Steering column adjustment device and steering system

Abstract

The application provides a steering column adjusting device and a steering system. The steering column adjusting device comprises a motor, a power switching mechanism connected to an output shaft of the motor, a length adjusting mechanism and a first transmission mechanism connected to the length adjusting mechanism, an angle adjusting mechanism and a second transmission mechanism connected to the angle adjusting mechanism. The power switching mechanism has a first switching state and a second switching state. In the first switching state, the power switching mechanism combines the output power of the motor to the first transmission mechanism, so as to drive the length adjusting mechanism to adjust the length of the steering column. In the second switching state, the power switching mechanism combines the output power of the motor to the second transmission mechanism, so as to drive the angle adjusting mechanism to adjust the inclination angle of the steering column. The application adopts a single motor to control the length and angle adjusting mechanisms, and adds a power switching mechanism to realize separate length and angle adjustment, so that the structure of the steering column adjusting device is simplified.

Description

Technical Field

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

[0002] The steering column is a crucial component connecting the steering wheel and steering gear, transmitting the driver's steering commands to the wheels. Generally, the position of the steering column is adjustable. However, the optimal steering column position varies depending on the driver's height, build, and driving habits. Adjusting the steering column allows different drivers to find a comfortable and suitable driving posture, improving driving comfort.

[0003] Steering column adjustment generally includes length adjustment and angle adjustment. Length adjustment allows for adjustment of the steering wheel's vertical position, while angle adjustment allows for adjustment of the steering wheel's tilt angle, thus achieving a comfortable position for the driver.

[0004] In some known steering column adjustment devices, length adjustment and angle adjustment are achieved through different mechanical mechanisms, and each of the length adjustment mechanism and the angle adjustment mechanism is equipped with a motor for driving it.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Utility Model Content

[0006] Depending on the specific aspects, one of the technical problems to be solved by this application is how to simplify the structure of the steering column adjustment device.

[0007] In addition, this application aims to solve or alleviate other technical problems existing in the prior art.

[0008] According to one aspect of this application, the following is provided:

[0009] A steering column adjustment device, comprising:

[0010] Electric motor;

[0011] A power switching mechanism connected to the output shaft of the motor;

[0012] A length adjustment mechanism and a first transmission mechanism connected to the length adjustment mechanism;

[0013] An angle adjustment mechanism and a second transmission mechanism connected to the angle adjustment mechanism;

[0014] The power switching mechanism has a first switching state and a second switching state. In the first switching state, the power switching mechanism combines the output power of the motor with the first transmission mechanism, thereby driving the length adjustment mechanism to adjust the length of the steering column. In the second switching state, the power switching mechanism combines the output power of the motor with the second transmission mechanism, thereby driving the angle adjustment mechanism to adjust the tilt angle of the steering column.

[0015] Optionally, according to one embodiment of this application, the first transmission mechanism and the second transmission mechanism are configured as bevel gear transmission mechanisms, and the driving wheels of the first transmission mechanism and the second transmission mechanism are coaxially arranged on the output shaft of the motor and can rotate freely relative to the output shaft.

[0016] Optionally, according to one embodiment of this application, the power switching mechanism includes a friction disc and a control mechanism. The friction disc is rotatably fixed to the output shaft and axially movable. The control mechanism can drive the friction disc to move axially along the output shaft, so that the friction disc abuts against the side of the drive wheel and drives the drive wheel to rotate through friction.

[0017] Optionally, according to one embodiment of this application, the power switching structure further includes a main body and a spring, and the control mechanism includes a control lever. The main body is rotatably fixed to the output shaft and axially movable. The friction discs are respectively connected to both sides of the main body via the springs. The control lever is connected to the main body and can drive the main body to move axially on the output shaft.

[0018] Optionally, according to one embodiment of this application, the power switching mechanism includes an external spline and a shift fork. The external spline is rotatably fixed to the output shaft and axially movable. An internal spline matching the external spline is provided on the drive wheel. The shift fork can move the external spline axially along the output shaft to engage with the internal spline.

[0019] Optionally, according to one embodiment of this application, the length adjustment mechanism includes a third transmission mechanism, the steering column includes a telescopic rod and a sleeve rod, one end of the telescopic rod is connected to the steering wheel, the other end is accommodated in the sleeve rod and is axially movable in the sleeve rod, and the third transmission mechanism is configured to convert rotational motion into linear motion of the telescopic rod in the sleeve rod.

