WO2024037284A1

WO2024037284A1 - Electric adjusting structure for steering column, and vehicle

Info

Publication number: WO2024037284A1
Application number: PCT/CN2023/108714
Authority: WO
Inventors: 皮秋生; 姚斌; 苑潇涵; 刘慧玲; 刘彬
Original assignee: 奇瑞汽车股份有限公司
Priority date: 2022-08-17
Filing date: 2023-07-21
Publication date: 2024-02-22
Also published as: CN115195846A

Abstract

Provided are an electric adjusting structure for a steering column, and a vehicle. The electric adjusting structure for a steering column comprises a support seat (10), a steering column (20), an electric motor (30) and a speed reduction mechanism. The steering column is slidably arranged on the support seat, and comprises a movable outer tube (21) and a steering shaft (23); the electric motor comprises a housing (31) and an output shaft (32), the housing being connected to the movable outer tube; the speed reduction mechanism comprises a worm (40) and a worm gear (50), the worm being connected to the output shaft, the worm gear meshing with the worm, and a gear (52) being coaxially arranged on a gear shaft (51) of the worm gear; a first rack (11) is fixedly arranged on the support seat, and the lengthwise direction of the first rack is arranged parallel to the axial direction of the steering shaft; a second rack (22) is fixedly arranged on the movable outer tube, the second rack and the first rack being arranged in parallel; and the gear respectively meshes with the first rack and the second rack so as to transmit the steering shaft. In the electric adjusting structure for a steering column, the speed reduction mechanism, which comprises the worm gear and the worm, is utilized to drive the gear to mesh with the first rack, which is arranged on the support seat, for transmission, thereby pushing the steering column to perform a linear reciprocating motion; and the electric motor and the steering column are coaxially arranged, such that the amount of space occupied thereby is saved on.

Description

Electric steering column adjustment structure and vehicle

This application claims priority to the Chinese patent application with application number 202210987326.2 and the invention name "Electric Steering Column Adjustment Structure" submitted on August 17, 2022, the entire content of which is incorporated into this application by reference.

Technical field

This application relates to the technical field of automobile steering systems, and specifically to an electric steering column adjustment structure and a vehicle.

Background technique

The steering system is a series of devices used to change or maintain the driving or reverse direction of a vehicle. The steering column is used to connect the steering wheel and the steering gear and is one of the important components of the automobile steering system. In the field of vehicle engineering, the steering column allows the position of the steering wheel to be adjusted up and down, forward and backward within a certain range to adapt to the driver's operating habits. In order to realize the adjustment of the up and down and front and rear positions of the steering wheel, it is convenient to adjust the spatial position of the steering wheel, so that the driver can easily change different spatial positions according to different needs.

Contents of the invention

The purpose of this application is to provide an electric steering column adjustment structure and vehicle with fast adjustment speed and simple structure.

In order to achieve the above purpose, the technical solution adopted in this application is:

On the one hand, an electric steering column adjustment structure is provided. The electric steering column adjustment structure includes: a support, a steering column, a motor and a reduction mechanism;

The steering column is slidably mounted on the support;

The steering column includes a moving outer tube, the motor includes a housing and an output shaft, and the housing is connected to the moving outer tube;

The reduction mechanism includes a worm and a worm gear, the worm is connected to the output shaft, and the worm gear is meshed with the worm;

A gear is coaxially provided on the gear shaft of the worm gear, a first rack is fixedly provided on the support, and the length direction of the first rack is arranged parallel to the axial direction of the steering shaft;

A second rack is fixedly provided on the moving outer tube, and the second rack and the first rack are arranged in parallel; the gears are meshed with the first rack and the second rack respectively for transmission. Steering shaft.

In some possible implementations, the steering column further includes a steering shaft, the steering shaft is movably sleeved in the moving outer tube, and the steering shaft is arranged parallel to the output shaft.

In some possible implementations, the worm is coaxially connected to the output shaft.

In some possible implementations, the second rack and the first rack are respectively located above and below the gear, and the teeth of the second rack and the first rack are arranged oppositely.

