Steering wheel adjustment mechanism and vehicle

Abstract

This application discloses a steering wheel adjustment mechanism and a vehicle. The steering wheel adjustment mechanism includes an adjusting component and a driving mechanism. The adjusting component is connected to the steering wheel, and the driving mechanism drives the adjusting component to move. The driving mechanism includes a driving component and a transmission gear connected to the driving component, and the driving component drives the transmission gear to rotate. The adjusting component includes a rack, and the transmission gear meshes with the rack, driving the adjusting component to move, thereby causing the steering wheel to extend and retract. This eliminates the need for other intermediate transmission structures, such as lead screws, simplifying the connection process and structure of the driving component and the adjusting component, and saving costs. Furthermore, eliminating the need for other intermediate transmission structures reduces kinetic energy loss and improves transmission efficiency. The meshing form of the transmission gear and rack also eliminates the need for the coaxiality requirement of a lead screw, improving transmission stability.

Description

Technical Field

[0001] This application relates to the field of vehicle steering wheel adjustment, and particularly to a steering wheel adjustment mechanism and a vehicle having the steering wheel adjustment mechanism. Background Technology

[0002] In existing vehicles, steering wheels can be adjusted for tilt to accommodate different drivers. However, with the continuous development of automobiles, people are increasingly valuing convenience and intelligent features. For example, due to the limited space between the steering wheel and the seat, a telescopic steering wheel can be adjusted to facilitate getting in and out of the vehicle. Furthermore, in the field of autonomous driving, since manual driving is unnecessary, the steering wheel can even be completely hidden. Additionally, in the event of or after a collision, the steering wheel can retract, making it safer and easier for the driver to exit the vehicle, thus improving vehicle safety. Therefore, telescopic and even retractable steering wheel functions are essential. Summary of the Invention

[0003] This application provides a steering wheel adjustment mechanism that solves the problem that existing steering wheels cannot extend or retract.

[0004] To address the aforementioned technical problems, this application proposes a steering wheel adjustment mechanism for adjusting a steering wheel. The adjustment mechanism includes an adjusting element and a driving mechanism, wherein the adjusting element is connected to the steering wheel. The driving mechanism includes a driving element and a transmission gear connected to the driving element, the driving element driving the transmission gear to rotate. The adjusting element includes a rack, the transmission gear meshing with the rack and driving the adjusting element to move.

[0005] Specifically, the drive mechanism further includes a worm gear connected to the transmission gear of the drive member, the transmission gear being a turbine, the drive member including an output shaft connected to the worm gear, and the worm gear engaging with the turbine gear.

[0006] Specifically, the axis of the worm is along the direction of gravity, and the axis of the worm intersects the axis of the turbine perpendicularly. The length direction of the rack is perpendicular to the direction of gravity, and the length direction of the rack is perpendicular to the axis of the turbine.

[0007] Specifically, the adjusting component further includes a sliding member and a guide groove, with the sliding member slidably installed within the guide groove. The steering wheel is fixedly connected to the sliding member, and the rack is disposed on the sliding member. The transmission gear meshes with the rack, driving the sliding member to slide along the guide groove.

[0008] Specifically, the steering wheel adjustment mechanism also includes a hollow tube sleeve, and the guide groove is a hollow through hole of the hollow tube sleeve. The hollow tube sleeve is also provided with a through groove along the axial direction, the through groove communicating with the hollow through hole, the sliding member can be slidably installed in the hollow through hole along the hollow through hole, and the rack is exposed outside the hollow tube sleeve through the through groove.

[0009] Specifically, the steering wheel adjustment mechanism also includes a clearance compensation structure, which includes an elastic element installed on the hollow tube sleeve, and the elastic element elastically abuts against the sliding element.

[0010] Specifically, the steering wheel adjustment mechanism further includes a protective cover mounted on the hollow tube sleeve, the protective cover being disposed at an opening facing the through slot. The protective cover also includes a support plate opposite the opening, and the drive member is disposed on the support plate. The transmission gear is housed within the protective cover, at least a portion of the transmission gear protruding from the opening of the protective cover and engaging with the rack and pinion.

[0011] Specifically, the protective cover also includes two opposing protective arms, each of which is located on one side of the transmission gear, and the opening is a through groove formed by the two opposing protective arms.

[0012] Specifically, the sliding element is a hollow tube.

[0013] Specifically, the steering wheel adjustment mechanism also includes a clearance compensation structure, which includes an elastic element that elastically abuts against the adjustment element.

[0014] Another technical solution proposed in this application is to provide a vehicle including a steering wheel, wherein the vehicle includes any of the above-described adjustment mechanisms, and the steering wheel is connected to the adjustment mechanism.

