Steering column adjusting device

Abstract

The invention relates to a steering column adjusting device, and belongs to the steering wheel steering column system technology, the steering column adjusting device comprises a first connecting pair, a steering column is rotationally connected to the first connecting pair, a first adjusting sliding groove and a second adjusting sliding groove are formed in the first connecting pair on the front side of the steering column, and the first adjusting sliding groove and the second adjusting sliding groove are parallel to each other from top to bottom and are arranged in a staggered mode; the second connecting pair comprises two fixed supports which are arranged in a separated mode, guide sliding grooves are formed in the fixed supports, and the first connecting pair is connected between the two fixed supports; the first rotating shaft penetrates through the first adjusting sliding groove and is connected with the fixing support. The second rotating shaft penetrates through the second adjusting sliding groove and the guiding sliding groove, and a locking mechanism is arranged at one end of the second rotating shaft; the limiting mechanisms are arranged on the first connecting pair, located on the front side and the rear side of the first connecting pair and used for limiting the front steering position and the rear steering position of the steering column. The purpose of enlarging the adjusting range can be achieved, and arrangement of the whole vehicle is also facilitated.

Description

Technical Field

[0001] This application relates to the field of steering column system technology, and in particular to a steering column adjustment device. Background Technology

[0002] To accommodate the driving posture needs of drivers of different body types, the steering column has functions such as height and angle adjustment. Drivers can adjust it according to their own height and driving habits to find the most comfortable driving posture, thereby improving driving comfort and safety.

[0003] Currently, most mainstream vehicle steering column adjustment devices employ a limited adjustment range design. Specifically, the vertical adjustment range is typically limited to 40mm, and the front-to-back angle adjustment range is mostly between 8 and 15 degrees. This limitation in adjustment capability means that the device can only meet the driving needs of drivers of "average height."

[0004] However, in real-world driving scenarios, drivers vary significantly in size: shorter, taller, and heavier drivers all have limited adjustment space, making it difficult to adjust the steering wheel to their optimal driving posture. The direct consequence is a significant reduction in driving comfort, which can easily lead to fatigue or discomfort during long drives, impacting driving safety and user experience. Summary of the Invention

[0005] This application provides a steering column adjustment device to solve the problem in related technologies where the steering column has a limited adjustment range design, making it difficult for people with significant differences in body size to adjust the steering wheel to their optimal driving posture due to insufficient adjustment space.

[0006] In a first aspect, a steering column adjustment device is provided, comprising: a first connecting pair on which a steering column is rotatably connected, wherein the front side of the steering column is provided with a first adjusting groove and a second adjusting groove on the first connecting pair, the first adjusting groove and the second adjusting groove being parallel to each other from top to bottom and staggered; a second connecting pair including two separately arranged fixed brackets, wherein the fixed brackets are provided with guide grooves, and the first connecting pair is connected between the two fixed brackets; a first rotating shaft passing through the first adjusting groove and connected to the fixed brackets; a second rotating shaft passing through the second adjusting groove and the guide groove, and having a locking mechanism at one end thereof, the locking mechanism being used to fix the first connecting pair and the second connecting pair; and a limiting mechanism disposed on the first connecting pair and located on both the front and rear sides of the first connecting pair, the limiting mechanism being used to limit the front and rear turning position of the steering column.

[0007] In some embodiments, the locking mechanism includes: two locking discs, which are rotatably coupled to each other on the second rotating shaft, and one of the locking discs is in contact with the outer wall of the fixed bracket; multiple bosses distributed on the locking discs, with grooves formed between adjacent bosses; and an adjustment control connected to the second rotating shaft and used to adjust the rotation of one of the locking discs to switch the rotational coupling state between the two locking discs; the rotational coupling state between the two locking discs includes: a first state position and a second state position. When in the first state position, the bosses on the two locking discs abut against each other, and when in the second state position, a boss on one locking disc is connected to the groove of the other locking disc.

[0008] In some embodiments, one side of the boss has a slope, which forms one side of the inner wall of the groove.

