CN216886889U - Steering trapezoidal adjusting device and automobile with same - Google Patents

Abstract

The utility model relates to a steering trapezoid adjusting device and an automobile with the same. The steering ladder adjustment device includes: a diverter; the first tie rod is connected with one end of the steering gear; the first trapezoid arm is connected with one end, far away from the steering gear, of the first tie rod; the second tie rod is connected with the other end of the steering gear; the second trapezoid arm is connected with one end, far away from the steering gear, of the second tie rod; wherein, at least one in first track rod and the second track rod is adjustable track rod, and adjustable track rod includes: one end of the inner pull rod is used for being connected with the steering gear; the shaft sleeve is sleeved at the other end of the inner pull rod and is rotationally connected with the inner pull rod; the shaft sleeve is sleeved at one end of the outer pull rod and is in spiral transmission with the outer pull rod; and the driving device is arranged on the inner pull rod and is used for driving the shaft sleeve to rotate. By applying the steering trapezoidal adjusting device, the automobile can be conveniently operated and the tire wear condition can be improved when the automobile is steered under different working conditions.

Description

Steering trapezoidal adjusting device and automobile with same

Technical Field

The utility model relates to the technical field of vehicle steering control, in particular to a steering trapezoid adjusting device and an automobile with the same.

Background

The steering trapezoid is a very key transmission mechanism in an automobile steering transmission mechanism. The steering trapezia can keep the rotation angle of the inner side wheel and the rotation angle of the outer side wheel in a certain ideal relation when the automobile runs in a turning way, so that all the wheels can wind the same instantaneous steering center as far as possible, and each wheel can roll on different circumferences as far as possible. That is, the steering trapezoid enables the wheels to roll as much as possible, thereby enabling the vehicle to turn smoothly on one hand and reducing the tire wear on the other hand.

The turning trapezoid has an important performance parameter of the ackermann ratio. The ackerman rate can express the difference between the actual turning angle of the wheel and the ackerman theoretical turning angle. The magnitude of the ackermann ratio affects the degree of near-net rolling as the wheel rotates, thereby affecting vehicle handling during cornering and tire wear.

When the vehicle is steered under different conditions (for example, at different speeds) during running, the actual rotation angle of the wheels changes. However, the conventional steering trapezoid cannot be adjusted, and the ackermann theory corner cannot be adjusted, so that when the vehicle is steered under different working conditions in the driving process, an ideal ackermann value cannot be met, and further, the vehicle is inconvenient to operate and tires are seriously worn when the vehicle turns.

SUMMERY OF THE UTILITY MODEL

Therefore, the steering trapezoid adjusting device for conveniently adjusting the steering trapezoid in the driving process of the vehicle and the automobile with the steering trapezoid adjusting device are needed to solve the technical problems that when the vehicle is steered under different working conditions in the driving process, the steering trapezoid of a traditional steering trapezoid mechanism cannot be adjusted, the vehicle is easy to be operated inconveniently during turning, and tires are seriously worn.

The embodiment of the application provides a turn to trapezoidal adjusting device includes:

a diverter;

the first tie rod is connected with one end of the steering gear;

the first trapezoid arm is connected with one end, far away from the steering gear, of the first tie rod;

the second tie rod is connected with the other end of the steering gear, and the second tie rod and the first tie rod are positioned on different sides of the steering gear; and

the second trapezoid arm is connected with one end, far away from the steering gear, of the second tie rod;

wherein, first tie rod with at least one in the second tie rod is adjustable tie rod, adjustable tie rod includes:

one end of the inner pull rod is used for being connected with the steering gear;

the shaft sleeve is sleeved at the other end of the inner pull rod and is rotationally connected with the inner pull rod;

the shaft sleeve is sleeved at one end of the outer pull rod and is in spiral transmission with the outer pull rod; and

and the driving device is arranged on the inner pull rod and is used for driving the shaft sleeve to rotate.

In the above steering trapezoid adjusting device, at least one of the first tie rod and the second tie rod is an adjustable tie rod. The adjustable tie rod includes: the inner pull rod, the shaft sleeve, the outer pull rod and the driving device. When the driving device drives the shaft sleeve to rotate, the outer pull rod can be driven to do linear motion close to or far away from the inner pull rod, and therefore the total length of the adjustable tie rod can be changed. That is, the total length of at least one of the first and second tie rods is adjustable, so that the ackermann's theoretical turning angle of the steering trapezoid is adjustable. Therefore, when the automobile steers under different working conditions in the running process, the Ackermann theoretical rotation angle of the steering trapezoid can be adjusted by adjusting the total length of the first tie rod and/or the total length of the second tie rod, so that the value of the Ackermann rate is adjusted, the automobile can reach a more ideal Ackermann rate value when steering under different working conditions, the automobile can be conveniently steered under different working conditions, and the tire wear condition can be improved.

