Steering tube angle adjusting mechanism

Abstract

The invention discloses a steering tube angle adjusting mechanism which comprises a base, a linkage component and a sliding block, the base is used for being connected with a vehicle steering tube, a power driving assembly is arranged between the base and the linkage component, and the power driving assembly is used for driving the linkage component to rotate relative to a vehicle; a mounting groove extending in the length direction of the base is formed in the side portion of the base, the sliding block can be mounted in the mounting groove in a front-back sliding mode, the sliding block is rotationally connected with the linkage component through a rotating shaft, and when the linkage component rotates relative to a vehicle, the sliding block can drive the base to rotate relative to the vehicle; an elastic component is connected between the sliding block and the side wall of the installation groove in an abutting mode, and the elastic component enables the sliding block to be installed between the base and the linkage component in a zero-clearance connection mode. The mechanism has the beneficial effects that zero-clearance installation of the mechanism is achieved, and the stability of the overall structure is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile parts, and in particular to a steering tube angle adjustment mechanism. Background Art

[0002] As the modern automotive industry develops towards intelligent and user-friendly features, steering wheels typically feature vertical and fore / aft adjustment to accommodate the operating habits of drivers of varying heights and body types, ensuring the driver can operate the steering wheel in the most comfortable position. Vertical adjustment, also known as height adjustment, is typically achieved by rotating the steering tube up and down relative to the vehicle body (angle adjustment). This process requires a balance between structural stability and rotational flexibility.

[0003] However, existing vehicle steering column angle adjustment mechanisms on the market have significant drawbacks. To ensure the steering column's rotational freedom, some conventional adjustment mechanisms employ non-rigid connections, which increase the mounting clearance between components. However, excessive mounting clearance can cause steering wheel wobble during driving, impacting the driver's experience and shortening the overall structural lifespan due to long-term wear, posing a safety hazard.

[0004] Therefore, how to achieve zero-clearance installation of the vehicle steering tube angle adjustment mechanism and ensure the stability of the overall structure has become an important research direction for improving the performance of the vehicle steering system. Summary of the Invention

[0005] In view of this, the present invention provides a steering tube angle adjustment mechanism, which can ensure zero-clearance installation of the mechanism and realize angle adjustment of the steering wheel.

[0006] To achieve the above purpose, the technical solution of the present invention is as follows:

[0007] A steering tube angle adjustment mechanism comprises a base, a linkage component, and a sliding block. The base is used to connect to the vehicle steering tube. The base and the linkage component are both used to be rotatably assembled on the vehicle. A power drive assembly is provided between the base and the linkage component. The power drive assembly is used to drive the linkage component to rotate relative to the vehicle.

[0008] The base is provided with a mounting groove extending along its length, and the sliding block is slidably mounted in the mounting groove. The sliding block is rotationally connected to the linkage component via a rotating shaft. When the linkage component rotates relative to the vehicle, the sliding block can drive the base to rotate relative to the vehicle.

[0009] An elastic component is abutted between the sliding block and the side wall of the installation groove, and the elastic component enables the sliding block to be installed between the base and the linkage component with zero clearance.

[0010] With this structure, when in use, the steering tube A1 of the vehicle's steering system is fixedly mounted within the base. A steering wheel A2 is mounted at the front end of the steering tube A1. The power drive assembly drives the linkage component to rotate relative to the vehicle. The sliding block, through its interlocking transmission, drives the base, and consequently the steering tube A1, up and down relative to the vehicle, thereby achieving height adjustment of the steering wheel A2. By arranging the sliding block and the elastic component within the mounting slot, the elastic component absorbs any vertical play in the sliding block's installation. This ensures a tight connection between the base and the linkage component, even during relative motion of the sliding block, thus achieving zero-gap installation between the base and the linkage component.

[0011] Preferably, the mounting slot is constructed as a trapezoidal slot having two symmetrical first inclined surfaces, and the sliding block is a trapezoidal block with elastic components disposed between its two sides and the corresponding first inclined surfaces. With this structure, the symmetrically arranged elastic components can better absorb gaps in both vertical directions, ensuring that the sliding block always fits tightly within the mounting slot.

[0012] Preferably, the sliding block has an array of holes distributed along its side, and the elastic components are rubber columns installed within the holes, with the outer ends of the rubber columns protruding outward from the side of the sliding block and abutting against the walls of the mounting slot. With this structure, the rubber columns possess high elasticity and good flexibility, effectively buffering high-frequency vibrations and impacts experienced by the vehicle during driving. Furthermore, the array of rubber columns provides uniform and continuous elastic support, keeping the sliding block pre-tightened within the mounting slot, further enhancing the tightness of the connection between the base and the linkage component, and thus achieving zero-gap installation between the base and the linkage component.

