CN220220877U - Steering column mounting structure and vehicle - Google Patents

Abstract

The utility model relates to the technical field of automobile parts and provides a steering column mounting structure and a vehicle, wherein the steering column mounting structure comprises a connecting support assembly and a mounting support assembly, the mounting support assembly is used for being connected with a dashboard cross beam and mounting the steering column assembly, one end of the connecting support assembly in the front-back direction of the vehicle is used for being connected with a front wall of the vehicle body, the other end of the connecting support assembly in the front-back direction is connected with the mounting support assembly and the dashboard cross beam, the connecting support assembly is connected with the dashboard cross beam to form an annular frame structure, a crumple structure is arranged on the connecting support assembly, and the connecting support assembly is used for crumple deformation at the crumple structure. Therefore, the annular frame structure can be formed by connecting the connecting bracket assembly and the instrument board beam to improve the modal performance of the steering wheel, and meanwhile, the energy absorption effect is achieved by arranging the crumple structure on the connecting bracket assembly.

Description

Steering column mounting structure and vehicle

Technical Field

The utility model relates to the technical field of automobile parts, in particular to a steering column mounting structure and a vehicle.

Background

The steering wheel is a component of an automobile steering system and is also a component which is easier for a user to directly perceive vibration. In the design process, the modal performance and the collision performance of the steering wheel are generally considered, wherein the collision performance refers to that the life health of a driver is easily and directly influenced by the impact of collision force in the collision process of an automobile; the modal performance refers to the problem that steering wheel shakes frequently in the running process of an automobile.

At present, a steering wheel is installed on a steering column, the steering column is installed on an instrument board beam, and the instrument board beam is fixed with a vehicle body front wall structure through a bracket. In the prior art, the instrument board cross beams of some vehicle types are connected with the front wall structure of the vehicle body by adopting two box-shaped bracket structures so as to improve the modal performance of the steering wheel, but the collision energy absorption performance of the fixed structure is poor, and the damage to the life and health of a driver is easy to cause; the instrument board beam of some vehicle types adopts a bracket with an energy absorption structure to improve collision energy absorption performance, but the modal performance of the steering wheel can be reduced, and the steering wheel shake and other problems easily occur in the use process.

Disclosure of Invention

The utility model solves the problems that: how to make the instrument board beam assembly not only meet the modal performance requirement of the steering wheel, but also play an energy absorption role in the collision process.

In order to solve the problems, the utility model provides a steering column mounting structure, which comprises a connecting bracket assembly and a mounting bracket assembly, wherein the mounting bracket assembly is used for being connected with an instrument board beam and mounting the steering column assembly, one end of the connecting bracket assembly along the front-back direction of a vehicle is used for being connected with a front wall of the vehicle body, the other end of the connecting bracket assembly along the front-back direction is connected with the mounting bracket assembly and the instrument board beam, the connecting bracket assembly and the instrument board beam are connected into an annular frame structure, a crumple structure is arranged on the connecting bracket assembly, and the connecting bracket assembly is used for crumple deformation at the crumple structure.

Optionally, the linking bridge assembly is including the first linking bridge, third linking bridge and the second linking bridge that connect gradually, the third linking bridge is followed the left and right sides direction of vehicle extends and sets up, and with enclose before the automobile body and be connected, the structure that collapses is located first linking bridge and/or on the second linking bridge, first linking bridge with the second linking bridge sets up relatively the third linking bridge is followed the both ends of left and right sides direction, and respectively with the installing support assembly is connected, just first linking bridge with the second linking bridge keep away from the one end of third linking bridge connect respectively in the instrument board crossbeam.

Optionally, the upper end surface of the third connecting bracket is in an arch structure.

Optionally, the first connecting bracket and the second connecting bracket are V-shaped structures with openings facing the upper side of the vehicle, and bending parts of the V-shaped structures form the crumple structures.

Optionally, the steering column installation structure further includes a first limiting bracket, wherein two ends of the first limiting bracket along the left-right direction of the vehicle are respectively connected with the connecting bracket assembly, and the first limiting bracket is located in a space surrounded by the annular frame structure and is used for positioning the steering column assembly;

and/or, the steering column assembly comprises a first limiting bracket, wherein the first limiting bracket is used for being connected to one side of the instrument board beam, which is away from the connecting bracket assembly, and is used for positioning the steering column assembly.

Optionally, the first spacing support includes first support body and first spacing lug, first support body is on a parallel with the axis setting of instrument board crossbeam, first support body is followed the both ends of controlling the direction respectively with the linking bridge assembly is connected, be equipped with first spacing draw-in groove on the first tubular column fixed bolster of steering column assembly, first spacing lug connect in first support body orientation one side of instrument board crossbeam is used for insert and locate first spacing draw-in groove, so that first tubular column fixed bolster hang in on the first spacing lug.

