Four-direction adjusting mechanical steering column structure

Abstract

The invention discloses a four-direction adjusting mechanical steering column structure which comprises an upper column tube, a lower column tube is coaxially and movably arranged on the outer wall of the upper column tube, adjusting supports are arranged at the two ends of the outer wall of the lower column tube, and fixing supports are installed at the ends of the sides, away from the lower column tube, of the adjusting supports. An adjusting mechanism for clamping the lower column pipe is installed between the two sets of adjusting supports, and a steering shaft connected with a steering wheel spline is arranged in the upper column pipe. The internal collapse type structure is adopted, so that the steering column stably moves in the axial direction in the collapse process, the problem that the column is likely to tip over due to an external collapse type structure is effectively avoided, the stability and predictability of collapse force are remarkably improved, and the collision safety of a whole vehicle is enhanced; through blocking cooperation with the boss, orderly stretching deformation can be achieved during collision, the stable energy absorption effect is generated, collision energy is efficiently absorbed, and impact damage to a driver is reduced.

Description

Technical Field

[0001] This invention relates to the field of steering column structure technology, specifically a four-way adjustable mechanical steering column structure. Background Technology

[0002] During vehicle operation, the steering system is a core component ensuring driving safety and comfort. The mechanical steering column, as a key load-bearing and transmission structure of the steering system, directly impacts the driving experience for users of different body types and driving habits due to its adjustability. With the automotive industry's increasing demands for ride comfort and personalization, traditional fixed or one-way / two-way adjustable mechanical steering columns are no longer sufficient to meet the diverse needs of users.

[0003] The current structure employs an external collapse design, which presents a significant risk of pipe column tipping during the collapse mechanism. This tipping not only affects the stability of the structure during collapse but may also damage surrounding components, thereby impacting the overall operational accuracy of the equipment. Therefore, it is urgent to add a dedicated support to fix and limit the critical stress points of the pipe column, thus structurally preventing tipping during collapse. Furthermore, the structure lacks a soft limiting device. During height adjustment, when the adjustment reaches its travel limit, a hard collision occurs between components, producing noticeable impact noise. This hard impact not only affects the user experience but also, with repeated impacts over time, may accelerate component wear and shorten the structure's lifespan.

[0004] Therefore, it is necessary to provide a four-way adjustable mechanical steering column structure to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this invention is to provide a four-way adjustable mechanical steering column structure to solve the problems existing in the background technology. The technical solution of this invention addresses the problem that the existing technical solutions are too simplistic and provides a solution that is significantly different from the existing technology.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a four-way adjustable mechanical steering column structure, comprising an upper column tube, a lower column tube coaxially and movably disposed on the outer wall of the upper column tube, adjusting brackets disposed at both ends of the outer wall of the lower column tube, a fixed bracket installed at the end of the adjusting bracket away from the lower column tube, an adjusting mechanism for clamping the lower column tube installed between the two sets of adjusting brackets, a steering shaft connected to the steering wheel spline disposed inside the upper column tube, and a protective cover bracket also installed on the outer wall of the upper column tube.

[0007] Preferably, the outer wall of the lower column tube is provided with a guide groove on the side perpendicular to the fixed bracket, and an anti-collision block fixed to the outer wall of the upper column tube is installed inside the guide groove.

[0008] Preferably, the adjustment mechanism includes a protruding block connected to the lower column tube and parallel to the adjustment bracket. Two sets of adjustment brackets are provided with adjustment grooves facing the protruding block. Friction blocks are provided at the ends of the two sets of adjustment grooves away from the protruding block. Cams are provided at the ends of the two sets of friction blocks away from the protruding block. An adjustment handle is installed on the side of one set of cams away from the adjustment bracket. A plane bearing is installed on the side of the adjustment handle away from the adjustment bracket. A locking nut is installed on the side of the plane bearing away from the adjustment bracket. A locking bolt is connected to the internal thread of the locking nut, which passes through the two sets of adjustment brackets, the two sets of protruding blocks, and the two sets of cams.

[0009] Preferably, a tension spring is connected to the side of the fixed bracket facing the adjusting bracket, and the other end of the tension spring is connected to the outer wall of the locking bolt. A noise-dampening ring is provided inside the tension spring to prevent the tension spring from making abnormal noise during the adjustment process.