[0013] Preferably, a mounting hole is provided in the middle of the sliding block, and a bushing is provided in the mounting hole. The bushing is an annular, non-enclosed structure with a notch formed on one side. The above structure ensures that after installation, the sliding block and the rotating shaft are tightly assembled with zero clearance.

[0014] Preferably, both sides of the base are provided with mounting grooves, and the sliding blocks on both sides are rotatably connected to the linkage component via a rotating shaft running through the width direction of the base. The above structure can make the force transmission more uniform.

[0015] Preferably, a nut is provided at the end of the rotating shaft to tightly connect the linkage component to the base; and a second inclined surface is provided along the circumference of the nut. This structure allows the linkage component to be tightly connected to the base, preventing looseness or relative displacement between the linkage component and the base, thereby ensuring reliable and stable installation.

[0016] Preferably, the system further includes a linkage support base, which is fixedly mounted within the vehicle, and the linkage component is rotatably connected to the linkage support base. With this structure, the linkage support base provides a stable mounting base for the steering tube angle adjustment mechanism, ensuring a stable connection between the linkage component, the base, and other components and the vehicle.

[0017] Preferably, the rear end of the base is provided with a first hinge, and the rear end of the linkage component is provided with a second hinge. Both the first and second hinges are configured for rotational connection to the vehicle, and the sliding block is coupled between the base and the front portion of the linkage component. With this structure, the power drive assembly drives the linkage component to rotate up and down about the second hinge. The sliding block, coupled with the transmission, forces the base to rotate up and down about the first hinge 1a, thereby achieving vertical height adjustment of the steering wheel.

[0018] Preferably, the linkage component comprises a vertical section located on one side of the base, an extension section extending vertically forward is provided at the upper end of the vertical section, the second hinge is located at the upper end of the vertical section, the power drive assembly is used to drive the vertical section to rotate about the second hinge, and the sliding block is located at the front end of the extension section. With this structure, the linkage component can more effectively drive the base to rotate, and has the technical advantages of simple structure, good stability, and flexible rotation.

[0019] Preferably, the power drive assembly is a push rod motor, which includes a push rod, the end of which is rotatably connected to the lower end of the vertical section. With the above structure, the push rod motor has the technical advantages of simple and precise control and smooth operation.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] 1. When using the steering tube angle adjustment mechanism provided by the present invention, the steering tube A1 of the vehicle steering system is fixedly assembled in the base. The front end of the steering tube A1 is installed with the steering wheel A2. The power drive assembly drives the linkage component to rotate relative to the vehicle. Under the connecting transmission action of the sliding block, it can drive the base to rotate up and down relative to the vehicle, that is, drive the steering tube A1 to rotate up and down relative to the vehicle, thereby achieving the height adjustment of the steering wheel A2.

[0022] 2. By arranging the sliding block and the elastic component in the installation groove, the elastic component can absorb the clearance of the sliding block in the upper and lower directions of the installation. Even during the relative movement of the sliding block, it can ensure that the base and the linkage component always maintain a tight connection, thereby realizing zero-gap installation between the base and the linkage component.

[0023] 3. The steering tube angle adjustment mechanism provided by the present invention, through the cooperation of the trapezoidal groove, the trapezoidal block and the elastic component, takes into account zero-clearance assembly without causing excessive adjustment resistance, and is a solution with excellent comprehensive performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 Schematic diagram of the structure of the steering tube angle adjustment mechanism;

[0025] Figure 2 This is another structural diagram of the steering tube angle adjustment mechanism (the power drive component 3 is hidden);

[0026] Figure 3 is a cross-sectional view of the steering tube angle adjustment mechanism;

[0027] Figure 4 It is a partial enlarged view of the base 1;

[0028] Figure 5 This is a partial enlarged view of the steering tube angle adjustment mechanism (linkage component 2 is hidden);

[0029] Figure 6 It is a structural diagram of the sliding block 4;

[0030] Figure 7 It is a structural diagram of the linkage component 2;

[0031] Figure 8 This is a reference diagram of the steering tube angle adjustment mechanism in use. DETAILED DESCRIPTION

