Adjusting structure of a steering column for a commercial vehicle

Abstract

This invention relates to the field of commercial vehicle steering column technology, specifically disclosing an adjustment structure for a commercial vehicle steering column. The structure utilizes an angle adjustment component to drive the steering column body to rotate, and a sliding fit structure between a sliding seat and a sliding groove allows the steering column body to achieve a large rotational stroke under the drive of the angle adjustment component. Specifically, the angle adjustment component employs a lead screw drive structure. A first driving member drives a first lead screw to extend and retract, thereby pushing the steering column body to rotate around its hinge point. Because the first lead screw has a long extension and retraction stroke, and the lever arm between the hinge point of the steering column body and the connection point of the angle adjustment component can be optimized to a shorter distance, a small extension and retraction of the lead screw can be converted into a large angle change. Simultaneously, the longer first lead screw stroke further amplifies the angle adjustment range to adapt to different driving needs and driver maneuverability.

Description

Technical Field

[0001] This invention relates to the field of commercial vehicle steering column technology, and more particularly to an adjustment structure for a commercial vehicle steering column. Background Technology

[0002] The steering column is a crucial component of a commercial vehicle's steering system, connecting the steering wheel and steering gear. When the driver turns the steering wheel, the steering column rotates accordingly. Through the steering knuckle and intermediate steering shaft, the steering torque is transmitted to the input shaft of the steering gear. The rotation of the input shaft is converted into reciprocating or linear motion by the rack and pinion steering gear, pushing or pulling the steering lever system and steering knuckle, causing the steering wheels to deflect at a certain angle. With increasing demands for vehicle ride comfort and driving safety, the steering column needs to be multi-directionally adjustable. This means the steering column should be adjustable both axially along its axis and angularly along its lower mounting axis, allowing the steering wheel to be positioned optimally for the driver.

[0003] The adjustment angle of existing commercial vehicle steering column structures is typically limited, mostly between 10° and 30°. This narrow adjustment range restricts the position the driver can adjust the steering wheel during daily driving, making it difficult to adjust it to a lower, more comfortable position like in passenger cars, thus affecting driving comfort to some extent. Furthermore, when the vehicle is stationary, the steering wheel cannot be adjusted forward to a near-horizontal position to provide more legroom and facilitate driver entry and exit, further limiting maneuverability.

[0004] Therefore, there is an urgent need for an adjustment structure for the steering column of commercial vehicles to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide an adjustment structure for the steering column of a commercial vehicle, which can effectively improve the adjustment angle of the steering column to adapt to different driving needs and driver passability.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] This invention provides an adjustment structure for a commercial vehicle steering column, comprising:

[0008] Steering column body, the steering column body being used to connect the steering wheel;

[0009] A sliding seat, wherein the steering column body is disposed inside the sliding seat and the steering column body is hinged to the sliding seat;

[0010] A fixed bracket is provided with a sliding groove, and the sliding seat is slidably disposed within the sliding groove;

[0011] An angle adjustment assembly includes a first lead screw, a first nut, and a first drive member. The first lead screw is threaded to the first nut and hinged to the steering column body. The first drive member can drive the first nut to rotate so that the first lead screw can move linearly along its axis, thereby driving the steering column body to rotate.

[0012] A length adjustment component is provided, which drives the sliding seat to move the steering column body along the slide groove.

[0013] As a preferred technical solution for the adjustment structure of the aforementioned commercial vehicle steering column, the angle adjustment assembly further includes a hinge seat and a pin. The hinge seat is fixedly disposed at one end of the first lead screw, the steering column body has a protruding connecting part, and the pin passes through the hinge seat and the connecting part so that the connecting part is hinged to the hinge seat.

[0014] As a preferred technical solution for the adjustment structure of the aforementioned commercial vehicle steering column, the hinge seat includes a base plate, a first side plate, and a second side plate. The first side plate and the second side plate are disposed on opposite sides of the base plate, and the connecting part is disposed between the first side plate and the second side plate. The pin passes through the first side plate, the connecting part, and the second side plate in sequence.