[0020] Optionally, according to one embodiment of this application, the third transmission mechanism is configured as a first lead screw and nut mechanism having a first lead screw and a first nut, one end of the first lead screw being disposed on the outside of the sleeve rod via a bearing, and the other end being connected to the first transmission mechanism, and the first nut being fixedly connected to the telescopic rod.

[0021] Optionally, according to one embodiment of this application, the angle adjustment mechanism includes a fourth transmission mechanism, the input end of which is connected to the second transmission mechanism, and the output end of which is connected to the sleeve rod. The first end of the sleeve rod opposite to the steering wheel is rotatably connected to the vehicle body. The fourth transmission mechanism is capable of converting the rotational motion transmitted by the second transmission mechanism into the rotational motion of the sleeve rod with its first end as the axis.

[0022] Optionally, according to one embodiment of this application, the fourth transmission mechanism includes a lead screw and nut mechanism having a second lead screw and a second nut, and a linkage mechanism having a first connecting rod and a second connecting rod. One end of the second lead screw is disposed on the outside of the sleeve rod through a bearing, and the other end is connected to the second transmission mechanism. One end of the second connecting rod is rotatably connected to the second nut, and the other end is rotatably fixedly connected to the first connecting rod. The first connecting rod is rotatably connected to the sleeve rod.

[0023] According to another aspect of this application, this application provides a steering system including a steering wheel, a steering column, and the aforementioned steering column adjustment device, wherein the steering wheel is connected to one end of the steering column.

[0024] The advantages of this application include at least the following:

[0025] 1. One embodiment of this application proposes a steering column adjustment device that uses a single motor to control the length adjustment mechanism and the angle adjustment mechanism, and adds a power switching mechanism to realize separate length adjustment and angle adjustment and switching between them. This simplifies the structure of the adjustment device, shortens the dimensional chain, reduces the overall axial clearance of the steering column, thereby reducing the assembly clearance at the steering wheel, which is beneficial to the manufacturing and assembly of the steering wheel.

[0026] 2. One embodiment of this application proposes a steering column adjustment device that uses a clutch-like structure such as a friction disc or external spline as a power switching mechanism, which can effectively guide power transmission and thus facilitate flexible switching between length adjustment and angle adjustment. Attached Figure Description

[0027] Referring to the accompanying drawings, the above and other features of this application will become apparent, wherein,

[0028] Figure 1A steering column adjustment device according to one embodiment of this application is shown. Detailed Implementation

[0029] It is readily understood that, based on the technical solution of this application, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of this application.

[0030] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, the terms "first," "second," "third," and similar expressions are used for descriptive and distinguishing purposes only and should not be construed as indicating or implying the relative importance of the corresponding components or the order of components or assembly sequence.

[0031] One aspect of this application proposes a steering column adjustment device, which drives a length adjustment mechanism and an angle adjustment mechanism via a single motor, and allows for free switching of control over the length adjustment mechanism and the angle adjustment mechanism. (Reference) Figure 1 This illustration shows a steering column adjustment device 100 according to one embodiment of this application. The steering column adjustment device includes a motor 110, a power switching mechanism 120, a first transmission mechanism 130, a second transmission mechanism 140, a length adjustment mechanism 150, and an angle adjustment mechanism 160. The motor 110 provides a power source for adjusting the steering column 200, particularly providing driving force to the length adjustment mechanism 150 and the angle adjustment mechanism 160. The power switching mechanism 120 is connected to the output shaft 111 of the motor 110 and is used to switch the transmission of motor power to the length adjustment mechanism 150 or the angle adjustment mechanism 160. The output end of the first transmission mechanism 130 is connected to the length adjustment mechanism 150 for transmitting power from the motor 110 to the length adjustment mechanism 150, and the input end of the first transmission mechanism 130 can be drivenly connected to the power switching mechanism 120. The output end of the second transmission mechanism 140 is connected to the angle adjustment mechanism 160 to transmit the power of the motor 110 to the angle adjustment mechanism 160, and the input end of the second transmission mechanism 140 can be driven to connect to the power switching mechanism 120.