[0032] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0033] Please refer to Figure 8 A steering tube angle adjustment mechanism includes a base 1, a linkage component 2 and a sliding block 4, wherein the base 1 is used to connect to the vehicle steering tube A1. The base 1 has a front end and a rear end. When in use, the rear end of the base 1 is hinged to the vehicle body A, and the linkage component 2 is located at the front of the base 1. The linkage component 2 is used to be rotatably assembled on the vehicle body A. A power drive component 3 is provided between the base 1 and the linkage component 2, and the power drive component 3 can drive the linkage component 2 to rotate relative to the vehicle. For example Figures 2 to 4As shown, the left side of the base 1 is provided with a mounting slot 11 extending along its length. The opening of the mounting slot 11 faces the left exterior of the base 1. The sliding block 4 is mounted within the mounting slot 11 so as to slide back and forth. The sliding block 4 is rotationally connected to the linkage component 2 via a rotating shaft 5. When the linkage component 2 rotates relative to the vehicle, the sliding block 4 can drive the base 1 to rotate relative to the vehicle. An elastic component a is abutted between the sliding block 4 and the sidewall of the mounting slot 11. This elastic component a enables the sliding block 4 to be mounted between the base 1 and the linkage component 2 with zero clearance.

[0034] Based on the above structural design, during use, the steering tube A1 of the vehicle steering system is fixedly assembled within the base 1. A steering wheel A2 is mounted at the front end of the steering tube A1. The power drive assembly 3 drives the linkage component 2 to rotate relative to the vehicle. Under the interlocking transmission action of the sliding block 4, the base 1 can be driven to rotate up and down relative to the vehicle, which in turn drives the steering tube A1 to rotate up and down relative to the vehicle, thereby achieving height adjustment of the steering wheel A2. By arranging the sliding block 4 and the elastic component a within the mounting groove 11, the elastic component a can absorb the clearance of the sliding block 4 in the vertical direction during installation. Even during the relative movement of the sliding block 4, the base 1 and the linkage component 2 can be ensured to maintain a tight connection, thereby achieving zero-clearance installation between the base 1 and the linkage component 2.

[0035] refer to Figure 1 and Figure 8 The rear end of the base 1 is provided with a first hinge part 1a, and the rear end of the linkage component 2 is provided with a second hinge part 2a. The first hinge part 1a and the second hinge part 2a are both used for rotational connection to the vehicle. The linkage component 2 is arranged at the front of the base 1, and the sliding block 4 is connected between the base 1 and the front of the linkage component 2. The power drive component 3 drives the linkage component 2 to rotate up and down with the second hinge part 2a as the center. Under the connection transmission action of the sliding block 4, the base 1 can be forced to rotate up and down with the first hinge part 1a as the center, thereby realizing the up and down height adjustment of the steering wheel. Such a structural design makes the rotational connection between the base 1 and the linkage component 2 on the vehicle more stable.

[0036] Refer again Figure 1 and Figure 8 The steering tube angle adjustment mechanism also includes a linkage support base 6. In actual use, the linkage support base 6 is fixedly assembled to the vehicle body A via bolts. The second hinge portion 2a of the linkage component 2 is rotatably connected to the linkage support base 6. The linkage support base 6 provides a stable installation base for the steering tube angle adjustment mechanism, ensuring a stable connection between the linkage component 2, the base 1, and other components and the vehicle.

[0037] like Figure 1 and Figure 2As shown, the specific structure of the linkage component 2 is as follows: In this embodiment, the linkage component 2 has a vertical section 21 located on the left side of the base 1, and an extension section 22 extending vertically and forward is provided at the upper end of the vertical section 21. The second hinge portion 2a is located at the upper end of the vertical section 21, and the sliding block 4 is located at the front end of the extension section 22. The power drive assembly 3 drives the lower end of the vertical section 21 to swing back and forth relative to the vehicle, so that the linkage component 2 as a whole can rotate around the second hinge portion 2a as the center, and the front end of the extension section 22 rotates, that is, under the connecting transmission action of the sliding block 4, the base 1 can be driven to rotate up and down around the first hinge portion 1a as the center. Through the above-mentioned structural design, the linkage component 2 can more effectively drive the base 1 to rotate, and has the technical advantages of simple structure, good stability, and flexible rotation.

[0038] Depend on Figure 3 and Figure 4 As can be seen, the mounting groove 11 is constructed as a trapezoidal groove with two symmetrical first inclined surfaces 111. The sliding block 4 is a trapezoidal block, with elastic components a positioned between the corresponding first inclined surfaces 111 on either side of the trapezoidal block. Through the coordination of the trapezoidal groove, the trapezoidal block, and the elastic components a, the symmetrical arrangement of the elastic components a on both sides effectively absorbs vertical play, ensuring that the sliding block 4 remains tightly fitted within the mounting groove 11. Compared to other structures, such as rectangular ones, the trapezoidal block better absorbs and cushions the stress and impact generated by swinging, protecting the base 1 and linkage component 2 from damage and further improving the reliability and durability of the overall structure.