[0010] Preferably, the protective cover bracket is detachably connected to the upper column tube by bracket bolts, and the protective cover bracket is used to fix the outer protective cover.

[0011] Preferably, the outer wall of the upper column tube is provided with a collapsible energy-absorbing strip. The collapsible energy-absorbing strip is a sheet metal strip with a curved arc structure and is arranged axially on the outer wall of the upper column tube. One end of its curved short side is welded and fixed to the outer wall of the upper column tube. One end of the curved long side of the collapsible energy-absorbing strip extends to the outer side of the lower column tube. The outer wall of the lower column tube is provided with a boss. The long side of the collapsible energy-absorbing strip passes through the boss and is in sliding contact with the boss.

[0012] Preferably, an upper column tube bearing is installed on the inner wall of the upper column tube and is rotatably connected to the steering shaft, and a wave washer is installed on one side of the upper column tube bearing.

[0013] Preferably, an input shaft is connected to one side of the steering shaft, which uses injection-molded splines and is connected to the spline pair of the steering shaft to ensure smooth sliding.

[0014] Compared with the prior art, the beneficial effects of the present invention are: 1. This invention adopts an internal collapsible structure, which allows the steering column to move smoothly along the axial direction during the collapsing process, effectively avoiding the column overturning problem that may occur with external collapsible structures. It significantly improves the stability and predictability of the collapsing force, enhances the overall vehicle collision safety, and the collapsible energy-absorbing strip adopts a curved arc-shaped sheet metal strip structure. Through the blocking cooperation with the boss, it can stretch and deform in an orderly manner during the collision, producing a stable energy absorption effect, efficiently absorbing collision energy, and reducing impact injury to the driver. 2. This invention achieves flexible adjustment and stable locking of height and angle, significantly improving driving comfort and ease of operation. The adjustment mechanism adopts a combination structure of cam, friction block, and locking bolt, combined with a plane bearing to reduce operating resistance, ensuring both quick unlocking and locking, and structural stability after locking, meeting the personalized needs of drivers of different body types and driving habits for steering wheel position. The cooperation between the guide groove and the anti-collision block precisely limits the adjustment stroke, the injection-molded spline joint connection ensures smooth sliding, and the wave-shaped washer compensates for assembly gaps. With the coordinated action of multiple components, the adjustment action of the steering column is smooth, precise, and without jamming, and the steering transmission response is sensitive, greatly optimizing the driving experience. 3. This invention is achieved through setting. Attached Figure Description

[0015] Figure 1 The three-dimensional representation of the present invention Figure 1 ; Figure 2 The three-dimensional representation of the present invention Figure 2 ; Figure 3 The three-dimensional representation of the present invention Figure 3 ; Figure 4 This is a three-dimensional structural schematic diagram of the adjustment mechanism of the present invention; Figure 5 This is a three-dimensional structural schematic diagram of the adjustment mechanism of the present invention from another perspective; Figure 6 This is a schematic diagram of the internal structure of the present invention; Figure 7 For the present invention Figure 6 Enlarged view of point A in the middle.

[0016] In the diagram: 1. Upper column tube; 2. Lower column tube; 3. Adjusting bracket; 4. Fixed bracket; 5. Adjusting mechanism; 501. Protrusion; 502. Adjusting groove; 503. Friction block; 504. Cam; 505. Adjusting handle; 506. Surface bearing; 507. Locking nut; 508. Locking bolt; 6. Steering shaft; 7. Protective cover bracket; 8. Guide groove; 9. Anti-collision block; 10. Tension spring; 11. Sound damping ring; 12. Collapsible energy-absorbing strip; 13. Boss; 14. Upper column tube bearing; 15. Wave washer; 16. Input shaft. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this invention 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 invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In the description of this invention, it should be noted that unless otherwise explicitly specified and limited, the terms "installed," "connected," "linked," and "set up" 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; and they can refer to the internal communication of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. The following describes embodiments of the invention based on its overall structure.

