Structural design of large-angle universal joint for steering control mechanism

Abstract

The invention discloses a universal joint, and particularly relates to structural design of a large-angle universal joint for a steering control mechanism. The structural design comprises the following steps of structural analysis, shaft head design, spherical cage design, outer star wheel design, bolt design, inner star wheel design, constant speed universal joint small assembly and detection andgeneral assembly. The structural design of the large-angle universal joint for the steering control mechanism is compact in structure, reasonable in equipment layout, high in operation efficiency, and high in adaptation, and the service life is further prolonged.

Description

technical field [0001] The invention relates to a universal joint, in particular to a structural design of a large-angle universal joint for a steering mechanism. Background technique [0002] At present, as far as domestically produced automobiles are concerned, the steering mechanism of automobiles generally adopts the steering mechanism of double cross-axis universal joints. In the double cross-axis universal joint steering mechanism, the input and output ends of the steering transmission are required to achieve equal angular speed transmission as much as possible, so that the driver's manipulation of the steering wheel can be accurately, timely and smoothly transmitted to the steering wheel, so that The car effectively realizes the steering action according to the driver's steering intention. On the contrary, if the transmission speed of the steering control mechanism is not constant, there will be adverse consequences such as untimely steering response and fluctuation ...

AI Technical Summary

Problems solved by technology

However, the above-mentioned two conditions are often not satisfied in the actual design of the steering mechanism of the automobile. The reason is that, for a specific vehicle type, the arrangement positions of the steering column, the steering transmission shaft and the input shaft of the steering gear are subject to the layout of the entire vehicle. Space, especially the limitation of the chassis layout, which often makes the angle between the axis of the steering column and the axis of the steering transmission shaft cannot be arranged to be the angle between the axis of the steering transmission shaft and the axis of the steering gear input shaft In this case, even if the first universal joint driven fork and the second universal joint active fork are in the same plane (i.e. satisfy the second condition above), the steering mechanism It will also show obvious uneven speed of steering transmission because it does not meet the first condition above, resulting in untimely steering response, steering force fluctuations and other adverse consequences, and even lead to safety accidents

At this time, if the above-mentioned first condition is to be met, the installation position of the steering gear needs to be changed, or even the steering gear needs to be redesigned to change the installation angle of the input shaft of the steering gear, which will cause changes in steering characteristics such as steering trapezoid However, if it affects the stability of the car's handling, it may lead to changes in the chassis layout structure, making it impossible to realize the established model, and therefore requires a redesign of the entire vehicle, resulting in a huge waste of development costs and time.

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