震连接件9上设有第三卡槽，第三卡槽在减震连接件9的顶部沿外周向设置，第三卡槽与导向孔间隙配合，并且第三卡槽与卡簧16配合。
配重组件受到向下的按压力时，可通过其上的导向孔沿着减震连接件9 向下滑动，按压力撤消后，通过复位弹簧10复位。减震连接件9顶部的第三卡槽与卡簧16的接触配合对驾驶员气囊有限位作用，保证其原始位置，并在气囊受激展开时使气囊固定在方向盘上不会与方向盘分离。
具体地，复位弹簧10的顶部与导向孔外壳套装配合，复位弹簧10的底部与第二卡钩连接，第二卡钩设置在弹簧底座11的顶部。其作用是依靠预压紧弹力托起驾驶员气囊，使驾驶员气囊上的卡簧16与减震连接件9顶部的第三卡槽保持接触配合，并当施加于驾驶员气囊的向下的按压力载荷撤消后能够使驾驶员气囊复位。
弹簧底座11顶部通过卡钩与复位弹簧10连接，以固定弹簧。弹簧底座11中孔与减震连接件9间隙配合，弹簧底座11底部的法兰面压在软质弹性套12的顶端面，同时弹簧底座11底部外周的卡钩与软质弹性套12顶部外周的卡槽卡接，以固定弹簧底座11。弹簧底座11的作用是固定弹簧，并通过与软质弹性套12卡接一起固定在减震连接件9上面，在驾驶员气囊按下时能够让向下的载荷均匀分布在软质弹性套12之上，并对软质弹性套12起到保护作用。
软质弹性套12顶部端面与弹簧底座11的法兰面接触配合，并通过内部的孔与减震连接件9套装在一起，并通过内孔顶部的第二卡槽与减震连接件9中部凸出的法兰盘卡接在一起。
软质弹性套12顶部外周的第一卡槽与弹簧底座11底部外周的第一卡钩卡接，以固定弹簧底座11。软质弹性套12通过底部的外周的第四卡槽与下衬套13套装后一起固定在方向盘骨架17上面。软质弹性套12的主要功能是当方向盘震动时，能够以驾驶员气囊作为整体配重块，将震动的动能转变为软质弹性套12的弹性势能和克服压缩形变和摩擦而产生的热能，从而起到减震的作用，降低或消除方向盘抖动现象。
其中，软质弹性套12采用较软且富有弹性的材料制成，例如硅胶，其下端的法兰面可以通过弹性形变后弹性形变强行通过下衬套13，实现图中 的装配。
平底盖14与减震连接件9通过螺纹连接或者铆接(未图示)，其平底盖14的上端面与软质弹性套12底部的法兰面接触，一起在螺接或者铆接后与骨架下端的平面压合。平底盖14的作用是将上述减震连接件9，软质弹性套12，下衬套13可靠地固定在方向盘骨架17上，成为方向盘的一部分，与方向盘骨架17保持相对静止不能活动，从而保证驾驶员气囊受激展开时，减震连接件9固定在方向盘骨架17上不脱出，不分离，进而保证气囊不会发生分离。
需要指出的是，本发明实施例中方向盘与驾驶员气囊的机械连接结构为软性连接，传统无减震方向盘只需更换较少零件，例如将软质弹性套12更换为硬质非弹性套，即可实现减震功能切换为无减震功能，反之亦然。由于减震单元的各零件较小，不会压缩其他零件的布置空间，且标准化通用化程度较高，因此比传统方案开发成本低，且技术实施较灵活。
请继续参照图4，本发明实施例还提出一种汽车方向盘，包括三个上述实施例所述的汽车方向盘减震单元和方向盘骨架17，三个汽车方向盘减震单元在转向盘上间隔分布。汽车方向盘减震单元与方向盘骨架17固定连接。可替代的，汽车方向盘减震单元的数目根据需要还可以设置为其他值(未图示)，本发明实施例不以此为限。
由上述本发明提供的汽车方向盘减震单元及汽车方向盘的实施例可见，本发明实施例中驾驶员气囊整体作为减震单元的配重块，质量可到900－1200克，减震效果更为显著；当方向盘抖动发生时，方向盘与驾驶员气囊的软性连接结构能够使驾驶员气囊伴随抖动产生的摆动动能转换为软性连接结构的弹性形变势能和阻尼热能，从而降低方向盘的抖动能量，达到减震目的。同时本发明中的减震连接件9与软质弹性套12通过独特的结构设计，使其在喇叭按响的操作中不发生滑动运动，与减震连接件9顶端卡接的驾驶员气囊卡簧16不承受电流和按压疲劳载荷，因此气囊展开时的 安全性更优。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。此外，本领域人员可以将本说明书中描述的不同实施例或示例进行接合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改和变型。