[0009] In some embodiments, the adjustment control includes a handle rotatably connected to the second rotation axis and fixedly connected to a locking disc located away from the fixed bracket.

[0010] In some embodiments, the locking disc has a tenon, the handle has a mortise, and the tenon and the mortise are connected.

[0011] In some embodiments, the mounting bracket is provided with at least one optimization slot.

[0012] In some embodiments, a pneumatic spring is provided between the first connecting pair and the second connecting pair.

[0013] In some embodiments, the steering column has a front limit adjustment position and a rear limit adjustment position, and the area between the front limit adjustment position and the rear limit adjustment position constitutes the adjustment range of the steering column. The adjustment range is provided with a front lower limit area and a rear lower limit area, and the limiting mechanism is used to restrict the steering column from turning to the front lower limit area and the rear lower limit area.

[0014] In some embodiments, the limiting mechanism includes: a front limiting block disposed on the front side of the first connecting pair, and a first abutting block disposed on the second connecting pair; a rear limiting block disposed on the rear side of the first connecting pair, and a second abutting block adapted to the rear limiting block disposed on the second connecting pair.

[0015] In some embodiments, the front limiting block and the rear lower limiting region are arranged symmetrically about the center of the first rotation axis, and the rear limiting block and the front lower limiting region are arranged symmetrically about the center of the first rotation axis.

[0016] The beneficial effects of the technical solution provided in this application include: This application provides a steering column adjustment device, which uses a first connecting pair as a support structure. The first and second adjustment slides, which are parallel and staggered from top to bottom, work together with the guide slide of the second connecting pair. The first rotating shaft passes through the first adjustment slide, reducing the vertical distance to the center of the steering wheel, thus significantly increasing the angle change under the same displacement. Combined with the precise guidance of the guide slide and the locking mechanism, the adjusted position is fixed. On the basis of increasing the adjustment range, the driver is limited in areas that are not suitable by the limiting mechanism. This not only increases the adjustment range but also benefits the overall vehicle layout. 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 accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure provided for an embodiment of this application; Figure 2 A schematic diagram illustrating the first connection pair provided for an embodiment of this application; Figure 3 A schematic diagram illustrating the second connection pair provided for an embodiment of this application; Figure 4 A schematic diagram illustrating the locking mechanism provided for an embodiment of this application; Figure 5 An exploded view of the locking mechanism is provided for the purposes of this application. Figure 6 A schematic diagram illustrating the locking disc provided for an embodiment of this application; Figure 7 A schematic diagram illustrating a gas drag spring provided for an embodiment of this application; Figure 8 A schematic diagram illustrating the steering column adjustment range provided for an embodiment of this application; Figure 9 A schematic diagram showing the front limiting block and the first abutment block provided for an embodiment of this application; Figure 10 A schematic diagram showing the rear limiting block and the second abutment block provided for embodiments of this application; In the diagram: 1. First connecting pair; 10. First adjusting slide; 11. Second adjusting slide; 13. Air resistance spring; 2. Steering column; 20. Front limit adjustment position; 200. Forward and uppermost position; 201. Forward and lowermost position; 21. Rear limit adjustment position; 210. Rearmost and uppermost position; 211. Rearmost and lowermost position; 22. Front lower limit area; 220. Forward and lowermost first position; 221. Forward and lowermost second position; 23. Rear lower limit area; 230. Rearmost and lowermost first position. 231. Second position, last and lowest; 3. Second connecting pair; 4. Fixed bracket; 40. Guide groove; 5. First rotating shaft; 6. Second rotating shaft; 7. Locking mechanism; 70. Locking plate; 71. Boss; 710. Groove; 711. Inclined surface; 72. Adjustment control; 720. First state position; 721. Second state position; 73. Tenon; 74. Mortise; 8. Optimization groove; 90. Front limit block; 91. First abutment block; 92. Rear limit block; 93. Second abutment block. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] This application provides a steering column adjustment device that solves the problem in related technologies where the steering column has a limited adjustment range, making it difficult for people with significant differences in body size to adjust the steering wheel to their optimal driving posture due to insufficient adjustment space.