[0015] As a preferred technical solution for the adjustment structure of the aforementioned commercial vehicle steering column, the sliding seat has two side walls, which are opposite to each other and spaced apart. The steering column body is disposed between the two side walls, and the steering column body has at least one hinge end, which is rotatably connected to the side wall.

[0016] As a preferred technical solution for the adjustment structure of the aforementioned commercial vehicle steering column, the fixed bracket has two guide plates, which are arranged opposite to each other and spaced apart. The two guide plates are arranged in a one-to-one correspondence with the two side walls, and each guide plate has a limiting flange protruding on its opposite sides. The side wall is arranged between the two limiting flanges.

[0017] As a preferred technical solution for the adjustment structure of the above-mentioned commercial vehicle steering column, the adjustment structure of the commercial vehicle steering column further includes a support shaft and a slider. The guide plate has an elongated slot, the slider is slidably disposed in the elongated slot, the support shaft passes through the sliding seat and the elongated slot in sequence and is fixedly connected to the slider, and the first driving member is fixedly disposed on the support shaft.

[0018] As a preferred technical solution for the adjustment structure of the above-mentioned commercial vehicle steering column, the extension lines of the central axis of the first lead screw, the central axis of the steering column body, and the central axis of the sliding seat together form a triangular region, and the central axis of the first lead screw and the central axis of the steering column body are always set at an angle.

[0019] As a preferred technical solution for the adjustment structure of the aforementioned commercial vehicle steering column, the length adjustment component includes a second lead screw, a second nut, and a second drive member. The second lead screw is threadedly connected to the second nut, and one end of the second lead screw is connected to the sliding seat. The second drive member can drive the second nut to rotate, causing the second lead screw to move linearly along its axial direction, thereby moving the sliding seat.

[0020] As a preferred technical solution for the adjustment structure of the steering column of the aforementioned commercial vehicle, both the first driving component and the second driving component are servo motors.

[0021] As a preferred technical solution for the adjustment structure of the above-mentioned commercial vehicle steering column, the adjustment structure of the commercial vehicle steering column further includes a control unit, a first position sensor and a second position sensor. The control unit converts the angular motion parameters of the steering column body into linear motion parameters of the first lead screw according to the detection signal of the first position sensor, and controls the first drive component to move. The control unit responds to the detection signal of the second position sensor to control the second drive component to move.

[0022] The beneficial effects of this invention are as follows:

[0023] This invention provides an adjustment structure for a commercial vehicle steering column. The adjustment structure includes a steering column body, a sliding seat, a fixed bracket, an angle adjustment component, and a length adjustment component. The steering column body is connected to the steering wheel and is disposed inside the sliding seat, hinged to it. The fixed bracket has a groove, and the sliding seat is slidably disposed within the groove. The angle adjustment component includes a first lead screw, a first nut, and a first driving member. The first lead screw is threaded to the first nut and hinged to the steering column body. The first driving member drives the first nut to rotate, causing the first lead screw to move linearly along its axial direction, thereby rotating the steering column body. The length adjustment component drives the sliding seat to move the steering column body along the groove. This configuration, by independently driving the steering column body to rotate using the angle adjustment component, combined with the sliding fit between the sliding seat and the groove, allows the steering column body to achieve a large rotational stroke under the drive of the angle adjustment component. Specifically, the angle adjustment component employs a lead screw drive structure, where the first driving member drives the first lead screw to extend and retract, thereby pushing the steering column body to rotate around its hinge point. Because the first lead screw has a long extension stroke, and the lever arm between the hinge point of the steering column body and the connection point of the angle adjustment component can be optimized to a shorter distance, a small extension of the lead screw can be converted into a large angle change. Simultaneously, the longer first lead screw stroke further amplifies the angle adjustment range. Actual measurements show that the steering column body angle adjustment range of this embodiment is 45°-55°, far superior to the typical 10° to 30° adjustment range of traditional steering columns, fully meeting the personalized steering wheel angle needs of users with different heights and driving habits. Furthermore, the lead screw pair has a self-locking characteristic, maintaining the current angle position after the first drive component stops working, eliminating the need for an additional locking mechanism. The smoothness and controllability of the lead screw transmission ensure a shock-free and vibration-free adjustment process, improving comfort and safety during adjustment. In addition, the sliding seat is slidably mounted within the groove of the fixed bracket, and the steering column body is hinged to the inner side of the sliding seat. Both the angle adjustment component and the height adjustment component are arranged around the sliding seat and the fixed bracket, resulting in a compact overall structure that occupies little space. While ensuring a large-angle adjustment capability, it reduces the number of parts and assembly complexity, which is conducive to vehicle lightweighting and cost control. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the adjustment structure of the steering column for commercial vehicles provided by the present invention.