[0019] Please see Figure 1-7 A four-way adjustable mechanical steering column structure includes an upper column tube 1, a lower column tube 2 coaxially and movably mounted on the outer wall of the upper column tube 1, adjusting brackets 3 at both ends of the outer wall of the lower column tube 2, a fixed bracket 4 mounted on the end of the adjusting bracket 3 away from the lower column tube 2, an adjusting mechanism 5 for clamping the lower column tube 2 mounted between the two sets of adjusting brackets 3, a steering shaft 6 connected to the steering wheel spline mounted inside the upper column tube 1, and a protective cover bracket 7 mounted on the outer wall of the upper column tube 1. The structure is compact and reasonable, with clear division of labor among the components, providing a stable foundation for the four-way adjustment function, steering transmission and external protective cover installation, and ensuring the assembly reliability and functional integrity of the overall structure.

[0020] like Figure 1-7 As shown, a guide groove 8 is provided on the outer wall of the lower column tube 2 facing the fixed bracket 4. An anti-collision block 9 fixed to the outer wall of the upper column tube 1 is installed inside the guide groove 8. Through the cooperation of the guide groove 8 and the anti-collision block 9, the relative movement stroke of the upper column tube 1 and the lower column tube 2 is limited, avoiding collision of parts caused by excessive adjustment, and at the same time playing a guiding role to improve the stability of the adjustment action.

[0021] like Figure 1-7As shown, the adjustment mechanism 5 includes a protruding block 501 connected to the lower column tube 2 and parallel to the adjustment bracket 3. Two sets of adjustment brackets 3 are provided with adjustment grooves 502 extending towards the protruding block 501. Friction blocks 503 are provided at the ends of the two sets of adjustment grooves 502 away from the protruding block 501. Cams 504 are provided at the ends of the two sets of friction blocks 503 away from the protruding block 501. An adjustment handle 505 is mounted on the side of one set of cams 504 away from the adjustment bracket 3. An adjustment handle 505 is mounted on the side of the adjustment handle 505 away from the adjustment bracket 3. A plane bearing 506 is provided, and a locking nut 507 is installed on the side of the plane bearing 506 away from the adjusting bracket 3. The internal thread of the locking nut 507 is connected to a locking bolt 508 that passes through the two sets of adjusting brackets 3, the two sets of protruding blocks 501, and the two sets of cams 504. The cooperation of the cams 504 and the friction block 503 enables quick clamping and unlocking. The plane bearing 506 reduces the operating resistance of the adjusting handle 505, and the locking bolt 508 and the nut ensure the reliability of locking, making the four-way adjustment operation convenient and the fixation stable.

[0022] like Figure 1-7 As shown, a tension spring 10 is connected to the side of the fixed bracket 4 facing the adjustment bracket 3. The other end of the tension spring 10 is connected to the outer wall of the locking bolt 508. A noise-dampening ring 11 is provided inside the tension spring 10. The noise-dampening ring 11 is used to prevent the tension spring 10 from generating abnormal noise during the adjustment process. The tension spring 10 provides reset assistance for the adjustment mechanism 5, improving the ease of operation. The noise-dampening ring 11 effectively suppresses the abnormal noise generated by the tension spring 10 during the adjustment process, optimizing the driving experience.

[0023] like Figure 1-7 As shown, the protective cover bracket 7 is detachably connected to the upper column tube 1 by bracket bolts. The protective cover bracket 7 is used to fix the outer protective cover. The detachable connection design facilitates the installation, disassembly and maintenance of the protective cover. The protective cover bracket 7 provides a stable mounting point for the outer protective cover and plays a role in protecting the internal components.

[0024] like Figure 1-7 As shown, the outer wall of the upper column tube 1 is provided with a collapsible energy-absorbing strip 12. The collapsible energy-absorbing strip 12 is a sheet metal strip with a curved arc structure, and it is axially arranged on the outer wall of the upper column tube 1. One end of its curved short side is welded and fixed to the outer wall of the upper column tube 1. One end of the curved long side of the collapsible energy-absorbing strip 12 extends to the outer side of the lower column tube 2. The outer wall of the lower column tube 2 is provided with a boss 13. The long side of the collapsible energy-absorbing strip 12 passes through the boss 13 and is in sliding contact with the boss 13. When a fault occurs... During a collision, the boss 13 is part of the lower column tube 2 and remains stationary. The upper column tube 1 moves axially toward the lower column tube 2, causing the collapsible energy-absorbing strip 12 to move synchronously. The boss 13 blocks the collapsible energy-absorbing strip 12, causing it to be stretched and deformed, generating a peak collapsible force and subsequent continuous force to absorb energy. The collapsible energy-absorbing strip 12 also moves with the relative displacement between the upper column tube 1 and the lower column tube 2, and is continuously pulled out of the boss 13.