[0021] Reference Figure 1-10A steering column adjustment device includes: a first connecting pair 1, a second connecting pair 3, a first rotating shaft 5, a second rotating shaft 6, and a limiting mechanism. A steering column 2 is rotatably connected to the first connecting pair 1. The front side of the steering column 2 is provided with a first adjusting groove 10 and a second adjusting groove 11 on the first connecting pair 1. The axial directions of the first adjusting groove 10 and the second adjusting groove 11 are the same as the axial direction of the steering column 2, and the first adjusting groove 10 and the second adjusting groove 11 are parallel to each other from top to bottom and staggered. The second connecting pair 3 includes two separately arranged fixed supports 4. Each fixed support 4 is provided with a guide groove 40, which is curved downwards. The extension direction of the guide groove 40 is the same as the forward and backward adjustment direction of the steering column 2. The first connecting pair 1 and the second connecting pair 3 constitute the main support structure, connecting the first connecting pair 1 between the two fixed supports 4. The first connecting pair 1 and the fixed supports 4 are fitted with a clearance fit. Then, the first rotating shaft 5 passes through the first adjusting slide groove 10 and is connected to the fixed bracket 4; the second rotating shaft 6 passes through the second adjusting slide groove 11 and the guide slide groove 40, and has a locking mechanism 7 at one end, which is used to fix the first connecting pair 1 and the second connecting pair 3. Finally, a limiting mechanism is set on the first connecting pair 1 and located on the front and rear sides of the first connecting pair 1 to limit the front and rear steering position of the steering column 2.

[0022] In this application, the main support structure consists of a first connecting pair 1 and a second connecting pair 3. The steering column 2 is rotatably connected to the first connecting pair 1, and the first connecting pair 1 is connected to the two separately arranged fixed brackets 4 of the second connecting pair 3, providing a basic support frame for the entire steering column 2 adjustment device. The first rotating shaft 5 passes through the first adjusting groove 10 and is connected to the fixed bracket 4, and the second rotating shaft 6 passes through the second adjusting groove 11. When the steering column 2 needs to be adjusted up and down, due to the guiding effect of the first adjusting groove 10 and the second adjusting groove 11, the first rotating shaft 5 and the second rotating shaft 6 move within the first adjusting groove 10 and the second adjusting groove 11, driving the first connecting pair 1 and the steering column 2 connected to it to adjust their positions in the vertical direction, thereby realizing the up and down adjustment function of the steering column 2. Furthermore, the first rotating shaft 5 passing through the first adjusting groove 10 reduces the vertical distance to the center of the steering wheel, significantly increasing the angle change under the same displacement, and the maximum vertical travel of the steering column 2 can reach 95mm.

[0023] The second rotating shaft 6 passes through the second adjusting slide 11 and the guide slide 40. When the steering column 2 is mainly adjusted forward and backward, the second rotating shaft 6 moves along the guide slide 40. Due to the arc design of the guide slide 40, the first connecting pair 1 and the steering column 2 can be adjusted forward and backward along a specific trajectory, with an adjustment angle of up to 39 degrees. At the same time, the first adjusting slide 10 and the second adjusting slide 11 also cooperate with this forward and backward adjustment rotation to a certain extent, ensuring the stability of the adjustment. After completing the up-down and forward and backward adjustment of the steering column 2, the locking mechanism 7 can fix the relative positions of the first connecting pair 1 and the second connecting pair 3, thereby fixing the adjusted position of the steering column 2 and preventing accidental movement of the steering column 2 during use. The limiting mechanism can prevent the steering column 2 from exceeding the adjustment range during forward and backward adjustment, ensuring the safety and reliability of the adjustment process.

[0024] In summary, this application solves the problem of drivers of different body sizes being unable to achieve their ideal driving posture due to insufficient adjustment space, providing drivers with a more personalized and user-friendly driving experience. Drivers can freely adjust the steering wheel position according to their own needs, allowing them to be in the most comfortable driving posture and effectively reducing fatigue or discomfort caused by long-term driving.