[0025] in:

[0026] 100. Steering column body; 101. Steering spindle; 102. Housing;

[0027] 1. Sliding seat;

[0028] 2. Fixed bracket; 21. Guide plate; 211. Long slot hole;

[0029] 3. Angle adjustment assembly; 31. First lead screw; 32. Hinge seat; 33. Pin;

[0030] 4. Length adjustment component; 5. Connecting part; 6. Limiting flange; 7. Support shaft; 8. Slider. Detailed Implementation

[0031] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0032] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0033] Unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and connections within two components or interactions between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0034] Unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0035] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0036] like Figure 1 As shown, this embodiment provides an adjustment structure for a commercial vehicle steering column. The adjustment structure includes: a steering column body 100, a sliding seat 1, a fixed bracket 2, an angle adjustment component 3, and a length adjustment component 4. The steering column body 100 is used to connect to the steering wheel. The steering column body 100 is disposed inside the sliding seat 1 and is hinged to the sliding seat 1. The fixed bracket 2 is rigidly connected to the body-in-white and serves to fix the steering column. The fixed bracket 2 is provided with a sliding groove, and the sliding seat 1 is slidably disposed in the sliding groove. The angle adjustment component 3 includes a first lead screw 31, a first nut, and a first driving member. The first lead screw 31 is threaded to the first nut and is hinged to the steering column body 100. The first driving member can drive the first nut to rotate, causing the first lead screw 31 to move linearly along its axial direction, thereby driving the steering column body 100 to rotate. The length adjustment component 4 is used to drive the sliding seat 1 to move the steering column body 100 along the sliding groove. Furthermore, the steering column body 100 includes a steering spindle 101 and a housing 102. The steering spindle 101 is built into the housing 102 and is connected to the housing 102 via a bearing. The housing 102 is hinged to the sliding seat 1.

[0037] This configuration, by independently driving the steering column body 100 to rotate through the angle adjustment component 3, and combined with the sliding fit structure between the sliding seat 1 and the sliding groove, allows the steering column body 100 to achieve a large rotational stroke under the drive of the angle adjustment component 3. Specifically, the angle adjustment component 3 adopts a lead screw drive structure, where the first lead screw 31 is driven to extend and retract by the first drive member, thereby pushing the steering column body 100 to rotate around its hinge point. Because the first lead screw 31 has a long extension and retraction stroke, and the lever arm between the hinge point of the steering column body 100 and the connection point of the angle adjustment component 3 can be optimized to a shorter distance, a small extension and retraction of the lead screw can be converted into a large angle change. Simultaneously, the longer stroke of the first lead screw 31 further amplifies the angle adjustment range. Actual measurements show that the angle adjustment range of the steering column body 100 in this embodiment is 45°-60°, far superior to the typically limited 10° to 30° adjustment range of traditional steering columns, fully meeting the personalized steering wheel angle needs of users with different heights and driving habits.

[0038] Meanwhile, the lead screw pair has a self-locking characteristic, maintaining the current angle position after the first driving component stops working, without the need for an additional locking mechanism. Actual tests show that the locking force exceeds 1000N, and the smoothness and controllability of the lead screw transmission ensure a shock-free and vibration-free adjustment process, improving comfort and safety. Furthermore, the sliding seat 1 is slidably mounted within the groove of the fixed bracket 2, and the steering column body 100 is hinged to the inner side of the sliding seat 1. Both the angle adjustment component 3 and the height adjustment component are arranged around the sliding seat 1 and the fixed bracket 2, resulting in a compact overall structure with minimal space occupation. While ensuring a large-angle adjustment capability, it reduces the number of parts, lowers assembly complexity, and contributes to vehicle lightweighting and cost control.