[0032] The power switching mechanism 120 has a first switching state and a second switching state. In the first switching state, the power switching mechanism 120 connects the output power of the motor 110 to the first transmission mechanism 130, thereby driving the length adjustment mechanism 150 to adjust the length of the steering column 200. In the second switching state, the power switching mechanism 120 connects the output power of the motor 110 to the second transmission mechanism 140, thereby driving the angle adjustment mechanism 160 to adjust the tilt angle of the steering column 200. By setting the power switching mechanism 120, the driving force of the motor 110 can be selectively connected to the length adjustment mechanism 150 or the angle adjustment mechanism 160, thereby realizing the driving of length adjustment and angle adjustment with a single motor. This simplifies the structure of the adjustment device, reduces the axial clearance of the steering column adjustment device 100, and thus also reduces the assembly clearance of the steering wheel 300, which is beneficial to the manufacturing and assembly of the steering wheel 300.

[0033] In one embodiment of this application, the first transmission mechanism 130 and the second transmission mechanism 140 are configured as bevel gear transmission mechanisms, particularly bevel gear transmission mechanisms with a transmission ratio greater than 1. These mechanisms are used to reduce the speed and increase the torque of the motor 110, which is beneficial for the drive control of the length adjustment mechanism 150 and the angle adjustment mechanism 160. The drive wheels 131 and 141 of the first transmission mechanism 130 and the second transmission mechanism 140 are particularly coaxially arranged on the output shaft 111 of the motor 110 and can rotate freely relative to the output shaft 111, particularly by loosely fitting onto the output shaft 111. In this way, the switching of power from the motor 110 to the first transmission mechanism 130 and the second transmission mechanism 140 can be achieved coaxially on the output shaft 111, which is beneficial for the arrangement of the power switching mechanism 120 and also helps to save space for the arrangement of the transmission mechanisms 130 and 140 and the power switching mechanism 120.

[0034] In one embodiment of this application, the power switching mechanism 120 includes a friction disc 121 and a control mechanism 122. The friction disc 121 is rotatably fixed to the output shaft 111 and axially movable. For example, the friction disc 121 can be rotatably fixed to the output shaft 111 via a spline and slide on the output shaft 111 via a spline or spline groove. When the friction disc 121 is pressed against the side of the drive wheels 131 and 141 of the transmission mechanisms 130 and 140, it can drive the drive wheels 131 and 141 to rotate at the same speed as the friction disc 121 through friction. In this sense, the friction disc 121 has a working principle similar to that of the friction disc in an automotive friction clutch, and can also be constructed in the form of a diaphragm spring. The control mechanism 122 can drive the friction disc 121 to move axially along the output shaft 111, so that the friction disc 121 is pressed against the side of the drive wheels 131 and 141 and drives the drive wheels 131 and 141 to rotate through friction.

[0035] In one embodiment of this application, the power switching structure 120 further includes a main body 123 and a spring 124, and the control mechanism 122 includes a control lever 125. The main body 123 is rotatably fixed to the output shaft 111 and axially movable, especially connected to it via a spline. Friction discs 121 are connected to both sides of the main body 123 via the spring 124. The control lever 125 is connected to the main body 123 and can drive the main body 123 to move axially on the output shaft 111. Thus, the control lever 125 can drive the main body 123 to move so that the friction disc 121 is against a drive wheel, and the spring 124 can press the friction disc 121 against the drive wheel under the action of the control lever 125 to prevent the friction disc 121 from disengaging from the drive wheel.

[0036] In another embodiment of this application, the power switching mechanism 120 includes an external spline and a shift fork (in... Figure 1 (Not shown in the image) The external spline is rotatably fixed to the output shaft 111 but axially movable, specifically rotatably fixed to the output shaft 111 via a spline and sliding on the output shaft 111 via a spline or spline groove. Internal splines matching the external splines are provided on the drive wheels 131 and 141. The shift fork can move the external spline axially along the output shaft 111 to engage with the internal spline. In this sense, the external spline functions similarly to a synchronizer in an automotive transmission. This spline engagement method further simplifies the structure of the power switching mechanism 120.

[0037] In one embodiment of this application, the steering column 200 includes a telescopic rod 210 and a sleeve rod 220. One end of the telescopic rod 210 is connected to the steering wheel 300, and the other end is housed in the sleeve rod 220 and is axially movable within the sleeve rod 220. The length of the steering column 200 is changed by the movement of the telescopic rod 210 within the sleeve rod 220, thereby achieving length adjustment. The length adjustment mechanism 150 includes a third transmission mechanism 170 connected to the telescopic rod 210 or the sleeve rod 220 and configured to convert rotational motion—particularly rotational motion transmitted via the first transmission mechanism 130—into linear motion of the telescopic rod 210 within the sleeve rod 220, thereby achieving length adjustment of the steering column 200.