Optionally, the middle part of the first bracket body is arranged towards the upper part of the vehicle in a protruding way, and the first limiting protruding block is connected with the middle part of the first bracket body.

Optionally, the second spacing support includes second support body and second spacing lug, the second support body with the instrument board crossbeam is connected, be equipped with the spacing draw-in groove of second on the second tubular column fixed bolster of steering column assembly, the spacing lug of second connect in the second support body orientation one side of second tubular column fixed bolster is used for inserting and locates the spacing draw-in groove of second, so that second tubular column fixed bolster hang in on the spacing lug of second.

Optionally, a groove is formed on a side surface of the second support body, facing the second tubular column fixing support, and the second limiting bump is arranged in the groove.

In order to solve the above problems, the present utility model also provides a vehicle including the steering column mounting structure as described in any one of the above.

Compared with the prior art, the utility model has the following beneficial effects:

according to the steering column installation structure, the installation support assembly is connected to the instrument board beam to provide an installation position for the steering column assembly, the two ends of the connection support assembly in the front-rear direction of the vehicle are respectively connected to the front wall of the vehicle body and the instrument board beam to achieve installation and fixation of the connection support assembly, and meanwhile, the connection support assembly and the instrument board beam are connected into an annular frame structure to improve the structural strength and stability of the steering column installation structure, reduce the risk of shaking of a steering wheel and further improve the modal performance of the steering wheel. In addition, one end, far away from the front wall of the automobile body, of the connecting support assembly is connected with the instrument board beam and is connected with the mounting support assembly, so that the rigidity of the steering column mounting structure at the annular frame structure is further improved, and the modal performance of the steering wheel is further improved. Moreover, the connecting bracket assembly is provided with the crumple structure, so that when the vehicle is impacted by the collision from the front, the connecting bracket assembly can crumple and deform at the crumple structure to absorb part of the collision impact force, and the energy absorption effect is achieved.

Drawings

FIG. 1 is a schematic view of a steering column mounting structure in an embodiment of the present utility model, assembled with a dashboard cross member and a front wall of a vehicle body;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

FIG. 3 is a schematic view of a partial structure of a second spacing bracket assembled with a second column fixing bracket according to an embodiment of the present utility model;

FIG. 4 is a schematic view of a steering column mounting structure according to an embodiment of the present utility model when assembled to a dashboard cross member;

FIG. 5 is a schematic structural view of a first connecting bracket according to an embodiment of the present utility model;

FIG. 6 is a schematic view of an exploded structure of a first connecting bracket according to an embodiment of the present utility model;

FIG. 7 is a schematic structural view of a first connecting bracket according to an embodiment of the present utility model;

FIG. 8 is a schematic structural view of a second connecting bracket according to an embodiment of the present utility model;

FIG. 9 is a schematic structural view of a first limiting bracket according to an embodiment of the present utility model;

FIG. 10 is a schematic structural view of a second limiting bracket according to an embodiment of the present utility model;

fig. 11 is a schematic structural view of a second limiting bracket according to another embodiment of the present utility model.

Reference numerals illustrate:

1. a connecting bracket assembly; 11. a first connection bracket; 111. a first connection bracket body; 112. a first flanging; 1112. a first shaped hole; 113. the first concave ribs; 12. a second connection bracket; 121. the second connecting bracket body; 122. a second flanging; 1211. a second shaped hole; 13. a third connecting bracket; 131. a first bracket portion; 1311. a through hole; 132. a second bracket portion; 1321. a first positioning hole; 133. an annular boss portion; 14. a crush structure; 2. a mounting bracket assembly; 21. a first mounting bracket; 22. a second mounting bracket; 3. the first limiting bracket; 31. a first bracket body; 32. a first limit bump; 4. the second limiting bracket; 41. a second bracket body; 411. a groove; 412. opening holes; 413. a mounting hole; 414. a second positioning hole; 42. the second limit bump; 421. convex ribs; 43. a third flanging;

500. a dashboard cross beam; 600. a steering column assembly; 610. a first column fixing bracket; 611. the first limit clamping groove; 620. a second column fixing bracket; 621. the second limit clamping groove; 700. the front wall of the vehicle body.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

The Z-axis in the drawing represents the vertical direction, i.e., the up-down position, and the forward direction of the Z-axis (i.e., the arrow of the Z-axis points) represents the up direction, and the reverse direction of the Z-axis represents the down direction; the X-axis in the drawing represents the horizontal direction and is designated as the front-rear position, and the forward direction of the X-axis represents the front side and the reverse direction of the X-axis represents the rear side; the Y-axis in the drawing is shown in a left-right position, and the forward direction of the Y-axis represents the left side and the reverse direction of the Y-axis represents the right side; it should also be noted that the foregoing Z-axis, Y-axis, and X-axis are meant to be illustrative only and not indicative or implying that the apparatus or component in question must be oriented, configured or operated in a particular orientation, and therefore should not be construed as limiting the utility model.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein.