In some possible implementations, the second rack and the first rack are spaced apart on the circumferential side of the gear, and the second rack and the first rack are spaced 180° apart.

In some possible implementations, the axis of the gear shaft is arranged perpendicularly to the direction of the steering axis.

In some possible implementations, the gear is a spur gear.

In some possible implementations, the moving outer tube is movably connected to the housing, the housing is movably connected to the support, and the steering shaft is movably connected to the moving outer tube;

The movable outer tube can move along the axis of the steering shaft relative to the housing, the housing can move along the axis of the steering shaft relative to the support, and the steering shaft can move relative to the bearing. The moving outer tube moves in the direction of the turning axis.

In some possible implementations, at least part of the steering shaft extends outside the first end of the moving outer tube, and the second rack is located at the second end of the moving outer tube.

In another aspect, a vehicle is provided that includes the electric steering column adjustment structure of the present application.

Compared with related technologies, this application uses a worm gear reduction mechanism as the transmission mechanism. The motor drives the gear through the reduction mechanism to mesh with the first rack provided on the support. Since the first rack is fixedly provided on the support, the gear is subject to The reaction force drives the reduction mechanism and the motor to move relative to the support. The housing of the motor is connected to the moving outer tube of the steering column, thereby driving the steering column to move relative to the support; at the same time, the gear meshes with the second rack. , the second rack is fixedly placed on the movable outer tube. As the gear rotates, the second rack moves relative to the gear under the action of the meshing teeth, so that the second rack drives the moving pipe column relative to the gear, reduction mechanism and The motor moves, and the moving speed is twice that of the gear and gear shaft. Therefore, the electric steering column adjustment structure of the present application can use the motor, the reduction mechanism, the gear, the first rack, the second rack, etc. to realize the adjustment of the steering column. Move quickly to achieve rapid adjustment Purpose: It is more suitable for long-stroke adjustment of the steering column, and the adjustment time is shorter, which is beneficial to reducing the driver's waiting time.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without exerting creative efforts.

Figure 1 is a schematic diagram of the steering column adjustment structure in related technology;

Figure 2 is an overall schematic diagram of the electric steering column adjustment structure in this application;

Figure 3 is a schematic diagram of part of the structure in Figure 2;

Figure 4 is a schematic structural diagram of the motor and worm gear;

Figure 5 is a schematic diagram of the cooperation between gears and racks.

The description of each mark in Figure 1 is as follows:
1. Telescopic tube assembly; 2. Axial adjustment screw; 3. Nut; 4. Telescopic motor; 5. Worm gear reduction mechanism;

The descriptions of each mark in Figures 2 to 5 are as follows:
10. Support; 11. First rack;
20. Steering column; 21. Moving outer tube; 22. Second rack; 23. Steering shaft;
30. Motor; 31. Housing; 32. Output shaft;
40. Worm;
50. Turbine; 51. Gear shaft; 52. Gear.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects to be solved by this application more clear, this application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present application and are not used to limit the present application.

It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

In addition, the terms “first” and “second” are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of these features. In the description of this application, "plurality" means two or more than two, unless otherwise explicitly and specifically limited. "Several" means one or more than one, unless otherwise expressly and specifically limited.

In the description of this application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "back", "left", "right", etc. are based on those shown in the accompanying drawings. The orientation or positional relationship is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present application.

In the description of this application, it should be noted that, unless otherwise clearly stated and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. Connection, or integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be an internal connection between two elements or an interaction between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

The related art discloses the following technical solution: as shown in Figure 1, it includes a rotatable axial adjustment screw 2 provided on the lower column assembly, a telescopic tube assembly 1 and the axial adjustment screw 2 forming a spiral transmission. The nut 3, the telescopic motor 4 used to provide the driving force to rotate the axial adjustment screw 2, and the worm gear reduction mechanism 5 connected with the telescopic motor 4 and the axial adjustment screw 2. The axial adjustment screw 2 and the nut 3 cooperate to form a screw nut transmission mechanism. When the telescopic motor 4 drives the axial adjustment screw 2 to rotate, the nut 3 can make reciprocating linear motion, and the nut 3 drives the telescopic tube assembly 1 to reciprocate synchronously. Linear motion to adjust the up and down position of the steering wheel.