[0038] In one embodiment of this application, the third transmission mechanism 170 is configured as a first lead screw and nut mechanism having a first lead screw 171 and a first nut 172. One end of the first lead screw 171 is mounted on the outside of the sleeve 220 via a bearing, and the other end is connected to the first transmission mechanism 130. The first nut 172 is fixedly connected to the telescopic rod 210. In this lead screw and nut mechanism, the driven wheel 132 of the first transmission mechanism 130 drives the first lead screw 171 to rotate, thereby changing the axial position of the first nut 172 on the first lead screw 171. The first nut 172 then drives the telescopic rod 210 to move axially, thereby realizing the telescopic movement of the telescopic rod 210 within the sleeve 220. The movement between the lead screw and nut is smooth and reliable, and the displacement of the nut is small each time it moves, allowing for precise adjustment of the displacement of the telescopic rod 210.

[0039] In one embodiment of this application, the first end of the lever 220, away from the steering wheel 300, is rotatably connected to the vehicle body, thereby allowing the lever 220 to rotate about this first end as an axis, thus adjusting its tilt angle. The angle adjustment mechanism 160 includes a fourth transmission mechanism 180, the input end of which is connected to the second transmission mechanism 140, and the output end of which is connected to the lever 220. The fourth transmission mechanism 180 can convert the rotational motion transmitted from the driven wheel 142 of the second transmission mechanism 140 into the rotational motion of the lever 220 about its first end as an axis, thereby adjusting the overall tilt angle of the steering column 200.

[0040] In one embodiment of this application, the fourth transmission mechanism 180 includes a lead screw and nut mechanism having a second lead screw 181 and a second nut 182, and a linkage mechanism having a first connecting rod 183 and a second connecting rod 184. One end of the second lead screw 181 is mounted on the outside of the sleeve 220 via a bearing, and the other end is connected to the driven wheel 142 of the second transmission mechanism 140. One end of the second connecting rod 184 is rotatably connected to the second nut 182, and the other end is fixedly connected to the first connecting rod 183. The first connecting rod 183 is rotatably connected (e.g., hinged) to the sleeve 220. During angle adjustment, the driving force of the motor 110 is first transmitted to the second transmission mechanism 140 via the power switching mechanism 120. Then, the driven wheel 142 of the second transmission mechanism 140 drives the second lead screw 181 to rotate, thereby causing the second nut 182 to produce axial displacement. Since the second nut 182 is fixedly connected to the first connecting rod 183 via the second connecting rod 184, the axial displacement of the second nut 182 can cause the first connecting rod 183 to rotate at its hinge point with the sleeve 220. This rotation of the first connecting rod 183 causes a change in the longitudinal displacement at the connection point between the first connecting rod 183 and the sleeve 220, effectively lifting or lowering the sleeve 220. This achieves the rotation of the sleeve 220 around its first end. The screw-nut and connecting rod mechanism also allows for precise adjustment of the steering column tilt angle, and compared to a single adjustment mechanism, it provides greater stability for the sleeve 220 during angle adjustment.

[0041] It should be understood that those skilled in the art can also configure the second link 184 in the linkage mechanism as a connecting plate, connecting disc, etc., as long as it can perform the mechanical movement function of the second link 184 in the linkage mechanism, especially the connecting function. Similarly, those skilled in the art can also configure the first link 183 in other shapes, such as a connecting plate (e.g., Figure 1 As mentioned above, the connecting plate, etc., as long as they can play the role of the first connecting rod 183 in adjusting the angular displacement of the sleeve rod 220, should also be included within the scope of protection of this application.

[0042] Another aspect of this application proposes a steering system 10, which includes a steering wheel 300, a steering column 200 and a steering column adjustment device 100, wherein the steering wheel 300 is connected to one end of the steering column 200, and particularly to the telescopic rod 210 of the steering column 200.

[0043] In summary, the steering column adjustment device proposed in one embodiment of this application uses a single motor to drive the length adjustment mechanism and the angle adjustment mechanism, and adds a power switching mechanism to realize the switching between length adjustment and angle adjustment. This simplifies the overall structure of the adjustment device, shortens the dimensional chain, reduces the axial clearance of the steering column as a whole, thereby reducing the assembly clearance at the steering wheel, which is beneficial to the manufacturing and assembly of the steering wheel.

[0044] It should be understood that all the above preferred embodiments are exemplary and not restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of this application should be within the scope of legal protection of this application.