In an embodiment, the driving device includes a motor, an axis of an output shaft of the motor is parallel to an axis of the shaft sleeve, and the output shaft of the motor is used for driving the shaft sleeve to rotate.

In one embodiment, the steering trapezoid adjusting device further comprises a driving gear connected with an output shaft of the motor; the driving gear is in meshed transmission with the shaft sleeve; the output shaft of the motor can drive the driving gear to rotate when rotating, and the driving gear can drive the shaft sleeve to rotate when rotating.

In one embodiment, the steering trapezoid adjusting device further comprises: the bearing is positioned between the shaft sleeve and the inner pull rod, the inner ring of the bearing is arranged on the inner pull rod, and the outer ring of the bearing is arranged on the shaft sleeve.

In one embodiment, the adjustable tie rod further comprises: a control module for controlling the action of the drive device.

In one embodiment, the control module is a microprocessor, a controller or a single chip microcomputer.

In an embodiment, the first tie rod is the adjustable tie rod, and one end of the outer tie rod of the first tie rod, which is far away from the inner tie rod, is connected with the first trapezoid arm; and/or the presence of a gas in the gas,

the second tie rod is the adjustable tie rod, and one end of the outer tie rod, which is far away from the inner tie rod, of the second tie rod is connected with the second trapezoidal arm.

In one embodiment, the steering trapezoid adjusting device further comprises: the first cross pull rod is connected with the first trapezoid arm through the first ball pin; the second tie rod is connected with the second trapezoid arm through the second ball pin.

In one embodiment, the steering trapezoid adjusting device further comprises:

one end, far away from the first tie rod, of the first trapezoid arm is connected with the first steering knuckle; and

and one end of the second trapezoid arm, which is far away from the second tie rod, is connected with the second steering knuckle.

Another embodiment of the present application further provides an automobile, including any one of the steering ladder adjustment devices described above.

Drawings

FIG. 1 is a schematic structural diagram of an automobile according to an embodiment;

fig. 2 is a schematic structural view of the adjustable tie rod of fig. 1.

The reference numbers illustrate:

10. an automobile;

100. a steering trapezoidal adjustment device; 110. a diverter;

121. an inner pull rod; 122. a shaft sleeve; 123. an outer pull rod; 124. a drive device; 1241. an output shaft; 125. a bearing;

120a, a first tie rod; 121a, an inner pull rod; 122a, a shaft sleeve; 123a, an outer pull rod; 124a, a driving device;

120b, a second tie rod; 121b, an inner pull rod; 122b, a shaft sleeve; 123b, an outer pull rod; 124b, a driving device;

131. a first wheel; 132. a second wheel.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the utility model and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the utility model.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Referring to fig. 1, an embodiment of the present application provides a steering trapezoid adjusting apparatus 100. The steering ladder adjustment device 100 includes: steering gear 110, first tie rod 120a, first trapezoidal arm (not shown), second tie rod 120b, and second trapezoidal arm (not shown).

Specifically, in the present embodiment, the steering gear 110 is a rack and pinion steering gear. Of course, the steering gear 110 may also be a worm crankpin steering gear or a recirculating ball steering gear, etc.

The first tie rod 120a is connected to one end of the steering gear 110. The second tie rod 120b is connected to the other end of the steering gear 110. Also, the second tie rod 120b is located on a different side (left and right, respectively, in fig. 1) from the first tie rod 120a of the steering gear 110. The end of the first tie rod 120a remote from the steering gear 110 is connected to a first trapezoidal arm. The end of the second tie rod 120b remote from the steering gear 110 is connected to a second trapezoidal arm.

In the present embodiment, the steering ladder adjustment apparatus 100 further includes: a first ball stud (not shown) and a second ball stud (not shown). The first track rod 120a is connected to the first trapezoid arm by a first ball stud.

The second tie rod 120b is connected to the second trapezoid arm by a second ball stud.

In the present embodiment, the steering ladder adjustment apparatus 100 further includes: a first steering knuckle (not shown) and a second steering knuckle (not shown). The end of the first trapezoidal arm remote from the first track rod 120a is connected to the first knuckle. The end of the second trapezoidal arm remote from the second tie rod 120b is connected to the second knuckle.