In the above technical solution, the telescopic motor 4 is arranged vertically with the axis of the telescopic tube assembly 1, which occupies a large space. The rotation speed of the rotating shaft of the telescopic motor 4 is decelerated and turned by the worm gear reduction mechanism 5 to drive the axial adjustment screw 2 to rotate. This drives the nut 3 to move linearly. The forward or backward stroke of the nut 3 is equal to the forward or backward stroke of the telescopic tube assembly 1, and the adjustment speed only depends on the rotation speed of the telescopic motor 4, and the adjustment speed is relatively slow.

This technical solution can only be applied to short-stroke adjustment pipes. On long-stroke adjustment pipes, the adjustment time is extended, which increases the driver's waiting time and reduces the driver's driving experience.

Figure 2 is a schematic diagram of the entire electric steering column adjustment structure in this application; Figure 3 is a schematic diagram of the partial structure in Figure 2; Figure 4 is a schematic diagram of the structure of the motor and worm gear; Figure 5 is a schematic diagram of the cooperation between the gear and the rack.

As shown in Figures 2-5, the electric steering column 20 adjustment structure provided by this application includes: a support 10, a steering column 20, a motor 30 and a reduction mechanism.

A steering column 20 is slidably disposed on the support 10; the steering column 20 includes a moving outer tube 21, the motor 30 includes a housing 31 and an output shaft 32, and the housing 31 is connected to the moving outer tube 21; the reduction mechanism includes a worm 40 and a worm gear 50 , the worm 40 is connected with the output shaft 32, and the worm gear 50 meshes with the worm 40.

A gear 52 is coaxially provided on the gear shaft 51 of the worm gear 50 , a first rack 11 is fixedly provided on the support 10 , and the length direction of the first rack 11 is parallel to the axis direction of the steering shaft 23 ; the mobile outer tube 21 A second rack 22 is fixedly provided on the upper body, and the second rack 22 and the first rack 11 are arranged in parallel; the gear 52 meshes with the first rack 11 and the second rack 22 to drive the steering shaft 23 respectively.

Compared with the related technology, this application omits the screw nut mechanism and uses the worm gear 50 and the worm 40 reduction mechanism as the transmission mechanism. The motor 30 drives the gear 52 through the reduction mechanism to mesh with the first rack 11 provided on the support 10. Since the first rack 11 is fixedly arranged on the support 10, the gear 52 receives a reaction force, driving the reduction mechanism and the motor 30 to move relative to the support 10. The housing 31 of the motor 30 is connected to the moving outer tube 21 of the steering column 20. , thereby driving the steering column 20 to move relative to the support 10 .

At the same time, the gear 52 meshes with the second rack 22. The second rack 22 is fixedly arranged and moves on the outer tube 21. As the gear 52 rotates, the second rack 22 moves relative to the gear 52 under the action of the meshing teeth. moves, so that the second rack 22 drives the moving column to move relative to the gear 52, the reduction mechanism and the motor 30, and the moving speed is twice that of the gear 52 and the gear shaft 51, so that the electric steering column 20 adjustment structure of the present application, The motor 30, the reduction mechanism, the gear 52, the first rack 11, the second rack 22, etc. can be used to realize the rapid movement of the steering column 20 to achieve the purpose of rapid adjustment. It is more suitable for long-stroke adjustment of the steering column 20. The adjustment time is shorter, which helps reduce the driver's waiting time.