[0025] In this application, the locking mechanism 7 includes a locking disc 70, a boss 71, and an adjustment control 72. There are two locking discs 70, which rotate and engage with each other on the second rotating shaft 6. During installation, one of the locking discs 70 contacts the outer wall of the fixed bracket 4. Multiple bosses 71 are distributed on the locking disc 70, and a groove 710 is formed between adjacent bosses 71. Finally, the adjustment control 72 is connected to the second rotating shaft 6 and is used to adjust the rotation of one of the locking discs 70 to change the rotational engagement state between the two locking discs 70.

[0026] In this application, the rotational engagement states between the two locking discs 70 include: a first state position 720 and a second state position 721. When in the first state position 720, the protrusions 71 on the two locking discs 70 abut against each other. When in the second state position 721, the protrusion 71 on one locking disc 70 is connected to the groove 710 of the other locking disc 70.

[0027] The second rotating shaft 6 provides a common center of rotation for the two locking discs 70. The two locking discs 70 are first movably mounted on the second rotating shaft 6, then the boss 71 and the groove 710 are aligned with each other. One locking disc 70 contacts the fixed bracket 4, while one side of the other locking disc 70 is connected to the adjustment control 72. The adjustment control 72 is locked to the second rotating shaft 6 by a nut connector, and the adjustment control 72 is rotatably connected relative to the second rotating shaft 6. It should be noted that the nut connection allows for adjustment of the rotational allowance between the two locking discs 70. The connection and transmission between the two locking discs 70 are achieved by the boss 71 embedding into the groove 710, which is a typical mechanical mating method.

[0028] When the locking disc 70 is rotated via the adjustment control 72, if the rotational engagement between the two locking discs 70 is in the first state position 720, the protrusions 71 on the two locking discs 70 abut against each other, causing the two protrusions 71 to expand to both sides. This causes the locking discs 70 to press the fixed bracket 4, causing it to deform to a certain extent and pressing the gap between it and the first connecting pair 1, thus achieving the locking principle. The thickness of the two protrusions 71 is greater than the width of the gap. In addition, to optimize the deformation of the fixed bracket 4 and better press the first connecting pair 1, at least one optimization groove 8 is provided on the fixed bracket 4. The optimization groove 8 acts as a stress concentration area, causing the fixed bracket 4 to produce controllable elastic deformation under force, thereby enhancing the pressing force on the first connecting pair 1. This deformable design avoids the problem of insufficient clamping force caused by uneven stress distribution in traditional rigid brackets, ensuring a uniform and stable clamping effect between the first connecting pair 1 and the fixed bracket 4, completely eliminating the risk of loose connection, significantly improving the long-term reliability and positioning accuracy of the steering column 2 adjustment device, and ultimately ensuring the stability of the driver's steering wheel posture after adjustment, reducing fatigue and enhancing driving safety.

[0029] When the two locking discs 70 are in the second state position 721, the grooves 710 and protrusions 71 of the two locking discs 70 respectively engage to unlock. At this time, the fixed bracket 4 and the first connecting pair 1 are in a clearance fit state, allowing the first connecting pair 1 to be easily adjusted. The rotation operation of the adjustment control 72 enables rapid state switching, ensuring a smooth and precise adjustment process. This completely solves the problems of easy loosening and cumbersome operation of traditional locking mechanisms 7, significantly improving the stability of the steering wheel posture, driving comfort, and driving safety.

[0030] This application also considers the issue of the steering wheel dropping due to gravity after the first connecting pair 1 is unlocked when the adjustment control 72 is unlocked and the two locking discs 70 are in the second state position 721. Therefore, a gas spring 13 is provided between the first connecting pair 1 and the second connecting pair 3. The gas spring 13 provides support and effectively counteracts the downward trend of the steering wheel due to gravity after the first connecting pair 1 is unlocked due to the adjustment control 72. This ensures that the steering wheel will not suddenly drop due to gravity in the unlocked state, avoiding accidental collisions or loss of control during driver operation, while also improving adjustment accuracy and operational safety.