[0039] Further, such as Figure 6 As shown, the sliding block 4 has holes arranged in an array on both sides. In this embodiment, the elastic component a is a rubber column installed in the hole. Figure 3 As shown, the outer ends of the rubber columns protrude outward from the sides of the sliding block 4 and abut against the walls of the mounting slot 11. The rubber columns have high elasticity and good flexibility, effectively buffering high-frequency vibrations and impacts during vehicle operation. At the same time, the array of rubber columns provides uniform and continuous elastic support, keeping the sliding block 4 in a pre-tightened state within the mounting slot 11, further enhancing the tightness of the connection between the base 1 and the linkage component 2, thereby better achieving zero-gap installation between the base 1 and the linkage component 2.

[0040] Please refer to Figure 6 The middle of the sliding block 4 is provided with a mounting hole 41, and then combined with Figure 3 and Figure 5As shown, a bushing 42 is positioned within the mounting hole 41, and the end of the rotating shaft 5 is rotatably supported within the bushing 42. In this embodiment, the bushing 42 is an annular, non-enclosed structure, and a notch 421 is formed on one side of the bushing 42. This design ensures a zero-clearance, tight fit between the sliding block 4 and the rotating shaft 5 after installation, preventing looseness and play between the rotating shaft 5 and the sliding block 4, and ensuring accurate and stable power transmission during rotation.

[0041] Re-attend Figure 3 and 4 To ensure balanced force, in this embodiment, both sides of the base 1 are provided with mounting grooves 11, and the number of sliding blocks 4 is also two, and they correspond one to one with the mounting grooves 11. The sliding blocks 4 on both sides of the base 1 are rotatably connected to the linkage component 2 through a rotating shaft 5 that passes through the width direction of the base 1. Specifically, Figure 2 and Figure 7 As can be seen, the linkage component 2 also includes a horizontal portion 2b located above the base 1. This portion 2b is fixed to the upper end of the extension section 22 and extends toward the right side of the base 1. The right end of the horizontal portion 2b is provided with a downwardly extending bent portion 2c, which is located on the right side of the front portion of the base 1. The two ends of the rotating shaft 5 are rotatably connected to the front end of the extension section 22 and the front end of the bent portion 2c, respectively. The symmetrical mounting slots 11 and sliding blocks 4 on both sides ensure more uniform force transmission, further enhancing the stability of the connection between the base 1 and the linkage component 2, and ensuring smooth steering wheel angle adjustment.

[0042] refer to Figure 3 and Figure 7 A connecting hole b is provided at the position of the linkage component 2 corresponding to the rotating shaft 5. The rotating shaft 5 passes through the connecting hole b. A nut 51 is provided at the end of the rotating shaft 5. By tightening the nut 51 into the connecting hole b, the linkage component 2 and the base 1 can be tightly connected to avoid looseness or relative displacement between the linkage component 2 and the base 1, thereby ensuring the reliability and stability of the installation.

[0043] Further, by Figure 3 It can be seen that the nut 51 is provided with a second inclined surface 5a in the circumference, that is, the cross-sectional connection of the outer end of the nut 51 is larger than the cross-sectional connection of the inner end. With such a structural design, after the nut 51 is tightened, the sliding block 4 can be pressed into the installation groove 11 in the left and right directions of the sliding block 4, so that the sliding block 4 has zero gap in the upper and lower and left and right directions of the installation, thereby further improving the tightness of the connection between the linkage component 2 and the base 1, and then improving the flexibility and stability of the up and down adjustment of the base 1.

[0044] like Figure 1As shown, the power drive assembly 3 is a push rod motor disposed on the left side of the base 1. The base of the push rod motor is rotatably connected to the side of the base 1, and the front end of the push rod 31 of the push rod motor is rotatably connected to the lower end of the vertical section 21. After the push rod motor is activated, the push rod 31 moves forward, driving the lower end of the vertical section 21 forward. This drives the linkage component 2 as a whole to rotate upward around the second hinge portion 2a. The front end of the extension section 22 also rotates upward. That is, under the connecting transmission action of the sliding block 4, the base 1 can be driven to rotate upward around the first hinge portion 1a, achieving upward angle adjustment of the steering wheel. Similarly, the push rod motor drives the push rod 31 to move backward to achieve downward angle adjustment of the steering wheel. This will not be repeated here.