In some possible implementations, the gear shaft 51 is rotationally connected to the housing 31 of the motor 30 , and the gear shaft 51 , the gear 52 and the worm gear 50 can move integrally with the motor 30 . During the movement of the gear shaft 51, the gear 52 meshes with the second rack 22, and the second rack 22 is pushed to move in the same direction as the moving direction of the gear shaft 51. The moving speed V2 of the second rack 22 is equal to the gear The moving speed V0 of the shaft 51 relative to the first rack 11 is added to the moving speed V1 of the second rack 22 relative to the gear shaft 51 . Since the first rack 11 and the second rack 22 mesh with the same gear 52, the first rack 11 and the second rack 22 move at the same speed relative to the gear shaft 51, and the moving speed V0 and the moving speed V1 are the same, That is, the moving speed V2 is equal to twice the moving speed V0. The second rack 22 can drive the outer tube 21 and the steering column 20 to move at twice the speed, which can quickly adjust the axial position of the steering column 20. Adjust the up and down position of the steering wheel.

Taking Figures 3 and 5 as an example, the motor 30 drives the worm 40 to rotate, the worm 40 drives the worm gear 50 to rotate, the worm gear 50 drives the gear shaft 51 to rotate, the gear shaft 51 drives the gear 52 to rotate, the gear 52 rotates in the counterclockwise direction, and at the first tooth Under the action of the rack 11, the first rack 11 pushes the gear 52 to move to the left at the moving speed V0; and as the gear 52 rotates, the second rack 22 will be affected by the action of the gear 52, and the second rack 22 will be pushed in the same direction. Moving to the left, the moving speed of the second rack 22 relative to the gear 52 is V1, but since the gear 52 itself is moving, the actual moving speed V2 of the second rack 22 is equal to the movement of the gear 52 relative to the first rack 11 The speed V0 is added to the moving speed V1 of the second rack 22 relative to the gear shaft 51. It can be seen that the second rack 22 can move faster than the gear shaft 51.

As shown in FIG. 2 , in some possible implementations, the steering column 20 also includes a steering shaft 23 . The steering shaft 23 is movably sleeved in the moving outer tube 21 . The steering shaft 23 is arranged parallel to the output shaft 32 . The steering shaft 23 is located in the movable outer tube 21, can rotate relative to the movable outer tube 21, and can move in the axial direction with the movable outer tube 21, so that when the movable outer tube 21 is driven by the second rack 22 to move in the axial direction, The steering shaft 23 moves axially, thereby driving the steering wheel connected to the steering shaft 23 to move axially.

When the steering column 20 is in a usage scenario where the axial direction is vertical, the steering shaft 23 drives the steering wheel to move up and down in the vertical direction, so that the height position of the steering wheel in the cab can be adjusted.

As shown in FIGS. 2 to 5 , in some possible implementations, the worm 40 is coaxially connected to the output shaft 32 , and the worm 40 is parallel to the axis direction of the steering shaft 23 , that is, the worm 40 is connected to the first rack 11 and the first rack 11 . The two racks 22 are parallel at the same time. Exemplarily, the motor 30 includes a stator and a rotor, and the output shaft 32 is coaxially connected to the rotor, or one axial end of the rotor extends outside the housing 31 to form the output shaft 32 .

Limited by the structure of the motor 30, the size of the motor 30 in the axial direction is relatively large. In this application, the rotor and the output shaft 32 of the motor 30 are respectively arranged parallel to the steering shaft 23. When the motor 30 is arranged on one side of the steering column 20, The lateral size of the steering column 20 occupied by the motor 30 is smaller, and the lateral size of the entire electric steering column 20 adjustment structure is also smaller, which is beneficial to reducing the lateral volume of the electric steering column 20 adjustment structure and reducing the electric steering The space occupied by the adjustment structure of the column 20 reduces the volume occupied by the adjustment structure of the electric steering column 20 in the vehicle and improves the space utilization of the vehicle.

Furthermore, the worm 40 with a larger axial size is also arranged parallel to the rotation axis, which is not only beneficial to controlling the lateral size of the adjustment structure of the electric steering column 20, but also makes full use of the axial space to increase the stroke of the worm 40, thereby The movement strokes of the worm gear 50, the gear shaft 51 and the gear 52 are increased, thereby increasing the movement strokes of the steering column 20 and increasing the adjustment strokes of the steering shaft 23 and the steering wheel.

As shown in FIGS. 2 to 5 , in some possible implementations, the second rack 22 and the first rack 11 are spaced apart from each other on the circumferential side of the gear 52 , and between the second rack 22 and the first rack 11 180° apart.