[0015] The beneficial effects of this application are as follows: Compared with existing steering wheel adjustment mechanisms, the steering wheel adjustment mechanism proposed in this application, used for adjusting the steering wheel, includes an adjusting component and a driving mechanism. The adjusting component is connected to the steering wheel, and the driving mechanism drives the adjusting component to move. The driving mechanism includes a driving component and a transmission gear connected to the driving component, and the driving component drives the transmission gear to rotate. The adjusting component includes a rack, and the transmission gear meshes with the rack, driving the adjusting component to move, thereby causing the steering wheel to extend and retract.

[0016] Furthermore, the adjustment mechanism of this application utilizes direct transmission between a rack and a gear, eliminating the need for other intermediate transmission structures such as lead screws. This simplifies the connection process and structure of the driving and adjusting components, saving costs. Moreover, the elimination of other intermediate transmission structures reduces energy loss and improves transmission efficiency. Furthermore, the meshing of the gear and rack eliminates the need for the coaxiality requirement of a lead screw, thus improving transmission stability. Attached Figure Description

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

[0018] Figure 1 This is a schematic diagram of the assembly structure of an embodiment of a steering wheel adjustment mechanism provided in this application, wherein the steering wheel adjustment mechanism includes a protective cover;

[0019] Figure 2 yes Figure 1 Another structural diagram from a different angle;

[0020] Figure 3 yes Figure 1 A schematic diagram of the exploded structure;

[0021] Figure 4 yes Figure 1 A schematic diagram of the structure of the protective cover. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0023] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0024] Please refer to Figure 1 , Figure 1This is a schematic diagram of the assembly structure of an embodiment of a steering wheel adjustment mechanism provided in this application. The steering wheel adjustment mechanism includes a protective cover. In one aspect, this application provides a steering wheel adjustment mechanism for adjusting a steering wheel. In one embodiment, the steering wheel adjustment mechanism includes an adjustment member 1 and a drive mechanism 2. The adjustment member 1 is connected to the steering wheel (not shown), and the drive mechanism 2 drives the adjustment member 1 to move. The drive mechanism 2 includes a drive member 21 and a transmission gear 22 connected to the drive member 21, the drive member 21 driving the transmission gear 22 to rotate. The adjustment member 1 includes a rack 110, the transmission gear 22 meshes with the rack 110, and drives the adjustment member 1 to move, thereby driving the steering wheel to move, to achieve the purpose of adjusting the extension and retraction of the steering wheel, or even hiding it.

[0025] The adjusting mechanism of this application utilizes direct transmission between the rack 110 and the transmission gear 22, eliminating the need for other intermediate transmission structures such as lead screws. This simplifies the connection process and structure of the drive component 21 and the adjusting component 1, saving costs. Furthermore, eliminating the need for other intermediate transmission structures reduces energy loss and improves transmission efficiency. Moreover, the meshing form between the transmission gear 22 and the rack 110 eliminates the need for a coaxial connection, unlike lead screws, thus improving transmission stability.

[0026] Specifically, in one embodiment, the drive mechanism 2 further includes a worm 23 connected to the drive member 21 and the transmission gear 22. The transmission gear 22 is a turbine, and the drive member 21 includes an output shaft 210 connected to the worm 23, with the worm 23 meshing with the turbine 22. Understandably, after receiving a drive command, the drive member 21 rotates to generate transmission torque, which is then transmitted to the output shaft 210. Since the output shaft 210 is connected to the worm 23, the transmission torque is transmitted from the output shaft 210 to the worm 23. Under the action of the transmission torque, the worm 23 begins to rotate, driving the turbine 22 meshing with it to rotate. The combined use of the turbine 22 and the worm 23 for transmission allows for a wide range of speed and power transmission, enabling the steering wheel to extend, retract, or even retract quickly, avoiding waiting and wasting time. For example, through the cooperation between the turbine 22, the worm 23, and the rack 110, the sliding member 11 can reach a speed of 50 millimeters per second during sliding. On the other hand, the turbine 22 and worm gear 23 work together to transmit power, which simplifies the connection structure between the drive mechanism 2 and the adjusting component 1 and saves assembly space, while reducing torque loss during transmission and ensuring that the transmission torque can be utilized to the maximum extent, thereby improving transmission efficiency and transmission stroke.

[0027] To ensure a high level of transmission efficiency between the drive mechanism 2 and the adjusting component 1 during transmission, certain requirements are placed on the positional relationship between the worm gear 23, the worm wheel 22, and the rack 110. Please refer to [link / reference needed]. Figure 1Specifically, in some embodiments, the axis of the worm 23 is along the direction of gravity, and the axis of the worm 23 intersects perpendicularly with the axis of the turbine 22. This ensures that when the worm 23 rotates, its threaded structure can fully mesh with the teeth of the turbine 22, providing high transmission efficiency. The length direction of the rack 110 is perpendicular to the direction of gravity, and the length direction of the rack 110 is perpendicular to the axis of the turbine 22. The rack 110 is located below the turbine 22 along the direction of gravity. The cooperation between the rack 110 and the turbine 22 makes the structure more compact. Compared with other structures, it can also ensure a constant transmission ratio and achieve a transmission efficiency of over 90%.