Claims

1. A steering column adjustment device (100), characterized in that, include: Motor (110); A power switching mechanism (120) connected to the output shaft (111) of the motor (110); The length adjustment mechanism (150) and the first transmission mechanism (130) connected to the length adjustment mechanism (150); An angle adjustment mechanism (160) and a second transmission mechanism (140) connected to the angle adjustment mechanism (160); The power switching mechanism (120) has a first switching state and a second switching state. In the first switching state, the power switching mechanism (120) combines the output power of the motor (110) with the first transmission mechanism (130), thereby driving the length adjustment mechanism (150) to adjust the length of the steering column (200). In the second switching state, the power switching mechanism (120) combines the output power of the motor (110) with the second transmission mechanism (140), thereby driving the angle adjustment mechanism (160) to adjust the tilt angle of the steering column (200).

2. The steering column adjusting device (100) according to claim 1, characterized in that, The first transmission mechanism (130) and the second transmission mechanism (140) are configured as bevel gear transmission mechanisms. The driving wheels of the first transmission mechanism (130) and the second transmission mechanism (140) are coaxially arranged on the output shaft (111) of the motor (110) and can rotate freely relative to the output shaft (111).

3. The steering column adjusting device (100) according to claim 2, characterized in that, The power switching mechanism (120) includes a friction disc (121) and a control mechanism (122). The friction disc (121) is rotatably fixed to the output shaft (111) and axially movable. The control mechanism (122) can drive the friction disc (121) to move axially along the output shaft (111), so that the friction disc (121) abuts against the side of the drive wheel and drives the drive wheel to rotate through friction.

4. The steering column adjusting device (100) according to claim 3, characterized in that, The power switching mechanism (120) further includes a main body (123) and a spring (124), and the control mechanism (122) includes a control lever (125). The main body (123) is rotatably fixed to the output shaft (111) and axially movable. The friction discs (121) are connected to both sides of the main body (123) via the springs (124). The control lever (125) is connected to the main body (123) and can drive the main body (123) to move axially on the output shaft (111).

5. The steering column adjusting device (100) according to claim 2, characterized in that, The power switching mechanism (120) includes an external spline and a shift fork. The external spline is rotatably fixed to the output shaft (111) and axially movable. An internal spline matching the external spline is provided on the drive wheel. The shift fork can move the external spline axially along the output shaft (111) to engage with the internal spline.

6. The steering column adjusting device (100) according to claim 1, characterized in that, The length adjustment mechanism (150) includes a third transmission mechanism (170), and the steering column (200) includes a telescopic rod (210) and a sleeve (220). One end of the telescopic rod (210) is connected to the steering wheel (300), and the other end is accommodated in the sleeve (220) and is axially movable in the sleeve (220). The third transmission mechanism (170) is configured to convert rotational motion into linear motion of the telescopic rod (210) in the sleeve (220).

7. The steering column adjusting device (100) according to claim 6, characterized in that, The third transmission mechanism (170) is configured as a first lead screw and nut mechanism having a first lead screw (171) and a first nut (172). One end of the first lead screw (171) is disposed on the outside of the sleeve rod (220) through a bearing, and the other end is connected to the first transmission mechanism (130). The first nut (172) is fixedly connected to the telescopic rod (210).

8. The steering column adjusting device (100) according to claim 6, characterized in that, The angle adjustment mechanism (160) includes a fourth transmission mechanism (180), the input end of which is connected to the second transmission mechanism (140), and the output end of which is connected to the sleeve (220). The first end of the sleeve (220) opposite to the steering wheel (300) is rotatably connected to the vehicle body. The fourth transmission mechanism (180) can convert the rotational motion transmitted by the second transmission mechanism (140) into the rotational motion of the sleeve (220) with its first end as the axis.

9. The steering column adjusting device (100) according to claim 8, characterized in that, The fourth transmission mechanism (180) includes a screw and nut mechanism having a second screw (181) and a second nut (182) and a linkage mechanism having a first connecting rod (183) and a second connecting rod (184). One end of the second screw (181) is disposed on the outside of the sleeve (220) via a bearing, and the other end is connected to the second transmission mechanism (140). One end of the second connecting rod (184) is rotatably connected to the second nut (182), and the other end is rotatably fixedly connected to the first connecting rod (183). The first connecting rod (183) is rotatably connected to the sleeve (220).

10. A steering system (10), characterized in that, The steering system (10) includes a steering wheel (300), a steering column (200), and a steering column adjustment device (100) according to any one of claims 1 to 9, wherein the steering wheel (300) is connected to one end of the steering column (200).

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