[0025] like Figure 1-7 As shown, an upper column tube bearing 14 is installed on the inner wall of the upper column tube 1 and is rotatably connected to the steering shaft 6. A wave washer 15 is installed on one side of the upper column tube bearing 14. The upper column tube bearing 14 ensures smooth rotation of the steering shaft 6 and reduces transmission resistance. The wave washer 15 can compensate for assembly gaps, prevent bearing loosening, and improve the accuracy and stability of steering transmission.

[0026] like Figure 1-7 As shown, an input shaft 16 is connected to one side of the steering shaft 6. The input shaft 16 is made of injection-molded spline and is connected to the spline pair of the steering shaft 6 to ensure smooth sliding. The injection-molded spline and spline pair connection reduce frictional resistance during sliding, ensure the smoothness of relative sliding between the steering shaft 6 and the input shaft 16, and improve the smoothness of adjustment and steering operation.

[0027] Working principle: When the height or angle of the steering column needs to be adjusted, the adjustment handle 505 is operated. The adjustment handle 505 drives the cam 504 connected to it to rotate synchronously. During the rotation of the cam 504, the contact state between its contour surface and the friction block 503 changes, and the clamping force originally applied to the friction block 503 is gradually released. As the cam 504 continues to rotate, the pressing state between the friction block 503 and the protrusion 501 on the lower column tube 2 is released, the clamping constraint of the adjustment bracket 3 on the lower column tube 2 is lost, and the lower column tube 2 and the upper column tube 1 gain relative motion freedom, completing the unlocking action and preparing for subsequent height and angle adjustments. During this process, the tension spring 10 is always in a pre-tensioned state, storing elastic potential energy for the subsequent reset action. After unlocking, by pulling the steering wheel back and forth, the steering wheel drives the steering shaft 6 connected to it via a spline. The steering shaft 6 then drives the upper column tube 1 to slide relative to the lower column tube 2 along its axial direction. The anti-collision block 9 on the outer wall of the upper column tube 1 slides synchronously along the guide groove 8 of the lower column tube 2. The guide groove 8 provides precise guidance for the anti-collision block 9, ensuring the stability of the sliding trajectory of the upper column tube 1 and avoiding deviation. At the same time, the two ends of the guide groove 8 form mechanical limits. When the anti-collision block 9 slides to the end of the guide groove 8, it reaches the limit position of height adjustment, effectively preventing component collision caused by over-adjustment. In addition, the steering shaft 6 and the input shaft 16 are connected by an injection-molded spline pair. The structural design of the injection-molded spline reduces the frictional resistance during the relative sliding process, ensuring smooth and uninterrupted extension and retraction between the upper column tube 1 and the lower column tube 2. When adjusting the height or adjusting the angle separately, swinging the steering wheel up and down causes the steering column assembly to rotate around the hinge point of the fixed bracket 4 on the lower column tube 2. The angle design of the adjustment groove 502 directly limits the range of angle adjustment, ensuring that the adjustment process is controllable. During this process, the upper column tube bearing 14 on the inner wall of the upper column tube 1 ensures that the steering shaft 6 can rotate smoothly at any angle, reducing steering transmission resistance. The wave washer 15 compensates for the assembly clearance of the upper column tube bearing 14, preventing steering jamming or shaking caused by bearing loosening, and improving the accuracy of steering transmission. At the same time, the tension spring 10 provides continuous reset assistance, keeping the adjustment mechanism 5 in a tight fit. The noise-dampening ring 11 fills the internal gap of the tension spring 10, suppressing abnormal noises caused by collisions between parts during adjustment, and optimizing the operating experience. After the steering wheel is adjusted to a comfortable position for the driver, the adjustment handle 505 is operated in the opposite direction, causing the cam 504 to rotate in the opposite direction. The contour surface of the cam 504 presses against the friction block 503 again. Under the pressure of the cam 504, the friction block 503 moves towards the protruding block 501 until it is in close contact with the protruding block 501 and generates sufficient friction. Under the threaded locking action of the locking bolt 508 and the locking nut 507, the entire adjustment mechanism 5 forms a stable clamping state. When a collision occurs, the boss 13 is part of the lower column tube 2 and remains stationary. The upper column tube 1 moves axially toward the lower column tube 2, causing the collapsible energy-absorbing strip 12 to move synchronously. The boss 13 blocks the collapsible energy-absorbing strip 12, causing it to be stretched and deformed, generating a peak collapsible force and subsequent continuous force to absorb energy. The collapsible energy-absorbing strip 12 also moves with the relative displacement between the upper column tube 1 and the lower column tube 2, and is continuously pulled out of the boss 13.