[0028] Furthermore, to ensure the linear motion of the turbine 22 and the rack 110, the turbine 22 and the worm 23 have a certain phase compensation angle to eliminate the radial force generated during the transmission process between the worm 23 and the turbine 22. This phase compensation angle can be set to 90 degrees.

[0029] In some embodiments, the adjusting member 1 further includes a sliding member 11 and a guide groove 31. The steering wheel is fixedly connected to the sliding member 11, and a rack 110 is disposed on the sliding member 11. The sliding member 11 is slidably mounted in the guide groove 31. The transmission gear 22 meshes with the rack 110, causing the sliding member 11 to slide along the guide groove 31, thereby driving the steering wheel to move. The guide groove 31 provided in the adjusting member 1 can ensure that the sliding member 11 will not wobble or even deviate during the sliding process.

[0030] Furthermore, in some specific embodiments, in order to ensure that the positional relationship between the rack 110 and the adjusting member 1 is fixed, the rack 110 can be welded to the sliding member 11, thereby ensuring the stability of the transmission of the entire adjusting member 1.

[0031] Specifically, the aforementioned adjustment mechanism also includes a hollow sleeve 3, and a guide groove 31 is a hollow through hole 31 provided on the hollow sleeve 3. The hollow sleeve 3 also has a through groove 32 along its axial direction, which communicates with the hollow through hole 31. The sliding member 11 is slidably installed within the hollow through hole 31, and the rack 110 protrudes from the hollow sleeve 3 through the through groove 32. Therefore, the rack 110 exposed in the hollow sleeve 3 can mesh with the transmission gear 22, and thus can slide along the hollow through hole 31 under the drive of the drive mechanism 2 to extend and retract the steering wheel. It can be understood that the length by which the sliding member 11 can extend and retract within the hollow sleeve 3 is the same as the distance the steering wheel can extend and retract.

[0032] To ensure smooth sliding of the adjusting component 1 within the hollow sleeve 3, please refer to the following: Figure 2 and Figure 3 , Figure 2 yes Figure 1 Another structural diagram from another angle; Figure 3 yes Figure 1A schematic diagram of the exploded structure is shown. In some specific embodiments, the adjustment mechanism further includes a gap compensation structure 4, which includes an elastic element (not shown) mounted on the hollow sleeve 3, the elastic element elastically abutting against the sliding element 11. It can be understood that the gap compensation structure 4 is located between the adjustment element 1 and the sliding element 11, and the elastic element can be a spring or a spring sheet, with the elastic element abutting between the two. Furthermore, compared to traditional screw drives, which cannot guarantee controllable gaps when the steering shaft and screw shaft perform long-distance angular transmission, resulting in unstable transmission, when the hollow sleeve 3 and the sliding element 11 slide relative to each other, the elasticity of the gap compensation structure 4 ensures that the sliding element 11 will not wobble due to the gap between the hollow sleeve 3 and the sliding element 11, thus affecting the stability of the steering wheel when it is extended and retracted.

[0033] It is understandable that in other embodiments, even if the adjusting member 1 is not configured as a sliding member 11 and a hollow tube sleeve 3 that are nested together, the gap compensation structure 4 can be installed in other parts of the vehicle, as long as the elastic member of the gap compensation structure 4 elastically abuts against the adjusting member.

[0034] To further ensure the stability and safety of drive mechanism 2 during operation, please refer to... Figure 4 , Figure 4 yes Figure 1 A schematic diagram of the structure of the protective cover. Specifically, in one embodiment, the adjusting mechanism further includes a protective cover 5 mounted on the hollow tube sleeve 3. The protective cover 5 is located at an opening 53 facing the through groove 32. The protective cover 5 also includes a support plate 51 opposite to the opening 53, and a driving member 21 is mounted on the support plate 51. At this time, the support plate 51 supports the driving member 21. For stability, the driving member 21 is fixed to the support plate 51 by bolts. The transmission gear 22 is housed within the protective cover 5, and at least a portion of the transmission gear 22 protrudes from the opening 53 and engages with the rack 110. It can be understood that the protective cover 5 is fixed to the edge of the through groove 32 of the hollow tube sleeve 3 by bolts, and the opening 53 allows the transmission gear 22 to be exposed and engage with the rack 110.