Referring to fig. 1, an embodiment of the present utility model provides a steering column installation structure, which includes a connection bracket assembly 1 and a mounting bracket assembly 2, wherein the mounting bracket assembly 2 is used for being connected to a dashboard cross beam 500 and mounting a steering column assembly 600, one end of the connection bracket assembly 1 in the front-rear direction of a vehicle is used for being connected with a front wall 700 of the vehicle, the other end of the connection bracket assembly 1 in the front-rear direction is connected with the mounting bracket assembly 2 and the dashboard cross beam 500, the connection bracket assembly 1 and the dashboard cross beam 500 are connected into an annular frame structure, a crush structure 14 is provided on the connection bracket assembly 1, and the connection bracket assembly 1 is used for performing crush deformation at the crush structure 14.

The front-rear direction of the vehicle is the X-axis direction in fig. 1, and the left-right direction of the vehicle is the Y-axis direction in fig. 1, and the up-down direction of the vehicle is the Z-axis direction in fig. 1.

Specifically, the connecting bracket assembly 1 is generally in a frame structure, the front end of the connecting bracket assembly 1 is generally connected to the front wall 700 of the vehicle body in a welding manner, the rear end of the connecting bracket assembly 1 is also generally connected to the front end of the dashboard cross beam 500 and the mounting bracket assembly 2 in a welding manner, and the connecting bracket assembly 1 and the dashboard cross beam 500 together form a closed annular frame structure. The mounting bracket assembly 2 is generally sleeved on the instrument panel beam 500, and is welded and fixed with the instrument panel beam 500 by adopting a welding line. The steering column assembly 600 generally includes a self-contained mounting bracket (i.e., a first column mounting bracket 610 and a second column mounting bracket 620 described below) and a steering column secured to the mounting bracket, and the mounting bracket assembly 2 is detachably coupled to the self-contained mounting bracket of the steering column assembly 600 using fasteners such as bolts to effect mounting and securing of the steering column assembly 600 to the mounting bracket assembly 2. Furthermore, the connecting bracket assembly 1 is provided with a crush structure 14, and when the vehicle is impacted by a collision from the front, the connecting bracket assembly 1 can crush and deform at the crush structure 14 to absorb part of the collision impact force. The crush structure 14 may be a bending portion of the first connecting bracket 11 and the second connecting bracket 12 described later, or may be a concave rib structure disposed on the first connecting bracket 11 and the second connecting bracket 12 along the left-right direction, where the concave rib structure is similar to a crease on a folded paper, so that the connecting bracket assembly 1 can crush and deform at a designated portion (i.e., a concave rib structure).

In this embodiment, the mounting bracket assembly 2 may be connected to the instrument panel beam 500 to provide a mounting position for the steering column assembly 600, and the two ends of the connecting bracket assembly 1 along the front-rear direction of the vehicle are respectively connected to the front wall 700 of the vehicle body and the instrument panel beam 500 to realize the mounting and fixing of the connecting bracket assembly 1, and meanwhile, the connecting bracket assembly 1 and the instrument panel beam 500 are connected into an annular frame structure to improve the structural strength and stability of the steering column mounting structure, reduce the risk of steering wheel shake, and further improve the modal performance of the steering wheel. In addition, the end, far away from the front wall 700 of the vehicle body, of the connecting bracket assembly 1 is connected with the instrument board cross beam 500 and is connected with the mounting bracket assembly 2, so that the rigidity of the steering column mounting structure at the annular frame structure is further improved, and the modal performance of the steering wheel is further improved. Moreover, the crush structure 14 can be arranged on the connecting bracket assembly 1, so that when the vehicle is impacted by a collision from the front, the connecting bracket assembly 1 can crush and deform at the crush structure 14 to absorb part of the collision impact force, thereby playing a role in energy absorption.

Alternatively, as shown in fig. 1 and 4, the connecting bracket assembly 1 includes a first connecting bracket 11, a third connecting bracket 13 and a second connecting bracket 12 which are sequentially connected, the third connecting bracket 13 extends along the left-right direction of the vehicle and is connected with the front wall 700 of the vehicle body, the crush structure 14 is arranged on the first connecting bracket 11 and/or the second connecting bracket 12, the first connecting bracket 11 and the second connecting bracket 12 are oppositely arranged at two ends of the third connecting bracket 13 along the left-right direction and are respectively connected with the mounting bracket assembly 2, and one ends of the first connecting bracket 11 and the second connecting bracket 12, which are far away from the third connecting bracket 13, are respectively connected with the instrument panel beam 500.