[0028] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A four-way adjustable mechanical steering column structure, comprising an upper column tube (1), characterized in that: The lower column tube (2) is coaxially and movably arranged on the outer wall of the upper column tube (1). Adjustment brackets (3) are provided at both ends of the outer wall of the lower column tube (2). A fixed bracket (4) is installed on the side of the adjustment bracket (3) away from the lower column tube (2). An adjustment mechanism (5) for clamping the lower column tube (2) is installed between the two sets of adjustment brackets (3). A steering shaft (6) for connecting the steering wheel spline is provided inside the upper column tube (1). A protective cover bracket (7) is also installed on the outer wall of the upper column tube (1).

2. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The outer wall of the lower column tube (2) is provided with a guide groove (8) on the side perpendicular to the fixed bracket (4), and an anti-collision block (9) fixed to the outer wall of the upper column tube (1) is installed inside the guide groove (8).

3. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The adjusting mechanism (5) includes a protruding block (501) connected to the lower column tube (2) and parallel to the adjusting bracket (3). Two sets of adjusting brackets (3) are provided with adjusting grooves (502) extending towards the protruding block (501). Friction blocks (503) are provided at the ends of the two sets of adjusting grooves (502) away from the protruding block (501). Cams (504) are provided at the ends of the two sets of friction blocks (503) away from the protruding block (501). One set of cams (504) is located at the ends of the two sets of friction blocks (503) away from the protruding block (501). An adjustment handle (505) is installed on the side away from the adjustment bracket (3). A plane bearing (506) is installed on the side of the adjustment handle (505) away from the adjustment bracket (3). A locking nut (507) is installed on the side of the plane bearing (506) away from the adjustment bracket (3). The locking nut (507) has a locking bolt (508) that passes through the two sets of adjustment brackets (3), the two sets of protrusions (501), and the two sets of cams (504).

4. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The fixed bracket (4) is connected to a tension spring (10) on the side facing the adjustment bracket (3). The other end of the tension spring (10) is connected to the outer wall of the locking bolt (508). The tension spring (10) is provided with a noise-absorbing ring (11), which is used to prevent the tension spring (10) from making abnormal noise during the adjustment process.

5. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The protective cover bracket (7) is detachably connected to the upper column tube (1) by bracket bolts, and the protective cover bracket (7) is used to fix the outer protective cover.

6. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The upper column tube (1) is provided with a collapsible energy-absorbing strip (12) on its outer wall. The collapsible energy-absorbing strip (12) is a sheet metal strip with a curved arc structure and is arranged axially on the outer wall of the upper column tube (1). One end of its curved short side is welded and fixed to the outer wall of the upper column tube (1). One end of the curved long side of the collapsible energy-absorbing strip (12) extends to the outer side of the lower column tube (2). The outer wall of the lower column tube (2) is provided with a boss (13). The long side of the collapsible energy-absorbing strip (12) passes through the boss (13) and is in sliding contact with the boss (13).

7. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The inner wall of the upper column tube (1) is equipped with an upper column tube bearing (14) which is rotatably connected to the steering shaft (6). A wave washer (15) is installed on one side of the upper column tube bearing (14).

8. The four-way adjustable mechanical steering column structure according to claim 1, characterized in that: The steering shaft (6) is connected to an input shaft (16) on one side. The input shaft (16) is made of injection-molded spline and is connected to the spline pair of the steering shaft (6) to ensure smooth sliding.

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