[0039] It is important to note that in this embodiment, the length adjustment function and the angle adjustment function are performed by two independent components. Specifically, the length adjustment component 4 drives the sliding seat 1 to move along the slide groove of the fixed bracket 2, thereby moving the steering column body 100 as a whole; the angle adjustment component 3 independently drives the steering column body 100 to rotate relative to the sliding seat 1. The two are mechanically independent, and their adjustment processes do not interfere with each other, achieving decoupled control of height and angle. Drivers can adjust the length of the steering column body 100 first and then the angle, or adjust them simultaneously, according to their needs, without the need for complex sequential operations, significantly improving the user experience. Actual measurements show that the adjustable length of the first driving component is 80mm-140mm, the length range of the sliding seat 1 is controlled within 120mm-200mm, and the length range of the steering spindle 101 is controllable within 120mm-250mm.

[0040] It should be noted that the angle adjustment range of the steering column body 100 in this embodiment is determined by the stroke of the first lead screw 31 and the length of the hinge arm. By selecting first lead screws 31 with different stroke specifications and optimizing the layout of the hinge point position, for example, by bringing the connection point between the angle adjustment component 3 and the steering column body 100 closer to the rotation axis of the steering column body 100, the lever arm can be reduced, thereby flexibly achieving different angle adjustment ranges. This modular design concept enables the present invention to adapt to the needs of various vehicle types, from passenger cars to large construction machinery, and has strong versatility and adaptability.

[0041] Furthermore, both the first and second drive components are servo motors. Servo motors have high-precision speed and position control, fast dynamic response, and excellent overload capacity, so as to achieve precise and rapid adjustment of the steering column body within a 100° angle range, thereby improving the stability, reliability, and automation level of the angle adjustment process.

[0042] Optionally, the angle adjustment assembly 3 also includes a hinge seat 32 and a pin 33. The hinge seat 32 is fixedly mounted on one end of the first lead screw 31. The steering column body 100 has a protruding connecting part 5. The pin 33 passes through the hinge seat 32 and the connecting part 5, so that the connecting part 5 is hinged to the hinge seat 32. Through this hinge structure, the linear motion output by the first lead screw 31 during extension and retraction is converted into torque on the steering column body 100, driving the steering column body 100 to rotate around its hinge point with the sliding seat 1. During extension and retraction, the first lead screw 31 can automatically adapt to the change in the angle between itself and the steering column body 100, effectively avoiding the problems of bending, jamming, or additional bending moment that may be caused by rigid connection. This ensures the smoothness and response speed of angle adjustment, as well as the reliability of the transmission system, and improves the driver's operating experience. At the same time, this hinge structure uses a pin 33 connection method. During assembly, it is only necessary to align the hinge seat 32 with the connecting part 5 and insert the pin 33. This makes disassembly and assembly convenient and helps to reduce assembly difficulty and maintenance costs.

[0043] Of course, in other embodiments, one end of the first lead screw 31 may also be provided with a ball joint, and the connecting part 5 is provided with a ball socket corresponding to the ball joint to form a ball hinge connection.

[0044] Specifically, this embodiment provides the following technical solution: the hinge seat 32 includes a base plate, a first side plate and a second side plate. The first side plate and the second side plate are disposed on opposite sides of the base plate to form a U-shaped structure. The opening of the U-shaped structure faces the connecting part 5. The connecting part 5 is disposed between the first side plate and the second side plate. The pin 33 passes through the first side plate, the connecting part 5 and the second side plate in sequence.