The second rack 22 and the first rack 11 are meshed and connected at different positions of the gear 52 respectively, and the distance between the second rack 22 and the first rack 11 is 180°, which can ensure that the gear 52 is relative to the first rack 11 When moving, the second rack 22 can move in the same direction and at twice the speed.

Viewed from the orientation shown in Figures 3 and 5, the second rack 22 is located above the gear 52, the first rack 11 is located below the gear 52, and the second rack 22 and the first rack 11 are respectively in contact with the gear. 52 mesh.

Optionally, the modules of the first rack 11, the second rack 22 and the gear 52 are the same. Among them, the module is the factor that determines the tooth size. The rack module is the distance between two teeth, which is the ratio of the tooth pitch p between two adjacent teeth on the same side of the tooth profile and the pi ratio π. Module m of the gear 52 = pitch circle diameter d/number of teeth z = tooth pitch p/pi ratio π.

The first rack 11 and the second rack 22 of the same module can ensure reliable meshing with the gear 52, and when the gear 52 rotates at a certain angle, the relative displacement of the first rack 11 and the gear 52 is equal to that of the second rack 11. The relative displacement of the bar 22 and the gear 52 is the same, which is beneficial to accurately designing the adjustment parameters of the adjustment structure of the electric steering column 20 .

As shown in FIGS. 2 to 5 , in some possible implementations, the axis of the gear shaft 51 is arranged perpendicularly to the direction of the steering shaft 23 . Utilizing the vertically arranged gear shaft 51 and the steering shaft 23 can simplify the meshing scenario of the gear 52 and the steering shaft 23 and improve the stability and reliability of the meshing transmission.

As shown in FIGS. 2-5 , in some possible implementations, the gear 52 is a spur gear 52 . The spur gear 52 can be used to convert the rotational motion of the gear 52 into the linear motion of the gear shaft 51 and the second rack 22 .

As shown in FIGS. 2 to 5 , in some possible implementations, the movable outer tube 21 is movably connected to the housing 31 , the housing 31 is movably connected to the support 10 , and the steering shaft 23 is movably connected to the mobile outer tube 21 .

The movable outer tube 21 can move along the axial direction of the steering shaft 23 relative to the housing 31 , the housing 31 can move along the axial direction of the steering shaft 23 relative to the support 10 , and the steering shaft 23 can move along the steering axis relative to the movable outer tube 21 . Movement in axis direction.

Optionally, one of the movable outer tube 21 and the housing 31 of the motor 30 is provided with a guide groove, the support 10 or the other upper guide rail portion of the movable outer tube 21, and the guide groove and the guide rail portion are slidably matched, so that the Support the linear sliding of the support 10 and the moving outer tube 21.

Alternatively, one of the support 10 or the movable outer tube 21 is provided with a guide groove, and the other of the support 10 or the movable outer tube 21 has a guide rail portion. The guide groove and the guide rail portion are in sliding fit, thereby being able to support The support 10 and the moving outer tube 21 slide linearly.

As shown in Figures 2 to 5, this embodiment provides an electric steering column adjustment structure, which includes a support 10. A steering column 20 is slidably provided on the support 10, and the housing 31 of the motor 30 is connected to the steering column. The moving outer tube 21 of the steering column 20 is connected to the steering shaft 23 of the steering column 20 (the axis of the steering shaft 23 coincides with the axis of the steering column 20 core) and the output shaft 32 of the motor 30 (the axis of the output shaft 32 is consistent with the motor). The axes of the 30 shaft cores coincide with each other) and are arranged in parallel. A worm 40 is arranged on the motor 30 for coaxial rotation. The worm gear 50 meshes with the worm 40 to form a worm gear reduction mechanism. A gear 52 is arranged coaxially on the gear shaft 51 of the worm gear 50. The gear 52 and the worm 40 are arranged in parallel. The first rack 11 provided on the support 10 engages in transmission, and the length direction of the first rack 11 is parallel to the direction of the steering axis 23 of the steering column 20 .