[0045] For further information, see Figure 1 A connecting branch 32 is fixedly provided at the front end of the push rod 31, and the connecting branch 32 is rotatably connected to the lower end of the vertical section 21. The push rod 31 moves back and forth, which drives the linkage component 2 to swing up and down with the second hinge portion 2a as the fulcrum. In this structure, the push rod motor has the technical advantages of simple and precise control and smooth operation. Specifically, the connecting branch 32 is perpendicular to the push rod 31 and extends radially outward along the push rod 31. The extended end of the connecting branch 32 is rotatably connected to the lower end of the vertical section 21. This design ensures the flexibility of the linkage component 2.

[0046] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. A steering tube angle adjustment mechanism, characterized in that: The invention comprises a base (1), a linkage component (2) and a sliding block (4); the base (1) is used for connecting to a vehicle steering tube; the base (1) and the linkage component (2) are both used for being rotatably assembled on the vehicle; a power drive assembly (3) is provided between the base (1) and the linkage component (2); the power drive assembly (3) is used for driving the linkage component (2) to rotate relative to the vehicle; The base (1) is provided with a mounting groove (11) extending along its length direction on its side, and the sliding block (4) can be mounted in the mounting groove (11) in a manner of sliding forward and backward. The sliding block (4) is rotationally connected to the linkage component (2) via a rotating shaft (5). When the linkage component (2) rotates relative to the vehicle, the sliding block (4) can drive the base (1) to rotate relative to the vehicle. An elastic component (a) is in contact between the sliding block (4) and the side wall of the installation groove (11), and the elastic component (a) enables the sliding block (4) to be installed between the base (1) and the linkage component (2) with zero clearance.

2. The steering tube angle adjustment mechanism according to claim 1, characterized in that: The mounting groove (11) is constructed as a trapezoidal groove structure having two symmetrical first inclined surfaces (111); the sliding block (4) is a trapezoidal block, and elastic components (a) are provided between its two sides and the corresponding first inclined surfaces (111).

3. The steering tube angle adjustment mechanism according to claim 1 or 2, characterized in that: The sliding block (4) has holes arrayed on its side, and the elastic component (a) is a rubber column installed in the hole, with the outer end of the rubber column protruding outward from the side of the sliding block (4) and abutting against the wall of the installation groove (11).

4. The steering tube angle adjustment mechanism according to claim 1, characterized in that: A mounting hole (41) is provided in the middle of the sliding block (4), a bushing (42) is provided in the mounting hole (41), and the bushing (42) is an annular non-closed structure with a cutout (421) formed on one side.

5. The steering tube angle adjustment mechanism according to claim 1, characterized in that: Both sides of the base (1) are provided with mounting grooves (11), and the sliding blocks (4) on both sides are rotatably connected to the linkage component (2) via a rotating shaft (5) penetrating along the width direction of the base (1).

6. The steering tube angle adjustment mechanism according to claim 1, characterized in that: A nut (51) is provided at the end of the rotating shaft (5) to tightly connect the linkage component (2) and the base (1); a second inclined surface (5a) is provided in the circumferential direction of the nut (51).

7. The steering tube angle adjustment mechanism according to claim 1, characterized in that: It also includes a linkage support seat (6), which is used for fixed assembly inside the car, and the linkage component (2) is rotatably connected to the linkage support seat (6).

8. The steering tube angle adjustment mechanism according to claim 1, characterized in that: The base (1) is provided with a first hinge portion (1a) at the rear end, and the linkage component (2) is provided with a second hinge portion (2a) at the rear end. The first hinge portion (1a) and the second hinge portion (2a) are both used for rotationally connecting to a vehicle. The sliding block (4) is connected between the base (1) and the front portion of the linkage component (2).

9. The steering tube angle adjustment mechanism according to claim 8, characterized in that: The linkage component (2) has a vertical section (21) located on one side of the base (1); an extension section (22) extending vertically forward is provided at the upper end of the vertical section (21); the second hinge portion (2a) is located at the upper end of the vertical section (21); the power drive assembly (3) is used to drive the vertical section (21) to rotate around the second hinge portion (2a); and the sliding block (4) is located at the front end of the extension section (22).

10. The steering tube angle adjustment mechanism according to claim 9, characterized in that: The power drive assembly (3) is a push rod motor, which includes a push rod (31), and the end of the push rod (31) is rotatably connected to the lower end of the vertical section (21).

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