As shown in fig. 1, the steering ladder adjustment device 100 is applied to an automobile 10. The automobile 10 includes a first wheel 131 and a second wheel 132. In the present embodiment, the first wheel 131 is a left front wheel, and the second wheel 132 is a right front wheel. The first trapezium arm is connected to the axle of the first wheel 131 via a first knuckle. The second arm is connected to the axle of the second wheel 132 by a second knuckle. The axis of the axle of the first wheel 131, the axis of the axle of the second wheel 132, the first tie rod 120a, the second tie rod 120b, the first trapezoidal arm, and the second trapezoidal arm together form a steering trapezoid, and the ackermann theoretical rotation angle can be calculated by the steering trapezoid.

When the automobile 10 needs to turn, a driver rotates a steering wheel, a hydraulic system of the automobile pushes a gear of the steering gear 110 to rotate, and the gear drives a rack meshed with the gear to move, so that the first tie rod 120a drives the first trapezoid arm to move, the second tie rod 120b drives the second trapezoid arm to move, and the first wheel 131 and the second wheel 132 are turned.

At least one of the first and second tie rods 120a, 120b is an adjustable tie rod. As shown in fig. 2, the adjustable tie rod includes: an inner pull rod 121, a shaft sleeve 122, an outer pull rod 123 and a driving device 124. The inner tie rod 121 has one end for connection with the steering gear 110. The shaft sleeve 122 is sleeved on the other end of the inner pull rod 121 and is rotatably connected with the inner pull rod 121. The shaft sleeve 122 is sleeved on one end of the outer pull rod 123 and is in screw transmission with the outer pull rod 123. The driving device 124 is mounted to the inner rod 121 and is used for driving the shaft sleeve 122 to rotate.

Specifically, as shown in fig. 2, in the present embodiment, the driving device 124 includes a motor. The motor may be secured to the inner draw bar 121 by a motor mounting bracket (not shown). In the present embodiment, the motor is mounted on one side of the inner tie rod 121 in the radial direction. The sleeve 122 is sleeved on the inner pull rod 121 and can rotate relative to the inner pull rod 121. The sleeve 122 has internal threads (not shown). The outer tie rod 123 has an external thread (not shown). The internal threads of the sleeve 122 mate with the external threads of the outer pull rod 123 so that the two can be threadably mated. When the driving device 124 drives the shaft sleeve 122 to rotate, the shaft sleeve 122 rotates relative to the inner pull rod 121. Moreover, since the shaft sleeve 122 and the outer pull rod 123 are in spiral transmission, the shaft sleeve 122 can drive the outer pull rod 123 to make a linear motion close to or far away from the inner pull rod 121 when rotating, so that the total length of the adjustable tie rod changes. That is, the overall length of the adjustable track rod is adjustable.

In the present embodiment, the first tie rod 120a is an adjustable tie rod and has the structure of the adjustable tie rod. The second tie rod 120b is an adjustable tie rod and has the structure of the adjustable tie rod described above. Referring to fig. 1, the first track rod 120a includes an inner rod 121a, a sleeve 122a, an outer rod 123a, and a driving device 124 a. An end of the inner tie rod 121a of the first tie rod 120a remote from the outer tie rod 123a is connected to the steering gear 110. The second track rod 120b includes an inner rod 121b, a bushing 122b, an outer rod 123b, and a driving device 124 b. The end of the inner tie rod 121b of the second tie rod 120b remote from the outer tie rod 123b is connected to the steering gear 110. The first track rod 120a differs from the second track rod 120b in that: one end of the outer pull rod 123a of the first tie rod 120a, which is far away from the inner pull rod 121a, is connected with the first trapezoid arm, and one end of the outer pull rod 123b of the second tie rod 120b, which is far away from the inner pull rod 121b, is connected with the second trapezoid arm.

Since the overall length of the adjustable tie rod is adjustable, in this embodiment, the overall length of the first tie rod 120a is adjustable and the overall length of the second tie rod 120b is adjustable. As described above, the axis of the axle of the first wheel 131, the axis of the axle of the second wheel 132, the first tie rod 120a, the second tie rod 120b, the first trapezoidal arm, and the second trapezoidal arm together form a steering trapezoid, and the ackermann theoretical rotational angle can be calculated from the steering trapezoid. Since the total length of the first tie rod 120a is adjustable, and the total length of the second tie rod 120b is adjustable, it is possible to adjust the ackermann's theoretical rotational angle of the steering trapezoid. Therefore, when the automobile 10 turns under different working conditions during driving, the ackermann theoretical rotation angle of the turning trapezoid can be adjusted by adjusting the total length of the first tie rod 120a and the total length of the second tie rod 120b, so as to adjust the ackermann ratio value, so that the automobile 10 can reach a more ideal ackermann ratio value when turning under different working conditions, and further the automobile 10 can be conveniently operated and the tire wear can be improved when turning under different working conditions.