Among them, the worm gear 50 meshes with the worm 40 to form a worm gear reduction mechanism, which can decelerate the power output by the motor 30 and increase the torque.

After the length adjustment command is started, the motor 30 starts running. After the worm gear 50 and the worm 40 decelerate and increase torque, the gear shaft 51 is driven to rotate. The gear 52 provided on the gear shaft 51 meshes with the first rack 11 fixed on the support 10 , during the rotation of the gear shaft, the gear shaft 51 will drive the motor 30 and push the steering column 20 to move the outer tube 21 to extend or shorten along its axial direction, thereby achieving the purpose of adjustment. Compared with related technologies, this application The screw nut mechanism is omitted, and the necessary worm gear reduction mechanism is used as the transmission mechanism to drive the gear 52 to mesh with the first rack 11 provided on the support 10, thereby pushing the steering column 20 to perform linear reciprocating motion. Moreover, the motor 30 and the steering column 20 are arranged coaxially, saving space.

As a preferred solution of this application, a second rack 22 is fixed on the moving outer tube 21 . The second rack 22 and the first rack 11 are arranged in parallel. The gear 52 meshes with the second rack 22 for transmission. After the length adjustment command is started, the motor 30 starts running. After the worm gear 50 and the worm 40 decelerate and increase the torque, the gear shaft 51 is driven to rotate. The gear 52 provided on the gear shaft 51 meshes with the first rack 11 provided on the support 10. During the rotation of the gear shaft 51, the gear shaft 51 will drive the motor 30 and the second rack 22 to move. At the same time, after the gear 52 meshes with the second rack 22, it will drive the second rack 22 to move relative to the gear 52, that is, the second rack 22 will move relative to the gear 52. The second rack 22 will move at twice the speed of the gear shaft 51 to achieve the purpose of speed increase. It is suitable for long-stroke adjustment pipe strings, reducing the adjustment time delay and reducing the driver's waiting time.

As shown in FIG. 5 , the second rack 22 and the first rack 11 are respectively placed above and below the gear 52 , and the teeth of the second rack 22 and the first rack 11 are arranged oppositely. The second rack 22 and the first rack 11 sandwich the gear 52 in the middle. On the one hand, they realize meshing transmission, and on the other hand, they also limit the upper and lower positions of the gear 52. The force on the gear 52 is even, preventing it from shaking. This further ensures the smoothness of movement of the steering column 20 .

Preferably, the axis of the gear shaft 51 of the worm gear 50 is arranged perpendicularly to the direction of the steering axis 23 of the steering column 20, and the gear 52 is a spur gear.

In order to prevent the steering column 20 from tilting during movement, a linear guide fit is formed between the movable outer tube 21 and the support 10 through a guide groove. The length of the guide groove is arranged parallel to the direction of the steering axis 23 of the steering column 20 to ensure that the steering column 20 Smoothness of linear motion.

Similarly, in order to prevent the motor 30 from rotating around its own axis after starting, the housing 31 of the motor 30 and the first rack 11 form a linear guide fit through a guide groove, and the length of the guide groove is arranged parallel to the direction of the steering axis 23 of the steering column 20 , thereby ensuring the stability of the linear motion of the steering column 20.

Further, the worm 40 is coaxially connected to the rotor of the motor 30 . The axis of the rotor of the motor 30 coincides with the axis of the output shaft 32 and the axis of the shaft core of the motor 30 . The worm 40 and the rotor may be connected integrally or connected using a coupling. The rotor of the motor 30 drives the worm 40 to rotate along the same axis.

The second rack 22 is disposed at the bottom of the rear end of the movable outer tube 21. This structure can ensure that it takes up the least space without affecting the action of the transmission mechanism.

Preferably, the motor 30 is located outside the steering column 20, and the height of the overall mechanism is moderate and takes up little space.

On the other hand, this embodiment provides a vehicle including the electric steering column adjustment structure of the present application.

The vehicle of this embodiment includes the electric steering column adjustment structure of the present application and has all the beneficial technical effects of the present application.