[0031] In this application, the adjustment control 72 includes a handle, which is rotatably connected to the second rotating shaft 6 and fixedly connected to a locking disc 70 located away from the fixed bracket 4. The fixing method includes, but is not limited to, providing a tenon 73 on the locking disc 70 and a mortise 74 on the handle. The tenon 73 and the mortise 74 are connected to complete the rigid connection between the locking disc 70 and the handle, realizing the transmission of rotational torque. When the handle rotates, the tenon 73-mortise 74 structure ensures that torque is transmitted to the locking disc 70 without loss, allowing the user to quickly switch the locking state with one hand.

[0032] In this application, a ramp 711 is also provided on one side of the boss 71, forming one side inner wall of the groove 710. The mechanical cooperation of the ramp 711 significantly optimizes the smoothness and reliability of the locking state switching. When the bosses 71 in the first state position 720 abut against each other and the bosses 71 in the second state position 721 are embedded in the groove 710, the ramp 711 structure forms a self-guiding path, allowing the bosses 71 to smoothly slide into the groove 710 along the ramp 711, greatly reducing the operating resistance, while ensuring that the switching process is accurate and without deviation, completely eliminating the risk of locking failure caused by friction or alignment deviation.

[0033] This application utilizes a first adjusting groove 10, a second adjusting groove 11, a guide groove 40, a first rotating shaft 5, and a second rotating shaft 6 that cooperate on the first connecting pair 1 and the second connecting pair 3 to effectively expand the adjustment range of the steering column 2's vertical travel and front-rear angle, accommodating drivers with significant differences in body size: short, tall, and overweight drivers. However, a larger adjustment range for the steering column 2 can pose certain difficulties for the overall vehicle layout. Therefore, by setting a limiting mechanism, while increasing the adjustment range, it limits certain areas that are not suitable for the driver, thus achieving the goal of increasing the adjustment range and also facilitating the overall vehicle layout.

[0034] From the driver's perspective, the adjustment range of the steering column 2 is typically divided into four positions: the foremost and highest position 200, the foremost and lowest position 201, the last and highest position 210, and the last and lowest position 211. The foremost and highest position 200 and the foremost and lowest position 201 are the front limit adjustment positions 20, and the last and highest position 210 and the last and lowest position 211 are the rear limit adjustment positions 21. The area between the front limit adjustment position 20 and the rear limit adjustment position 21 constitutes the adjustment range of the steering column 2. To increase the adjustment range of the steering column 2 in this application, and to prevent the steering column 2 from being adjusted to positions that are not ergonomic and cause difficulties in the overall vehicle layout—that is, when the steering column 2 is in the lower front or lower rear position, it may lead to unnatural driving postures such as excessive extension or bending of the driver's arms, or leaning forward or backward.

[0035] Therefore, this application provides a front lower limit area 22 and a rear lower limit area 23 within the adjustment range of the steering column 2. The limiting mechanism is used to restrict the steering column 2 from turning to the front lower limit area 22 and the rear lower limit area 23. The front lower limit area 22 and the rear lower limit area 23 are unreachable areas. Constructing the front lower limit area 22 and the rear lower limit area 23 is equivalent to cutting off the front lower corner and the rear lower corner of the adjustment range of the steering column 2. The original front and lowermost position 201 becomes the front and lowermost first position 220 and the front and lowermost second position 221, and the original back and lowermost position 211 becomes the back and lowermost first position 230 and the back and lowermost second position 231.

[0036] The limiting mechanism includes a front limiting block 90 and a rear limiting block 92. The front limiting block 90 is located on the front side of the first connecting pair 1, and a first abutting block 91 is provided on the second connecting pair 3. The rear limiting block 92 is located on the rear side of the first connecting pair 1, and a second abutting block 93 adapted to the rear limiting block 92 is provided on the second connecting pair 3.