Specifically, the front ends of the first and second connection brackets 11 and 12 are connected to the left and right ends of the third connection bracket 13, respectively, and the rear ends of the first and second connection brackets 11 and 12 are connected to not only the dash cross member 500, but also the mounting bracket assembly 2, respectively. The third connecting bracket 13 extends in a left-right direction of the vehicle and is connected to the front wall 700 of the vehicle body, and the first connecting bracket 11 and the second connecting bracket 12 extend in a front-rear direction of the vehicle and are disposed on left and right sides of the third connecting bracket 13, so that the connecting bracket assembly 1 is in a U-shaped or U-shaped frame structure as a whole. And crush structure 14 is disposed on first connecting stent 11 and/or second connecting stent 12, for example, at a middle portion of first connecting stent 11 and second connecting stent 12.

In this embodiment, the structure of the connection bracket assembly 1 can be simplified by designing the connection bracket assembly 1 to be a U-shaped or U-shaped-like frame structure formed by sequentially connecting the first connection bracket 11, the third connection bracket 13 and the second connection bracket 12, so that the processing and manufacturing are facilitated. Further, the crush structure 14 is provided on the first and second connection brackets 11 and 12 extending in the substantially front-rear direction, so that the crush deformation of the connection bracket assembly 1 is realized by the bending deformation of the first and second connection brackets 11 and 12 in the front-rear direction, and the energy absorbing effect of the connection bracket assembly 1 is realized.

Optionally, as shown in connection with fig. 5, the upper end surface of the third connecting bracket 13 has an arch structure.

Specifically, the upper end surface of the third connecting bracket 13 is an end surface of the third connecting bracket 13 in the Z-axis forward direction in fig. 4, and is also an end surface of the third connecting bracket 13 facing upward in the vehicle up-down direction. The upper end surface of the third connecting bracket 13 has an arch structure, and the lower end surface of the third connecting bracket 13 may have an arch structure corresponding to the upper end surface, at this time, the whole third connecting bracket 13 may have an arch bridge shape, and the lower end surface of the third connecting bracket 13 may have a plane structure parallel to a horizontal plane, as shown in fig. 5, at this time, the height of the third connecting bracket 13 gradually decreases from the middle portion of the third connecting bracket 13 to the left and right ends of the third connecting bracket 13, wherein the height of the third connecting bracket 13 refers to the dimension of the third connecting bracket 13 in the up-down direction of the vehicle.

In this embodiment, the upper end surface of the third connecting bracket 13 is configured as an arch structure, so as to improve the rigidity of the third connecting bracket 13 in the front-rear direction of the vehicle, and ensure the stability when the third connecting bracket 13 is connected with the front wall 700 of the vehicle body.

Further, as shown in fig. 1, 5 and 6, the third connecting bracket 13 includes a first bracket portion 131, a second bracket portion 132 and an annular boss portion 133, a through hole 1311 for a fastener to pass through is provided in the first bracket portion 131, a first positioning hole 1321 is provided in the second bracket portion 132, the annular boss portion 133 is provided around the first positioning hole 1321 and is connected to a side of the second bracket portion 132 facing away from the first bracket portion 131, and the third connecting bracket 13 is used for positioning connection with the front wall 700 of the vehicle body at the first positioning hole 1321 through the fastener.

In this embodiment, the first bracket portion 131 and the second bracket portion 132 are generally welded together, and the bracket body of the third connecting bracket 13 is welded to the front body panel 700 after the first bracket portion 131 and the second bracket portion 132 are splice welded together. When the third connecting bracket 13 is assembled to the front body panel 700, fastening bolts may be sequentially passed through the through holes 1311, the first positioning holes 1321, and corresponding holes on the front body panel 700 and tightened to pre-position the third connecting bracket 13, thereby facilitating the welding operation, and then the third connecting bracket 13 is welded on the front body panel 700. In this process, the fastening bolt completely passes through the through hole 1311, so that the nut of the fastening bolt is located in the cavity surrounded by the first bracket portion 131 and the second bracket portion 132, so as to avoid the fastening bolt from affecting the assembly of other components around the connection bracket assembly 1, and the annular boss portion 133 is covered on the fastening bolt, so that the setting of the annular boss portion 133 not only can increase the rigidity of the third connection bracket 13, but also can protect the fastening bolt.

Alternatively, as shown in fig. 4, the first connecting bracket 11 and the second connecting bracket 12 are V-shaped structures which are arranged with openings facing the upper side of the vehicle, and the bent parts of the V-shaped structures form a crumple structure 14.