In some examples, the vehicle may be any form of vehicle with a steering wheel system, including but not limited to passenger cars, commercial vehicles, engineering vehicles, special vehicles, where passenger cars are such as family cars, etc., and commercial vehicles are such as large trucks. Medium-sized buses, trucks, pickup trucks, etc.; engineering vehicles such as heavy transport vehicles, cranes, loaders, excavators, bulldozers, etc.; special vehicles including fire trucks, ambulances, RVs, etc.

It should be noted that in this application, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined as “first” and “second” may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more than two, unless otherwise explicitly and specifically limited.

Unless otherwise expressly provided and limited, the term "above" or "below" a first feature to a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but through additional characteristic contacts between them. Furthermore, the terms "above", "above" and "above" a first feature on a second feature include the first feature being directly above and diagonally above the second feature, or simply mean that the first feature is higher in level than the second feature. “Below”, “below” and “under” the first feature is the second feature includes the first feature being directly below and diagonally below the second feature, or simply means that the first feature is less horizontally than the second feature.

In the description of this specification, reference is made to the terms "certain embodiments," "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples." By description it is meant that a particular feature, structure, material or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application.

The above are only examples of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

An electric steering column adjustment structure, wherein the electric steering column adjustment structure includes: a support (10), a steering column (20), a motor (30) and a deceleration mechanism;

The steering column (20) is slidably mounted on the support (10);

The steering column (20) includes a moving outer tube (21), the motor (30) includes a housing (31) and an output shaft (32), and the housing (31) and the moving outer tube (21) )connect;

The reduction mechanism includes a worm (40) and a worm gear (50), the worm (40) is connected to the output shaft (32), and the worm gear (50) meshes with the worm (40);

A gear (52) is coaxially provided on the gear shaft (51) of the worm gear (50), a first rack (11) is fixedly provided on the support (10), and the first rack (11) ) is arranged parallel to the axis direction of the steering shaft (23);

A second rack (22) is fixedly provided on the movable outer tube (21), and the second rack (22) and the first rack (11) are arranged in parallel; the gears (52) are respectively connected with the first rack (11). The first rack (11) and the second rack (22) engage the transmission steering shaft.
The electric steering column adjustment structure according to claim 1, wherein the steering column (20) further includes a steering shaft (23), and the steering shaft (23) is movably sleeved on the moving outer tube (21). ), the steering shaft (23) and the output shaft (32) are arranged in parallel.
The electric steering column adjustment structure according to claim 2, wherein the worm (40) and the output shaft (32) are coaxially connected.
The electric steering column adjustment structure according to any one of claims 1 to 3, wherein the second rack (22) and the first rack (11) are respectively located at the end of the gear (52). Above and below, the teeth of the second rack (22) and the first rack (11) are arranged oppositely.
The electric steering column adjustment structure according to any one of claims 1 to 3, wherein the second rack (22) and the first rack (11) are spaced apart from the gear (52). On the circumferential side, the second rack (22) and the first rack (11) are spaced 180° apart.
The electric steering column adjustment structure according to any one of claims 1 to 5, wherein the axis of the gear shaft (51) is arranged perpendicularly to the direction of the steering shaft (23).
The electric steering column adjustment structure according to claim 6, wherein the gear (52) is a spur gear.
The electric steering column adjustment structure according to any one of claims 1 to 7, wherein the moving outer tube (21) is movably connected to the housing (30), and the housing (30) is connected to the housing (30). The support (10) is movably connected, and the steering shaft (23) is movably connected with the mobile outer tube (21);

The movable outer tube (21) can move along the axial direction of the steering shaft (23) relative to the housing (30), and the housing (30) can move along any direction relative to the support (10). The steering shaft (23) moves in the axial direction, and the steering shaft (23) can move in the axial direction of the steering shaft (23) relative to the moving outer tube (21).
The electric steering column adjustment structure according to any one of claims 1 to 8, wherein at least part of the steering shaft (23) extends to the outside of the first end of the moving outer tube (21), and the The second rack (22) is located at the second end of the moving outer tube (21).
A vehicle including the electric steering column adjustment structure according to any one of claims 1 to 9.