[0037] This application takes the steering wheel being lowered from its highest position 200 to its lowest position 201 as an example. By rotating the locking disc 70 with the handle, the two locking discs 70 are positioned in a second state position 721. The grooves 710 and bosses 71 of the two locking discs 70 engage respectively, unlocking the steering column 2. Then, the steering column 2 is lowered from its highest position 200. When it is lowered from its lowest position 200 to its lowest position 220, the rear limit block 92 contacts the second abutment block 93, preventing the first connecting pair 1 from descending further. Therefore, it must be rotated backward from its lowest position 220 to continue descending until it reaches its lowest position 221. Finally, by rotating the locking disc 70 with the handle, the two locking discs 70 are positioned in the first state position 720. The bosses 71 of the two locking discs 70 abut respectively, expanding outwards to press the fixing bracket 4, thereby locking the first connecting pair 1.

[0038] Furthermore, to ensure that the limiting result is exactly the same as the limiting area, thus achieving the limiting purpose, the front limiting block 90 and the rear lower limiting area 23 are symmetrically arranged about the center of the first rotation axis 5, and the rear limiting block 92 and the front lower limiting area 22 are symmetrically arranged about the center of the first rotation axis 5.

[0039] In summary, this application, by setting a front lower limit area 22 and a rear lower limit area 23, designates the lower front and rear corner areas, which might otherwise lead to unreasonable driving postures, as unreachable areas, making the adjustment range more in line with actual needs. The front limit block 90 and the rear limit block 92, respectively, cooperate with the first abutment block 91 on the second connecting pair 3 and the second abutment block 93 on the second connecting pair 3, to precisely limit the steering column 2 from turning to the front lower limit area 22 and the rear lower limit area 23. When the steering column 2 is adjusted close to an unreasonable position, the limiting mechanism will promptly activate, preventing the steering column 2 from continuing to move into these areas, thereby effectively avoiding the potential risks caused by adjusting to a position that does not conform to ergonomic principles, and ensuring the driver's driving safety and comfort.

[0040] Furthermore, the front limit block 90 and the rear lower limit area 23, and the rear limit block 92 and the front lower limit area 22 are symmetrically arranged about the center of the first rotation axis 5, so that the limiting structure matches the movement trajectory of the steering column 2. In this way, no matter which direction the steering column 2 is adjusted to its extreme position, the limiting mechanism can function in a similar manner, ensuring consistent limiting effect. For example, when the steering column 2 is adjusted from the middle position to its extreme forward and downward and backward respectively, the contact method and limiting effect between the limit block and the abutment block are basically the same, accurately preventing the steering column 2 from entering the unreachable limiting area.

[0041] The principle of this application is as follows: First, rotating the handle switches the locking disc 70 to the second state position 721, thereby unlocking it. Then, the first rotating shaft 5 moves in the first adjusting slide 10 to complete the up-and-down adjustment, or the second rotating shaft 6 moves in the arc-shaped guide slide 40 to complete the forward-and-backward adjustment. During this process, the air resistance spring 13 effectively counteracts the downward tendency of the steering wheel due to gravity, ensuring smooth and safe adjustment. During the adjustment process, the limiting mechanism automatically intervenes: for example, when adjusting from the highest and foremost position 200, when the steering column 2 touches the lowest and foremost first position 220, the rear limiting block 92 contacts the second abutment block 93, preventing further descent. It is necessary to make a slight adjustment to the lowest and foremost second position 221 before continuing. Finally, rotating the handle switches the locking disc 70 to the first state position 720, pressing the fixed bracket 4, and the optimized groove 8 guides elastic deformation to enhance the clamping force, achieving precise locking and fixing the steering wheel in the driver's optimal posture. By employing a synergistic effect of unlocking, precise adjustment, limit protection, and reliable locking, this system caters to the individual needs of drivers of varying heights, builds, and sizes, allowing the steering wheel to precisely adapt to the optimal driving posture. Simultaneously, the air-resistance spring 13 effectively counteracts the steering wheel's downward tilt due to gravity, ensuring a smooth and safe adjustment process. The limit mechanism avoids the front lower limit area 22 and the rear lower limit area 23, and, combined with the optimized groove 8, enhances the bracket's clamping force, eliminating the risk of locking loosening. This application significantly improves driving comfort, driving safety, and ease of adjustment, eliminates the risk of long-term driving fatigue, and provides users with a fully adaptable, ergonomic driving experience.