[0045] This U-shaped hinge seat 32 ensures that both sides of the connecting part 5 are supported by the first and second side plates, forming a double-sided supported hinge pair. Compared with a single-sided cantilever hinge structure, the U-shaped structure effectively balances the thrust and tension forces generated by the extension and retraction of the first lead screw 31 on the hinge point, preventing the pin shaft 33 from bending or wearing due to unilateral force, significantly improving the load-bearing capacity, impact resistance, and long-term reliability of the hinge connection. Simultaneously, the connecting part 5 is housed within the space between the first and second side plates, which provide lateral restraint to the connecting part 5, effectively limiting its axial movement along the pin shaft 33. When the first lead screw 31 extends and retracts to drive the steering column body 100 to rotate, even with certain assembly errors or external vibrations, the connecting part 5 will not laterally move or wobble, ensuring that the linear motion output by the first lead screw 31 is always transmitted along the designed direction, improving the motion accuracy and consistency of angle adjustment.

[0046] In addition, the opening of the U-shaped structure faces the connecting part 5. During assembly, simply align the connecting part 5 with the opening and push it between the first side plate and the second side plate to complete the initial positioning. Then, insert the pin 33 to complete the hinged connection. This open design has a self-guiding function, which can compensate for certain assembly alignment errors and reduce the assembly difficulty.

[0047] Optionally, the sliding seat 1 has two sidewalls, which are opposite to each other and spaced apart. The steering column body 100 is disposed between the two sidewalls, and the steering column body 100 has at least one hinged end, which is rotatably connected to the sidewall. Further, the steering column body 100 has two hinged ends, which are hinged to the two sidewalls one-to-one. With this configuration, both sides of the steering column body 100 are supported by the sidewalls, forming a double-sided supported hinged joint. This effectively avoids the uneven wear problem that may occur with a single-sided cantilever structure, significantly improving the load-bearing capacity and impact resistance of the hinged connection. Furthermore, the steering column body 100 is housed within the space between the two sidewalls, which provide lateral restraint to the steering column body 100, preventing lateral movement or other adverse phenomena during angle adjustment. The overall structure is compact, occupies little space, transmits force directly, reduces energy loss and deformation accumulation in intermediate links, and improves transmission efficiency.

[0048] It should be noted that the hinge end between the steering column body 100 and the sliding seat 1 is the first mounting point, and the hinge end between the angle adjustment component 3 and the steering column body 100 is the second mounting point. The distance between the first mounting point and the second mounting point is controlled within the range of 60mm-70mm to ensure the locking force of the steering column body 100 under large angle conditions.

[0049] Optionally, in order to ensure the stability of the sliding seat 1 moving along the slide groove and to prevent it from tilting or moving, thereby ensuring the reliability of the length adjustment process of the steering column body 100, the fixed bracket 2 has two guide plates 21. The two guide plates 21 are arranged opposite to each other and spaced apart. The two guide plates 21 are arranged one-to-one with the two side walls. Each guide plate 21 has a limiting flange 6 protruding on both opposite sides. The side wall is arranged between the two limiting flanges 6.

[0050] Optionally, the adjustment structure of the commercial vehicle steering column also includes a support shaft 7 and a slider 8. A guide plate 21 has an elongated slot 211 along its length. The slider 8 is slidably disposed within the elongated slot 211. The support shaft 7 passes through a sliding seat 1 and the elongated slot 211 in sequence and is fixedly connected to the slider 8. A first driving component is fixedly disposed on the support shaft 7. Through this structure, when the length adjustment component 4 drives the sliding seat 1 to move along the groove of the fixed bracket 2, the support shaft 7 drives the slider 8 to slide synchronously along the elongated slot 211. The constraint effect of the elongated slot 211 on the slider 8 ensures that the movement of the sliding seat 1 always proceeds in the preset direction, avoiding swaying and jamming, and significantly improving the stability and positional accuracy of the length adjustment. Simultaneously, the first driving component is directly mounted on the support shaft 7, eliminating the need for additional mounting brackets, making the overall structure more compact and reducing the number of parts. Furthermore, the sliding cooperation between the slider 8 and the elongated slot 211 reduces motion resistance, which helps to reduce drive power consumption and motion noise. It should be noted that the length and extension direction of the elongated slot 211 can be set according to actual needs to adapt to the length adjustment stroke requirements of different commercial vehicle models, and it has good expandability.

[0051] It should be noted that the distance between the rotation center of the outer casing 102 and the support shaft 7 is in the range of 115mm-130mm, and a portion of the support shaft 7 is changed to a plane, with a hole drilled in the middle for the first lead screw 31 to pass through.

