A method for simulating the strength of a steering gear housing

Abstract

This invention discloses a method for simulating the strength of a steering gear housing, specifically relating to the field of gear and rack meshing force decomposition technology. The method includes the following steps: First, the steering gear housing, an internal structural component of an automobile, is meshed using second-order elements. Then, coupling elements are established between the housing and the contact surfaces of the ball bearing, needle roller bearing, and adjusting body. The meshing forces involved in the gear, rack, upper bearing, and lower bearing within the coupling elements are decomposed for the first time. This invention employs a two-stage force decomposition simulation method. Based on the working principle of the gear and rack, the gear and rack meshing forces are decomposed. Then, based on the distance from the meshing point to the upper and lower bearings, the component forces are decomposed a second time. Finally, distributed coupling technology is used on the contact surfaces of the mounting sleeve and support sleeve. Spring elements are established on the mounting sleeve, improving the speed of steering gear housing strength simulation and verification, and achieving accurate simulation of steering gear housing strength.

Description

Technical Field

[0001] This invention relates to the field of gear and rack meshing force decomposition technology, and more specifically, to a method for simulating the strength of a steering gear housing. Background Technology

[0002] With the rapid development of the automotive industry, a large number of passenger cars have entered thousands of households, greatly facilitating people's lives and travel. So how should we define a car? Simply put, it is a means of transportation that can quickly, conveniently, and safely transport people, goods, etc. from point A to point B. Obviously, the importance of the steering system to a car is self-evident, and how to ensure the safe operation of the steering system is particularly important. How to ensure the safe use of the steering system housing is the top priority.

[0003] In the early stages of steering gear housing design, it is unacceptable for design defects to occur in the steering gear housing due to factors such as insufficient experience or lack of knowledge of the designers. Therefore, simulation is particularly important for the verification of steering gear housing. So, how to quickly and accurately perform simulation calculations on the steering gear housing becomes an urgent question. Summary of the Invention

[0004] To overcome the aforementioned deficiencies of the prior art, embodiments of the present invention provide a steering gear housing strength simulation method, which solves the problems mentioned in the background art by decomposing the force on the gear twice.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a method for simulating the strength of a steering gear housing, comprising the following steps:

[0006] S1. First, the steering gear housing, an internal structural component of the automobile, is meshed using second-order elements;

[0007] S2. Then, a coupling unit KINEMATICCOUPLING is established between the housing and the ball bearing, needle roller bearing, and adjusting body contact surface. A distributed coupling unit Distributing Coupling is established at the mounting seat sleeve (where the housing connects to the vehicle) and the support sleeve. The meshing forces involved in the gears, racks, upper bearings, and lower bearings on the coupling unit are decomposed for the first time.

[0008] S3. Establish three spring elements at each mounting sleeve coupling point to connect to the ground. Two of these spring elements are oriented radially towards the mounting sleeve and are perpendicular to each other. The stiffness of each spring element is equal to the radial stiffness of the mounting sleeve. The direction of the third spring unit is the axial direction of the mounting sleeve, where the stiffness is the axial stiffness of the mounting sleeve;

[0009] S4. Based on the distance from the meshing point to the upper and lower bearings, and the angle between the tie rod assembly and the rack axis during operation, the component forces are decomposed in a secondary manner.

[0010] S5. Finally, the strength of the steering gear housing is verified by simulation. Specifically, the decomposed load radial force Frl, circumferential force Ft1, and axial force Fa are applied at the ball bearing; the decomposed load radial force Fr2 and circumferential force Ft2 are applied at the needle roller bearing; the decomposed adjusting screw force F6 and adjusting body radial force F7 are applied at the adjusting body; and the radial force F8 is applied at the support sleeve.

[0011] In a preferred embodiment, the mesh generation refers to dividing the structural model of the converter housing into several small units as a processing step before finite element analysis. The mesh generation methods include transformation extension method, Delaunay triangle method, covering method and front edge method. In this embodiment, the transformation extension method is used to expand it into three-dimensional units for operation. The mesh generation steps are as follows: first, observe the CAD model drawing of the steering gear housing, then process the model boundary line, select second-order units for the finite element division of the housing, and finally select the mesh density and control the number of meshes.

[0012] In a preferred embodiment, the coupling unit KINEMATIC COUPLING refers to kinematic coupling, which is used for finite element modeling of a commutator housing that combines rigid and flexible bodies. By analyzing the kinematic coupling relationship between the mounting sleeve and the ball bearing and needle roller bearing, the transformation matrix of the unit strength relative to the housing strength is derived.