It is understood that in other embodiments, only one of the first and second tie rods 120a, 120b may be an adjustable tie rod, and the ackermann's theoretical angle of the steering trapezoid may be adjusted as well.

In the above-described keystone steering apparatus 100, at least one of the first tie rod 120a and the second tie rod 120b is an adjustable tie rod. The adjustable tie rod includes: an inner pull rod 121, a shaft sleeve 122, an outer pull rod 123 and a driving device 124. When the driving device 124 drives the shaft sleeve 122 to rotate, the outer pull rod 123 can be driven to do linear motion close to or far away from the inner pull rod 121, so that the total length of the adjustable tie rod can be changed. That is, the total length of at least one of the first and second tie rods 120a and 120b is adjustable, so that the ackermann's theoretical turning angle of the steering trapezoid is adjustable. Therefore, when the automobile 10 turns under different working conditions during driving, the ackermann theoretical rotation angle of the turning trapezoid can be adjusted by adjusting the total length of the first tie rod 120a and/or the total length of the second tie rod 120b, so that the value of the ackermann ratio can be adjusted, the automobile 10 can reach a more ideal ackermann value when turning under different working conditions, and the automobile 10 can be conveniently operated and the tire wear can be improved when turning under different working conditions.

In one embodiment, the drive mechanism 124 further includes a drive gear (not shown). An output shaft 1241 of the motor is connected to the driving gear and is used for driving the driving gear to rotate. The driving gear can drive the shaft sleeve 122 to rotate when rotating.

Specifically, the driving gear is coaxially connected with the output shaft 1241 of the motor, so that the output shaft 1241 of the motor can drive the driving gear to rotate when rotating. The drive gear may be mounted to the output shaft 1241 of the motor or may be integrally formed with the output shaft 1241 of the motor.

In this embodiment, the outer peripheral surface of the shaft sleeve 122 is a gear surface, that is, the outer peripheral surface of the shaft sleeve 122 has a plurality of teeth arranged in sequence along the circumferential direction, so that the outer peripheral surface of the shaft sleeve 122 can be engaged with the driving gear, and when the output shaft 1241 drives the driving gear to rotate, the driving gear can drive the shaft sleeve 122 to rotate.

In other embodiments, the drive means may also comprise a driven gear. The driven gear is sleeved and mounted on the shaft sleeve 122. Through meshing the driving gear with the driven gear, the driving gear can drive the driven gear to rotate, and the driven gear can drive the shaft sleeve 122 to rotate, so that the outer pull rod 123 can be driven to move.

Referring to fig. 2, in an embodiment, the steering trapezoid adjusting apparatus 100 further includes a bearing 125. The bearing 125 is located between the bushing 122 and the inner tie rod 121. The inner race of the bearing 125 is mounted to the inner rod 121, and the outer race of the bearing 125 is mounted to the sleeve 122.

Specifically, the bearing 125 includes an inner race, a cage, balls mounted to the cage, and an outer race. The cage and the balls are located between the inner race and the outer race. In the present embodiment, the inner ring of the bearing 125 is sleeved and mounted on the inner rod 121, and the outer ring of the bearing 125 is mounted in the shaft sleeve 122, so that the shaft sleeve 122 can rotate relative to the inner rod 121 through the bearing 125.

In one embodiment, the adjustable track rod further comprises: a control module (not shown). The control module is used to control the action of the driving device 124.

Specifically, in this embodiment, the control module may be a microprocessor, a controller, or a single chip. During the driving process of the automobile 10, the control module can control the action of the driving device 124, so that the driving device 124 drives the shaft sleeve 122 to rotate.

The automobile 10 has a main control module, and the specific structure of the main control module is the prior art and will not be described herein. The control module may send a control signal to the control module via the main control module of the automobile 10, so as to control the operation of the driving device 124.

When the automobile 10 needs to go straight after completing steering, the driving device 124 can be controlled by the control module to act, the driving device 124 drives the shaft sleeve 122 to rotate, and the shaft sleeve 122 drives the outer pull rod 123 to move, so that the adjustable tie rod keeps a proper length, and further the first tie rod 120a and the second tie rod 120b can keep a proper length to ensure that the automobile 10 can go straight normally.

In one embodiment, the outer rod 123 is sleeved on the inner rod 121 and is adapted to the inner rod 121.