[0052] Furthermore, when the angle adjustment component 3 drives the steering column body 100 to rotate, the steering column body 100 will generate a certain reaction torque on the sliding seat 1. The support shaft 7 passes through the sliding seat 1 and is fixedly connected to the slider 8. The slider 8 is constrained in the elongated slot 211 and cannot rotate. Therefore, the support shaft 7 provides an additional anti-rotation limit function for the sliding seat 1 to prevent the sliding seat 1 from deflecting unexpectedly during the rotation of the steering column body 100, thus ensuring the angle adjustment accuracy and stability of the steering column body 100.

[0053] Optionally, the extension lines of the central axis of the first lead screw 31, the central axis of the steering column body 100, and the central axis of the sliding seat 1 together form a triangular region, and the central axis of the first lead screw 31 and the central axis of the steering column body 100 are always set at an angle.

[0054] In this configuration, the central axis of the first lead screw 31 forms an angle with the central axis of the steering column body 100, and this angle remains constant or variable (selected according to actual conditions) during angle adjustment. The central axis of the first lead screw 31, the central axis of the steering column body 100, and the central axis of the sliding seat 1 together form a triangular region. Utilizing the inherent geometric stability of the triangular structure, the steering column body 100 can effectively resist bending moment and torque during operation. When the steering column body 100 is adjusted and locked, its strength and rigidity are effectively enhanced, and the locking force is improved. Furthermore, this embodiment directly utilizes the triangular structure formed by the first lead screw 31, the steering column body 100, and the sliding seat 1 themselves, eliminating the need for additional reinforcing components. Simultaneously, the angle between the axis of the sliding seat 1 and the axis of the main shaft housing 102 makes the overall layout more compact. While meeting strength and rigidity requirements, it effectively reduces the radial and axial space occupied by the steering column body 100, facilitating a miniaturized layout.

[0055] In this embodiment, the length adjustment component 4 includes a second lead screw, a second nut, and a second drive member. The second lead screw is threadedly connected to the second nut, and one end of the second lead screw is connected to the sliding seat 1. The second drive member can drive the second nut to rotate, causing the second lead screw to move linearly along its axial direction, thereby moving the sliding seat 1. Actual measurements show that the length adjustment range of the steering column body 100 in this embodiment is 70mm-85mm; considering actual needs, the adjustable range of the second drive member is 60-85mm. Through the above structure, the length adjustment component 4 achieves precise stepless adjustment of the position of the sliding seat 1. At the same time, the high transmission accuracy of the lead screw and nut pair ensures that the steering column body 100 can be positioned at any desired height, avoiding the gear skipping problem of traditional multi-gear adjustment. Furthermore, the self-locking characteristic of the lead screw pair allows the sliding seat 1 to automatically maintain its current height after the second drive member stops working, eliminating the need for an additional locking mechanism, simplifying the structure and improving safety. In addition, the transmission method of rotating the second nut and translating the second lead screw optimizes the axial spatial layout, facilitating its arrangement within a compact vehicle body space.

[0056] In this embodiment, the adjustment structure of the commercial vehicle steering column also includes a control unit, a first position sensor, and a second position sensor. The control unit converts the angular motion parameters of the steering column body 100 into the linear motion parameters of the first lead screw 31 based on the detection signal of the first position sensor, and controls the first drive member to move, thereby ensuring the accuracy of the angular position and the uniformity of the angle adjustment speed. The control unit responds to the detection signal of the second position sensor to control the second drive member to move, thereby ensuring the accuracy of the sliding position and the uniformity of the adjustment speed.

[0057] Furthermore, the built-in first and second position sensors enable a memory function. When the driver adjusts the steering column body 100 to a suitable position, the first and second position sensors transmit the information to the control unit, which records the current position. At the same time, the control unit has a built-in front limit position, which maximizes the distance between the steering column body 100 and the driver. The steering column body 100 can be switched via the memory button, which is beneficial for the driver to get in and out of the vehicle and improves driving comfort.