In this embodiment, the first connection bracket 11 and the second connection bracket 12 are bent to form a V-shaped or V-shaped structure with an upward opening, and the bent portion of the V-shaped or V-shaped structure forms the crumple structure 14. Therefore, the energy absorption effect is realized by utilizing the crumple deformation of the V-shaped or V-shaped-like first connecting bracket 11 and the V-shaped-like second connecting bracket 12 at the bending part, the life safety of a driver is protected to the greatest extent, and the structure is simple and the processing and the manufacturing are easy.

Further, as shown in fig. 4 and 7, a first concave rib 113 is disposed on a side surface of the first connecting bracket 11 facing the second connecting bracket 12, the first concave rib 113 is concavely disposed along a left-right direction facing away from the second connecting bracket 12 and corresponds to the crush structure 14 on the first connecting bracket 11, and/or a second concave rib is disposed on a side surface of the second connecting bracket 12 facing the first connecting bracket 11, and the second concave rib is concavely disposed along a left-right direction facing away from the first connecting bracket 11 and corresponds to the crush structure 14 on the second connecting bracket 12.

In this way, during the collision process, the first connecting bracket 11 and/or the second connecting bracket 12 can further collapse and deform at the corresponding concave ribs, thereby further playing a role in energy absorption; moreover, the concave ribs are arranged on the first connecting bracket 11 and/or the second connecting bracket 12 at the positions corresponding to the crumple structures 14, so that the first connecting bracket 11 and/or the second connecting bracket 12 can be crumple and deform at the appointed positions (namely, the crumple structures 14), and the energy absorption effect is realized.

Further, as shown in fig. 7, the first connecting bracket 11 includes a first connecting bracket body 111 and a first flange 112, the first concave rib 113 is disposed on the first connecting bracket body 111, and the first flange 112 is disposed along an edge of the first connecting bracket body 111 and is located at a side of the first connecting bracket body 111 facing away from the second connecting bracket 12. The arrangement is such that the first flange 112 is used to improve the Z-directional rigidity of the first connecting bracket 11 (i.e., the rigidity of the first connecting bracket 11 in the up-down direction) and reduce the risk of up-down shake of the steering wheel.

Further, as shown in fig. 8, the second connecting bracket 12 includes a second connecting bracket body 121 and a second flange 122, the second concave rib is disposed on the second connecting bracket body 121, and the second flange 122 is disposed along an edge of the second connecting bracket body 121 and is located at a side of the second connecting bracket body 121 facing away from the first connecting bracket 11. The arrangement is such that the second flange 122 is used to improve the Z-directional rigidity of the second connecting bracket 12 (i.e., the rigidity of the second connecting bracket 12 in the up-down direction) and reduce the risk of up-down steering wheel shake.

Further, as shown in fig. 7 and 8, the first connection bracket body 111 is provided with a first shaped hole 1112, and/or the second connection bracket body 121 is provided with a second shaped hole 1211. Thus, the special-shaped holes can play a role in reducing weight, and can also play a role in improving the crumple energy absorption performance in the collision process, so that the first connecting bracket 11 and/or the second connecting bracket 12 can crumple and deform in the collision process.

Further, as shown in fig. 4, the mounting bracket assembly 2 includes a first mounting bracket 21 and a second mounting bracket 22, where the first mounting bracket 21 and the second mounting bracket 22 are respectively connected to the first connecting bracket 11 and the second connecting bracket 12, and are respectively sleeved on the instrument board cross beam 500.

In this embodiment, as shown in fig. 4, in one example, the first mounting bracket 21 and the second mounting bracket 22 may be disposed between the first connection bracket 11 and the second connection bracket 12, that is, the first mounting bracket 21 is located on the left side of the first connection bracket 11, and the second mounting bracket 22 is located on the right side of the second connection bracket 12; in another example, the first connection bracket 11 and the second connection bracket 12 may be disposed between the first mounting bracket 21 and the second mounting bracket 22, that is, the first mounting bracket 21 is located on the right side of the first connection bracket 11, and the second mounting bracket 22 is located on the left side of the second connection bracket 12. Moreover, the first and second mounting brackets 21 and 22 are provided with bolt connection holes, and the first and second mounting brackets 21 and 22 are bolt-connected with the first and second column fixing brackets 610 and 620 of the steering column assembly 600 at the bolt connection holes, so that the steering column assembly 600 is mounted and fixed on the mounting bracket assembly 2.