[0035] Furthermore, in some specific embodiments, the protective cover 5 also includes two opposing protective arms 52, each protective arm 52 located on one side of the transmission gear 22, and an opening 53 formed by the two opposing protective arms 52. Compared to providing an opening 53 on the protective cover 5, the opening 53 formed by the two protective arms 52 provides a sufficiently large rotational adjustment space for the transmission gear 22. It is understood that the two protective arms 52 can be integrally formed with the support plate 51, or they can be connected together by welding, which simplifies the manufacturing process of the protective cover 5 and saves its manufacturing cost.

[0036] In some other specific embodiments, the slider 11 is also a hollow tube. It is understood that the slider 11 is used to connect the steering wheel and the steering tube of the steering wheel, and the steering tube is used to drive the steering wheel to turn. The slider 11 is set as a hollow tube, which effectively reduces the weight of the overall connecting shaft of the steering wheel, and the hollow tube is lighter, making it easier to be driven by the drive mechanism 2, reducing transmission losses and improving transmission efficiency.

[0037] To enable timely feedback and calculation of the steering wheel's movement distance and determine its position, in some specific embodiments, the drive mechanism 2 further includes a position sensor (not shown). The drive component 21 is a rotary motor, and the position sensor is connected to the rotary motor to sense the number of rotations of the rotary motor. It is understood that because this application uses the cooperation of the transmission gear 22 with the worm gear 23 and rack 110, the overall transmission structure is simplified, and transmission losses are reduced. The axial position of the steering wheel can be calculated by the number of rotations of the rotary motor and transmitted to the vehicle through the position sensor.

[0038] Another aspect of this application proposes a vehicle that includes the adjustment mechanism of any of the above embodiments, with the steering wheel connected to the adjustment member 1. Therefore, the vehicle of this application also possesses all the beneficial effects of the aforementioned adjustment mechanism, which will not be elaborated further here.

[0039] In the description of this application, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0040] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A steering wheel adjusting mechanism for adjusting a steering wheel, the steering wheel adjusting mechanism comprising an adjusting member and a driving mechanism, wherein, The adjusting member is connected with the steering wheel, and the driving mechanism comprises a driving member and a transmission gear connected with the driving member, and the driving member drives the transmission gear to rotate; The adjusting member comprises a rack; The transmission gear is engaged with the rack and drives the adjusting member to move; The driving mechanism further comprises a worm connected with the driving member and the transmission gear; the transmission gear is a worm wheel; the driving member comprises an output shaft connected with the worm, and the worm is engaged with the worm wheel; The axis of the worm is along the direction of gravity, and the axis of the worm is perpendicular to the axis of the worm wheel; the length direction of the rack is perpendicular to the direction of gravity, and the length direction of the rack is perpendicular to the axis of the worm; The adjusting member further comprises a sliding member and a guide sliding slot, and the sliding member is slidingly installed in the guide sliding slot; the steering wheel is fixedly connected with the sliding member, the rack is arranged on the sliding member, the transmission gear is engaged with the rack to drive the sliding member to slide along the guide sliding slot; The adjusting mechanism of the steering wheel further comprises a hollow sleeve, and the guide sliding slot is a hollow through hole of the hollow sleeve; the hollow sleeve is further provided with a through slot along the axis direction, the through slot is communicated with the hollow through hole, the sliding member is slidingly installed in the hollow through hole, and the rack is exposed to the hollow sleeve through the through slot; The adjusting mechanism of the steering wheel further comprises a protective cover installed on the hollow sleeve, and the protective cover is arranged at an opening facing the through slot; the protective cover further comprises a support plate opposite to the opening, and the driving member is arranged on the support plate; the transmission gear is contained in the protective cover, at least part of the transmission gear is exposed to the protective cover from the opening and is engaged with the rack in transmission; The driving mechanism further comprises a position sensor, the driving member is a rotating motor, and the position sensor is connected with the rotating motor and is used for sensing the number of revolutions of the rotating motor.

2. The adjustment mechanism of claim 1, wherein The gap compensation structure comprises an elastic member installed on the hollow sleeve, and the elastic member elastically abuts against the sliding member.

3. The adjustment mechanism of claim 1, wherein, The protective cover further comprises two opposite protective arms, and each protective arm is located at one side of the transmission gear; The opening is a through slot formed by the two opposite protective arms.

4. The adjustment mechanism of claim 1, wherein, The sliding member is a hollow tube.

5. The adjustment mechanism of claim 1, wherein, The gap compensation structure comprises an elastic member, and the elastic member elastically abuts against the adjusting member.

6. A vehicle comprising a steering wheel, characterized in that The vehicle comprises the adjusting mechanism according to any one of claims 1 to 5, and the steering wheel is connected with the adjusting member.

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