[0058] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An adjustment structure for a commercial vehicle steering column, characterized in that, include: Steering column body (100), the steering column body (100) is used to connect the steering wheel; The sliding seat (1) has the steering column body (100) disposed inside the sliding seat (1) and the steering column body (100) is hinged to the sliding seat (1). A fixed bracket (2) is provided with a sliding groove, and the sliding seat (1) is slidably disposed in the sliding groove; Angle adjustment assembly (3) includes a first lead screw (31), a first nut and a first drive member. The first lead screw (31) is threaded to the first nut and hinged to the steering column body (100). The first drive member can drive the first nut to rotate so that the first lead screw (31) moves linearly along its axis, thereby driving the steering column body (100) to rotate. The length adjustment component (4) is used to drive the sliding seat (1) to move the steering column body (100) along the slide groove.

2. The adjustment structure for the steering column of a commercial vehicle according to claim 1, characterized in that, The angle adjustment assembly (3) further includes a hinge seat (32) and a pin (33). The hinge seat (32) is fixedly disposed at one end of the first lead screw (31). The steering column body (100) is provided with a connecting part (5). The pin (33) passes through the hinge seat (32) and the connecting part (5) so that the connecting part (5) is hinged to the hinge seat (32).

3. The adjustment structure for the steering column of a commercial vehicle according to claim 2, characterized in that, The hinge seat (32) includes a base plate, a first side plate and a second side plate. The first side plate and the second side plate are disposed on opposite sides of the base plate. The connecting part (5) is disposed between the first side plate and the second side plate. The pin (33) passes through the first side plate, the connecting part (5) and the second side plate in sequence.

4. The adjustment structure for the steering column of a commercial vehicle according to claim 1, characterized in that, The sliding seat (1) has two side walls, which are opposite to each other and spaced apart. The steering column body (100) is disposed between the two side walls, and the steering column body (100) has at least one hinge end, which is rotatably connected to the side wall.

5. The adjustment structure for the steering column of a commercial vehicle according to claim 4, characterized in that, The fixed bracket (2) has two guide plates (21), which are arranged opposite to each other and spaced apart. The two guide plates (21) are arranged in a one-to-one correspondence with the two side walls. Each guide plate (21) has a limiting flange (6) protruding on its opposite sides. The side wall is arranged between the two limiting flanges (6).

6. The adjustment structure for the steering column of a commercial vehicle according to claim 5, characterized in that, The adjustment structure of the commercial vehicle steering column also includes a support shaft (7) and a slider (8). The guide plate (21) has an elongated slot (211). The slider (8) is slidably disposed in the elongated slot (211). The support shaft (7) passes through the sliding seat (1) and the elongated slot (211) in sequence and is fixedly connected to the slider (8). The first driving member is fixedly disposed on the support shaft (7).

7. The adjustment structure for the steering column of a commercial vehicle according to any one of claims 1-6, characterized in that, The extension lines of the central axis of the first lead screw (31), the central axis of the steering column body (100), and the central axis of the sliding seat (1) together form a triangular region, and the central axis of the first lead screw (31) and the central axis of the steering column body (100) are always set at an angle.

8. The adjustment structure for the steering column of a commercial vehicle according to any one of claims 1-6, characterized in that, The length adjustment component (4) includes a second lead screw, a second nut and a second drive member. The second lead screw is threaded to the second nut and one end of the second lead screw is connected to the sliding seat (1). The second drive member can drive the second nut to rotate so that the second lead screw can move linearly along its axis, thereby driving the sliding seat (1) to move.

9. The adjustment structure for the steering column of a commercial vehicle according to claim 8, characterized in that, Both the first driving component and the second driving component are servo motors.

10. The adjustment structure for the steering column of a commercial vehicle according to claim 8, characterized in that, The adjustment structure of the commercial vehicle steering column also includes a control unit, a first position sensor and a second position sensor. The control unit converts the angular motion parameters of the steering column body (100) into the linear motion parameters of the first lead screw (31) according to the detection signal of the first position sensor, and controls the first drive member to move. The control unit responds to the detection signal of the second position sensor to control the second drive member to move.

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