[0042] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and 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, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "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; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0043] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0044] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A steering column adjustment device, characterized in that, It includes: A first connecting pair (1) is rotatably connected to a steering column (2). The front side of the steering column (2) is provided with a first adjusting slide groove (10) and a second adjusting slide groove (11) on the first connecting pair (1). The first adjusting slide groove (10) and the second adjusting slide groove (11) are parallel to each other from top to bottom and are staggered. The second connecting pair (3) includes two fixed brackets (4) separated from each other. The fixed brackets (4) are provided with guide grooves (40). The first connecting pair (1) is connected between the two fixed brackets (4). A first rotating shaft (5) passes through the first adjusting groove (10) and is connected to the fixed bracket (4); The second rotating shaft (6) passes through the second adjusting slide (11) and the guide slide (40), and has a locking mechanism (7) at one end. The locking mechanism (7) is used to fix the first connecting pair (1) and the second connecting pair (3). A limiting mechanism is provided on the first connecting pair (1) and located on the front and rear sides of the first connecting pair (1). The limiting mechanism is used to limit the front and rear turning position of the steering column (2).

2. The steering column adjustment device as described in claim 1, characterized in that: The locking mechanism (7) includes: Two locking discs (70) are provided, and the two locking discs (70) rotate and cooperate with each other on the second rotating shaft (6), and one of the locking discs (70) contacts the outer wall of the fixed bracket (4); A plurality of bosses (71) are distributed on the locking disc (70), and a groove (710) is formed between adjacent bosses (71). Adjustment control (72), which is connected to the second rotating shaft (6) and is used to adjust the rotation of one of the locking discs (70) to change the rotational engagement state between the two locking discs (70); The rotational engagement states between the two locking discs (70) include: a first state position (720) and a second state position (721). When in the first state position (720), the bosses (71) on the two locking discs (70) abut against each other. When in the second state position (721), the boss (71) on one locking disc (70) is connected to the groove (710) of the other locking disc (70).

3. A steering column adjustment device as described in claim 2, characterized in that: The boss (71) has a slope (711) on one side, and the slope (711) forms one side inner wall of the groove (710).

4. A steering column adjustment device as described in claim 2, characterized in that: The control unit (72) includes a handle that is rotatably connected to the second rotating shaft (6) and fixedly connected to a locking disc (70) located away from the fixed bracket (4).

5. A steering column adjustment device as described in claim 4, characterized in that: The locking disc (70) is provided with a tenon (73), and the handle is provided with a mortise (74). The tenon (73) and the mortise (74) are connected.

6. A steering column adjustment device as described in claim 2, characterized in that: The fixed bracket (4) is provided with at least one optimization groove (8).

7. A steering column adjustment device as described in claim 2, characterized in that: A pneumatic spring (13) is provided between the first connecting pair (1) and the second connecting pair (3).

8. A steering column adjusting device as described in claim 1, characterized in that: The steering column (2) has a front limit adjustment position (20) and a rear limit adjustment position (21). The area between the front limit adjustment position (20) and the rear limit adjustment position (21) constitutes the adjustment range of the steering column (2). The adjustment range is provided with a front lower limit area (22) and a rear lower limit area (23). The limiting mechanism is used to restrict the steering column (2) from turning to the front lower limit area (22) and the rear lower limit area (23).

9. A steering column adjustment device as described in claim 8, characterized in that: The limiting mechanism includes: A front limiting block (90) is provided on the front side of the first connecting pair (1), and a first abutting block (91) is provided on the second connecting pair (3). A rear limiting block (92) is provided on the rear side of the first connecting pair (1), and a second abutting block (93) adapted to the rear limiting block (92) is provided on the second connecting pair (3).

10. A steering column adjusting device as described in claim 9, characterized in that: The front limiting block (90) and the rear lower limiting region (23) are symmetrically arranged about the center of the first rotation axis (5), and the rear limiting block (92) and the front lower limiting region (22) are symmetrically arranged about the center of the first rotation axis (5).

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