Optionally, as shown in fig. 1 and 4, the steering column installation structure further includes a first limiting bracket 3, two ends of the first limiting bracket 3 along the left-right direction of the vehicle are respectively connected with the connecting bracket assembly 1, and the first limiting bracket 3 is located in a space surrounded by the annular frame structure and is used for positioning the steering column assembly 600; and/or the steering column mounting structure further comprises a second limiting bracket 4, wherein the second limiting bracket 4 is used for being connected to one side of the instrument board beam 500, which is away from the connecting bracket assembly 1, and used for positioning the steering column assembly 600.

In this embodiment, the first limiting bracket 3 is generally parallel to the axis of the instrument panel cross member 500 and is located between the first connecting bracket 11 and the second connecting bracket 12, more specifically, between the first mounting bracket 21 and the second mounting bracket 22, and the left and right ends of the first limiting bracket 3 are generally fixedly connected with the first connecting bracket 11 and the second connecting bracket 12 of the connecting bracket assembly 1 by welding. The second limiting bracket 4 is generally perpendicular to the axis of the instrument panel beam 500, and the front end of the second limiting bracket 4 is generally fixedly connected with the rear end of the instrument panel beam 500 in a welding manner, while the rear end of the second limiting bracket 4 is detachably connected with the instrument panel. In this way, when the steering column assembly 600 is assembled to the steering column installation structure, the steering column assembly 600 can be fixed on the first limit bracket 3 and/or the second limit bracket 4 at first so as to position the steering column assembly 600, thereby conveniently fixing the steering column assembly 600 on the installation bracket assembly 2 through bolts, and improving convenience and efficiency in assembly; moreover, the first limiting support 3 can further enhance the rigidity of the annular frame structure, so that the modal performance of the steering wheel is further improved.

Alternatively, as shown in fig. 2 and 9, the first limiting bracket 3 includes a first bracket body 31 and a first limiting projection 32, where the first bracket body 31 is parallel to the axis of the instrument board beam 500, two ends of the first bracket body 31 along the left-right direction are respectively connected with the connecting bracket assembly 1, a first limiting slot 611 is provided on a first column fixing bracket 610 of the steering column assembly 600, the first limiting projection 32 is connected to one side of the first bracket body 31 facing the instrument board beam 500 and is used for being inserted into the first limiting slot 611, so that the first column fixing bracket 610 is suspended on the first limiting projection 32.

In this embodiment, the left and right ends of the first bracket body 31 are respectively connected to the first mounting bracket 21 and the second mounting bracket 22, and the first limiting bump 32 is connected to the rear end of the first bracket body 31. When the steering column assembly 600 is assembled, the first limit bump 32 can be inserted into the first limit clamping groove 611 on the first column fixing support 610, so that the first column fixing support 610 is hung on the first limit bump 32, and the steering column assembly 600 is hung on the first limit support 3, so that the steering column assembly 600 can be limited and supported by the first limit support 3, an operator can perform the operation of fastening bolts by two hands without having to vacate one hand to hold the steering column assembly 600, the convenience and efficiency of the assembly operation are improved to a large extent, and the working strength of the operator and the dropping risk of the steering column are reduced.

Alternatively, as shown in fig. 9, the middle portion of the first bracket body 31 is convexly disposed toward the upper side of the vehicle, and the first limit bump 32 is connected to the middle portion of the first bracket body 31. By the arrangement, the first bracket body 31 forms a stepped structure at the middle position, so that the local rigidity of the first bracket body 31 and even the first limiting bracket 3 can be improved, and the stability of the steering column assembly 600 when being hung on the first limiting bracket 3 is ensured.

Further, the cross section of the first holder body 31 is L-shaped. That is, the first bracket body 31 has an L-shaped structure, so as to simplify the structure of the first limiting bracket 3 under the condition of ensuring that the first bracket body 31 has a certain rigidity, and facilitate processing and manufacturing.

Optionally, as shown in fig. 3 and 10, the second limiting bracket 4 includes a second bracket body 41 and a second limiting bump 42, where the second bracket body 41 is connected to the instrument board beam 500, the second pipe column fixing bracket 620 of the steering pipe column assembly 600 is provided with a second limiting slot 621, and the second limiting bump 42 is connected to a side of the second bracket body 41 facing the second pipe column fixing bracket 620 and is used for being inserted into the second limiting slot 621, so that the second pipe column fixing bracket 620 is suspended on the second limiting bump 42.