Specifically, a guide hole (not shown) may be formed at an end of the inner link 121 adjacent to the outer link 123, and an end of the outer link 123 adjacent to the inner link 121 may be inserted into the guide hole. And, one end of the outer pull rod 123 close to the inner pull rod 121 is adapted to the guide hole, so that the outer pull rod 123 can move linearly along the guide hole when moving relative to the inner pull rod 121, and the guide hole can limit the radial position of the outer pull rod 123, so that the outer pull rod 123 is not easy to incline along the radial direction, which is beneficial to ensuring the stable movement process and stable angle of the outer pull rod 123.

In other embodiments, a guide hole may be formed in one end of the outer pull rod 123 close to the inner pull rod 121, and one end of the inner pull rod 121 close to the outer pull rod 123 is inserted into the guide hole and is matched with the guide hole, so that the guide and limiting effects on the outer pull rod 123 can be also achieved.

Of course, in this embodiment, the outer pull rod 123 and the inner pull rod 121 may also be disconnected and not directly connected. As shown in fig. 2, a gap is formed between the outer pull rod 123 and the inner pull rod 121, and the outer pull rod 123 and the inner pull rod 121 are not in direct contact with each other, so that the outer pull rod 123 is not easily obstructed by the inner pull rod 121 when moving close to or away from the inner pull rod 121, and a friction force is not generated between the outer pull rod 123 and the inner pull rod 121, so that the movement resistance is small.

Referring to fig. 1, another embodiment of the present application further provides an automobile 10. The automobile 10 includes the steering ladder adjustment device 100 of any of the above.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the utility model. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent should be subject to the appended claims.

Claims (10)

1. A steering ladder adjustment device, comprising:

a diverter;

the first tie rod is connected with one end of the steering gear;

the first trapezoid arm is connected with one end, far away from the steering gear, of the first tie rod;

the second tie rod is connected with the other end of the steering gear, and the second tie rod and the first tie rod are positioned on different sides of the steering gear; and

the second trapezoid arm is connected with one end, far away from the steering gear, of the second tie rod;

wherein, first tie rod with at least one in the second tie rod is adjustable tie rod, adjustable tie rod includes:

one end of the inner pull rod is used for being connected with the steering gear;

the shaft sleeve is sleeved at the other end of the inner pull rod and is rotationally connected with the inner pull rod;

the shaft sleeve is sleeved at one end of the outer pull rod and is in spiral transmission with the outer pull rod; and

and the driving device is arranged on the inner pull rod and is used for driving the shaft sleeve to rotate.

2. The steering trapezoid adjusting device as claimed in claim 1, wherein the driving device comprises a motor, an axis of an output shaft of the motor is parallel to an axis of the bushing, and the output shaft of the motor is used for driving the bushing to rotate.

3. The steering ladder adjustment device of claim 2, further comprising a drive gear coupled to an output shaft of the motor; the driving gear is in meshed transmission with the shaft sleeve; the output shaft of the motor can drive the driving gear to rotate when rotating, and the driving gear can drive the shaft sleeve to rotate when rotating.

4. The steering ladder adjustment device of claim 1, further comprising: the bearing is positioned between the shaft sleeve and the inner pull rod, the inner ring of the bearing is arranged on the inner pull rod, and the outer ring of the bearing is arranged on the shaft sleeve.

5. The steering ladder adjustment device of claim 1, wherein the adjustable tie rod further comprises: a control module for controlling the action of the drive device.

6. The steering trapezoid adjusting device of claim 5, wherein the control module is a microprocessor, a controller or a single chip microcomputer.

7. The steering ladder adjustment device according to any one of claims 1 to 6,

the first tie rod is the adjustable tie rod, and one end, far away from the inner tie rod, of the outer tie rod of the first tie rod is connected with the first trapezoidal arm; and/or the presence of a gas in the gas,

the second tie rod is the adjustable tie rod, and one end of the outer tie rod, which is far away from the inner tie rod, of the second tie rod is connected with the second trapezoidal arm.

8. The steering ladder adjustment device of claim 1, further comprising: the first transverse pull rod is connected with the first trapezoid arm through the first ball pin; the second tie rod is connected with the second trapezoid arm through the second ball pin.

9. The steering ladder adjustment device of claim 1, further comprising:

one end, far away from the first tie rod, of the first trapezoid arm is connected with the first steering knuckle; and

and one end of the second trapezoid arm, which is far away from the second tie rod, is connected with the second steering knuckle.

10. An automobile, characterized by comprising the steering ladder adjusting device according to any one of claims 1 to 9.

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