Claims (10)

  1. 一种汽车方向盘减震单元，其特征在于，包括配重组件、减震连接件(9)、复位弹簧(10)、弹簧底座(11)、软质弹性套(12)、下衬套(13)和平底盖(14)；所述配重组件包括驾驶员气囊和用于容纳所述驾驶员气囊的气囊连接部；
    所述弹簧底座(11)、所述软质弹性套(12)和所述下衬套(13)均具有中孔，所述复位弹簧(10)、所述弹簧底座(11)和所述软质弹性套(12)均通过所述中孔套装在所述减震连接件(9)上；
    所述气囊连接部与所述减震连接件(9)的上部限位连接，所述气囊连接部与所述复位弹簧(10)的顶部连接，所述复位弹簧(10)的底部与所述弹簧底座(11)连接，所述弹簧底座(11)与所述软质弹性套(12)连接，所述下衬套(13)套装在所述软质弹性套(12)上，所述平底盖(14)与所述减震连接件(9)的底端连接。
  2. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述软质弹性套(12)上设有第一卡槽，所述弹簧底座(11)上设有第一卡钩；
    所述第一卡槽在所述软质弹性套(12)的顶部沿外周向设置，所述第一卡钩在所述弹簧底座(11)的底部沿外周向设置，所述第一卡槽与所述第一卡钩卡接。
  3. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述软质弹性套(12)上设有第二卡槽，所述减震连接件(9)上设有法兰盘；
    所述第二卡槽靠近所述软质弹性套(12)的顶部设置，所述第二卡槽设置在所述软质弹性套(12)的中孔内壁上；所述法兰盘设置在所述金属 卡勾中部，所述法兰盘凸出所述减震连接件(9)的外壁，所述法兰盘与所述第二卡槽卡接。
  4. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述气囊连接部包括驾驶员气囊壳体(15)和卡簧(16)，所述减震连接件(9)上设有第三卡槽；
    所述卡簧(16)设置在所述驾驶员气囊壳体(15)上，所述驾驶员气囊壳体(15)上设置有导向孔；所述第三卡槽在所述减震连接件(9)的顶部沿外周向设置，所述第三卡槽与所述卡簧(16)配合，所述第三卡槽与所述导向孔间隙配合。
  5. 根据权利要求4所述的汽车方向盘减震单元，其特征在于，所述导向孔外壳与所述复位弹簧(10)的顶部套装配合。
  6. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述弹簧底座(11)上设有第二卡钩和法兰面；
    所述第二卡钩设置在所述弹簧底座(11)的顶部，所述第二卡钩与所述复位弹簧(10)的底部连接；
    所述法兰面设置在所述弹簧底座(11)的底部，所述法兰面与所述软质弹性套(12)的顶部端面接触配合。
  7. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述弹簧底座(11)的上部与所述减震连接件(9)间隙配合，所述弹簧底座(11)底部的法兰面与所述软质弹性套(12)的顶部端面接触配合。
  8. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述软 质弹性套(12)上设有第四卡槽；
    所述第四卡槽靠近所述软质弹性套(12)的底部沿外周向设置，所述软质弹性套(12)通过所述第四卡槽与所述下衬套(13)套装连接。
  9. 根据权利要求1所述的汽车方向盘减震单元，其特征在于，所述软质弹性套(12)上设有法兰面；
    所述法兰面设置在所述软质弹性套(12)的底部端面上，所述法兰面与所述平底盖(14)的顶部端面接触配合。
  10. 一种汽车方向盘，其特征在于，包括权利要求1－9任一所述的汽车方向盘减震单元和方向盘骨架(17)，所述汽车方向盘减震单元的数目为多个，所述汽车方向盘减震单元与所述方向盘骨架(17)固定连接。
PCT/CN2021/120623 2020-09-30 2021-09-26 一种汽车方向盘减震单元及汽车方向盘 WO2022068715A1 (zh)

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