In this embodiment, the front end of the second bracket body 41 is connected to the instrument panel cross member 500, the first mounting bracket 21 is connected to the second mounting bracket 22, and the first limit bump 32 is connected to the rear end of the first bracket body 31. When the steering column assembly 600 is assembled, the second limiting lug 42 can be inserted into the second limiting clamping groove 621 on the second column fixing support 620, so that the second column fixing support 620 is hung on the second limiting lug 42, and the steering column assembly 600 is hung on the second limiting support 4, so that the steering column assembly 600 can be limited and supported by the second limiting support 4, an operator can perform the bolt fastening operation by two hands without having to vacate one hand to hold the steering column assembly 600, the convenience and efficiency of the assembling operation are improved to a large extent, and the working strength of the operator and the dropping risk of the steering column are reduced. Moreover, on the basis that the steering column assembly 600 is hung on the first limiting support 3, the steering column assembly 600 is also hung on the second limiting support 4, so that the stability of the steering column assembly 600 during hanging is further ensured, and the dropping risk of the steering column is further reduced.

Further, as shown in connection with fig. 10 and 11, the second limiting bump 42 has a Z-shaped, L-shaped or T-shaped structure.

In this embodiment, when the second limiting bump 42 is in a Z-shaped structure, one of two horizontal sections of the Z-shaped structure is connected to the second bracket body 41, and the second pipe column fixing bracket 620 is suspended on the other horizontal section of the Z-shaped structure; when the second limiting bump 42 is in an L-shaped structure, the vertical section of the L-shaped structure is connected to the second bracket body 41, and the second pipe column fixing bracket 620 is suspended on the horizontal section of the L-shaped structure; when the second limiting bump 42 is in a T-shaped structure, the vertical section of the T-shaped structure is connected to the second bracket body 41, and the second pipe column fixing bracket 620 is suspended on the horizontal section of the T-shaped structure. The arrangement can prevent the second pipe column fixing support 620 from rotating when being hung on the second limiting protruding block 42, and ensure that the second limiting protruding block 42 has certain rigidity.

Further, as shown in fig. 11, the second limiting bump 42 is provided with a rib 421. So set up, in order to further promote the rigidity of second spacing lug 42, guarantee the steadiness when steering column assembly 600 articulates on second spacing support 4. In addition, the rib 421 can extend from the second limiting bump 42 to the second bracket body 41, so as to improve the rigidity of the connection between the second limiting bump 42 and the second bracket body 41, and reduce the risk of breakage of the second limiting bump 42.

Alternatively, as shown in fig. 2 and 10, a groove 411 is provided on a side of the second bracket body 41 facing the second column fixing bracket 620, and the second limiting protrusion 42 is provided in the groove 411.

In this embodiment, the groove 411 is generally disposed at the middle portion of the second bracket body 41, and the groove 411 is disposed such that the middle portion of the second bracket body 41 is recessed upward to form a structure similar to a concave rib, that is, the disposition of the groove 411 on the second bracket body 41 is also equivalent to disposition of a concave rib structure on the second bracket body 41. On this basis, the second limiting bump 42 is arranged in the groove 411, that is, one end of the second limiting bump 42 is connected to the bottom wall of the groove 411, and the other end of the second limiting bump is inserted into the second limiting slot 621, so as to promote the local rigidity of the second limiting bracket 4 at the second limiting bump 42, and ensure the stability of the steering column assembly 600 when being hung on the second limiting bracket 4.

Further, as shown in fig. 10 and 11, an opening 412 is formed on the bottom wall of the recess 411, and an end of the second limiting protrusion 42 away from the second limiting slot 621 is connected to the edge of the opening 412.

In this way, in practical application, the bottom wall of the groove 411 may be cut to form the opening 412, and the cut portion is bent downward to form the second limit bump 42 in a Z shape or an L shape, so that the material consumption can be saved and the cost can be reduced.

Further, as shown in fig. 10, the second bracket body 41 is provided with a mounting hole 413 at an end thereof remote from the dash cross-member 500, and the second bracket body 41 is adapted to be connected to the dash panel at the mounting hole 413 by a fastener. In this way, on the basis that the front end of the second spacing bracket 4 is connected with the instrument panel cross beam 500, the rear end of the second spacing bracket 4 is also connected with the instrument panel, so as to further improve the stability of the steering column mounting structure.

Further, as shown in fig. 10, the end of the second bracket body 41 far from the instrument panel beam 500 is further provided with a second positioning hole 414, and the second bracket body 41 is used for being connected with the instrument panel in a positioning way through a fastener at the second positioning hole 414. In this way, the second positioning hole 414 can be used to position and connect the second limiting support 4 with the instrument panel, and then the second limiting support is connected with the instrument panel through the mounting hole 413 by bolts, so that convenience and efficiency in assembly are improved.

Further, as shown in fig. 10 and 11, the second bracket body 41 is provided with third flanges 43 on both sides in the left-right direction of the vehicle, and the third flanges 43 are located on the side of the second bracket body 41 facing away from the second limit bump 42. So set up to utilize third turn-ups 43 to improve the whole rigidity of second spacing support 4, reduce the steering column and take place the risk that drops.

Another embodiment of the present utility model provides a vehicle including the steering column mounting structure described above.

In this embodiment, the vehicle further includes an instrument panel beam 500, a steering column assembly 600 and a front body 700, the front end of the connecting bracket assembly 1 of the steering column mounting structure is connected to the front body 700, the rear end of the connecting bracket assembly 1 is connected to the instrument panel beam 500 and the mounting bracket assembly 2, and the mounting bracket assembly 2 is connected to the instrument panel beam 500, and the steering column assembly 600 is mounted to the mounting bracket assembly 2. In addition, the beneficial effects of the vehicle in this embodiment with respect to the prior art are the same as those of the steering column installation structure described above, and will not be described here again.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the scope of the utility model.

Claims (10)

1. The utility model provides a steering column mounting structure, its characterized in that, including linking bridge assembly (1) and installing support assembly (2), installing support assembly (2) are used for connecting in instrument board crossbeam (500) to install steering column assembly (600), linking bridge assembly (1) are used for being connected with enclose (700) before the automobile body along the one end of fore-and-aft direction of vehicle, linking bridge assembly (1) are followed the other end of fore-and-aft direction with installing support assembly (2) with instrument board crossbeam (500) are connected, just linking bridge assembly (1) with instrument board crossbeam (500) are connected into annular frame structure, be equipped with on linking bridge assembly (1) and collapse structure (14), linking bridge assembly (1) are used for taking place to collapse deformation in collapse structure (14) department.

2. The steering column mounting structure according to claim 1, wherein the connecting bracket assembly (1) comprises a first connecting bracket (11), a third connecting bracket (13) and a second connecting bracket (12) which are sequentially connected, the third connecting bracket (13) extends in the left-right direction of the vehicle and is connected with the front wall (700) of the vehicle body, the crumple structure (14) is arranged on the first connecting bracket (11) and/or the second connecting bracket (12), the first connecting bracket (11) and the second connecting bracket (12) are oppositely arranged at two ends of the third connecting bracket (13) in the left-right direction and are respectively connected with the mounting bracket assembly (2), and one ends of the first connecting bracket (11) and the second connecting bracket (12), which are far away from the third connecting bracket (13), are respectively connected with the instrument panel beam (500).

3. A steering column mounting arrangement according to claim 2, in which the upper end face of the third connecting bracket (13) is of an arch configuration.

4. The steering column mounting structure according to claim 2, wherein the first connection bracket (11) and the second connection bracket (12) have a V-shaped structure provided with an opening toward an upper side of the vehicle, and a bent portion of the V-shaped structure constitutes the crush structure (14).

5. The steering column mounting structure according to claim 1, further comprising a first limit bracket (3), wherein both ends of the first limit bracket (3) in a left-right direction of the vehicle are respectively connected with the connecting bracket assembly (1), and the first limit bracket (3) is located in a space surrounded by the annular frame structure and is used for positioning the steering column assembly (600);

and/or, still include second spacing support (4), second spacing support (4) are used for connecting in instrument board crossbeam (500) deviate from the one side of linking bridge assembly (1) to be used for carrying out the location to steering column assembly (600).

6. The steering column mounting structure according to claim 5, wherein the first limit bracket (3) includes a first bracket body (31) and a first limit projection (32), the first bracket body (31) is disposed parallel to an axis of the instrument panel beam (500), both ends of the first bracket body (31) along the left-right direction are respectively connected with the connecting bracket assembly (1), a first limit clamping groove (611) is provided on a first column fixing bracket (610) of the steering column assembly (600), the first limit projection (32) is connected to a side of the first bracket body (31) facing the instrument panel beam (500), and is configured to be inserted into the first limit clamping groove (611) so that the first column fixing bracket (610) is suspended on the first limit projection (32).

7. The steering column mounting structure according to claim 6, wherein a middle portion of the first bracket body (31) is provided protruding upward of the vehicle, and the first limit bump (32) is connected to the middle portion of the first bracket body (31).

8. The steering column mounting structure according to claim 5, wherein the second limit bracket (4) includes a second bracket body (41) and a second limit projection (42), the second bracket body (41) is connected with the instrument panel cross beam (500), a second limit clamping groove (621) is provided on a second column fixing bracket (620) of the steering column assembly (600), the second limit projection (42) is connected to a side of the second bracket body (41) facing the second column fixing bracket (620), and is used for being inserted into the second limit clamping groove (621) so that the second column fixing bracket (620) is suspended on the second limit projection (42).

9. The steering column mounting structure according to claim 8, wherein a groove (411) is provided on a side of the second bracket body (41) facing the second column fixing bracket (620), and the second limit projection (42) is provided in the groove (411).

10. A vehicle comprising the steering column mounting structure according to any one of claims 1 to 9.