[0013] In a preferred embodiment, the meshing force refers to the force experienced when the gear and rack mesh. Ignoring the friction between the gear and rack tooth surfaces during meshing, only a normal force Fn acts between the meshing gears. The direction of the normal force is perpendicular to the meshing line and acts on the tooth surface, with the point of application being a concentrated force acting at the node P. At this point, the normal force Fn is decomposed into mutually perpendicular circumferential forces Ft, radial forces Fr, and axial forces Fa, performing the first force decomposition. The normal force Fn acts within the normal plane, and the angle between it and the tangent of the pitch cylinder is the normal pressure angle α. The angle between the normal plane and the end face is the pitch helix angle β. The pitch helix angle β causes the axial component force Fa = Fttanβ. The circumferential force F... t, where Ft1 forms a resistance torque on the driving gear, opposite to its direction of motion, and Ft2 forms a driving torque on the driven gear, in the same direction as its direction of motion; the radial force Fr for the external gear points towards the center of rotation along the radial line, and for the internal gear, it points away from the center of rotation along the radial line; the axial force Fa for the helical gear is along the axis, with the arrow pointing towards the working tooth surface. For the driving helical gear, Fa1 can be determined using the left-hand and right-hand screw rule. According to the direction of rotation of the driving gear teeth, extend your left hand for left-hand rotation and your right hand for right-hand rotation, grasp the axis, with your four fingers pointing in the direction of rotation of the driving gear, and your thumb pointing in the direction of the axial force Fa1 of the driving gear. The direction of Fa2 of the driven gear is opposite to that of Fa1.

[0014] In a preferred embodiment, the first decomposition of force is performed using mechanical formulas, specifically the formula for circumferential force: Where Ft varies with the radius; the formula for the radial force is... Where αn is the normal pressure angle; the formula for axial force is F u =F t tanβ, where β is the pitch circle helix angle; the formula for the normal force is... Where Fn is the meshing directional force at the meshing point, then based on the power transmitted by the gear, the torque of the driving gear T = 9.55 × 106 P / n is calculated, and the circumferential force component on the gear is calculated by substituting it into the formula Ft = 2T1 / d1. Finally, the radial force Fr, axial force Fa and normal force Fn are calculated by substituting them into the corresponding formulas. At this time, the calculation process is the first decomposition of the meshing directional force Fn of the gear.

[0015] In a preferred embodiment, the force is decomposed in two stages. The upper end of the steering gear housing is fitted with a ball bearing, the lower end with a needle roller bearing without axial restraint, and the middle with an adjusting body. First, the radial force Fr, circumferential force Ft, and normal force Fn obtained from the first force decomposition are further decomposed. Then, mechanical calculation formulas are used to calculate the radial force of the upper bearing. Where Fr is the radial force in the first force decomposition; the formula for the circumferential force of the upper bearing is... Where Ft is the circumferential force from the first force decomposition; the formula for the radial force of the lower bearing is... Where Fr is the radial force in the first force decomposition; the formula for the circumferential force of the lower bearing is... Where Ft is the circumferential force of the first force decomposition; the formula for adjusting the screw force is F6 = F r Where Ft is the circumferential force of the first force decomposition; the formula for adjusting the radial force of the body is F7 = F n ×sinλ, where λ is the rack inclination angle, and finally, substituting into the formula, we obtain the values ​​of the radial force Frl, circumferential force Ft1, and axial force Fa borne by the upper bearing; the radial force Fr2 and circumferential force Ft2 borne by the lower bearing; and the adjusting screw force F6 and adjusting body radial force F7 borne by the middle adjusting body. Simultaneously, since the tie rod assembly has an angle ε with the rack axis during operation, and the rack receives a reaction force from the tie rod assembly, it acts on the housing through the support sleeve. Let the radial force of the support sleeve be F8, and substituting into the formula for the radial force of the support sleeve, we get F8 = F... n ×cos(α)×cos(λ)×cos(ε)×sin(ε), where Fn is the normal force.

[0016] In a preferred embodiment, the Spring unit is a lightweight Inversion of Control and Aspect-Oriented Framework. Three Spring units are established at the coupling point of the mounting bracket to connect the ground, which has the characteristics of convenient decoupling and simplified testing. The Spring unit uses a two-point formula of mathematical model to input the aspect point for calculation. First, the pointcut is created by creating the connection point at the coupling point of the mounting bracket, and the aspect is defined and woven into the Spring management. Here, weaving is to apply the aspect to the target object, thereby creating a new proxy object, which plays a role in decoupling.

[0017] The technical effects and advantages of this invention are as follows:

[0018] This invention employs a two-stage force decomposition simulation method. Based on the working principle of gear and rack, the meshing force of the gear and rack is decomposed. Then, based on the distance from the meshing point to the upper and lower bearings, the force component is decomposed a second time. Finally, distributed coupling technology is used on the contact surface of the mounting sleeve and support sleeve to establish a spring unit on the mounting sleeve, thereby improving the speed of simulation and verification of the steering gear housing strength and achieving the effect of accurately simulating the strength of the steering gear housing. Attached Figure Description

[0019] Figure 1 This is a flowchart of the steering gear housing strength simulation method of the present invention.

[0020] Figure 2 This is a flowchart illustrating the decomposition of gear and rack meshing force according to the present invention.

[0021] Figure 3 This is a cross-sectional view of the steering gear housing of the present invention.

[0022] Figure 4This is a longitudinal cross-sectional view of the steering gear housing of the present invention, showing the first component force decomposition.

[0023] Figure 5 This is an exploded view of the secondary force components at the bearing of the steering gear housing according to the present invention.

[0024] Figure 6 This is an exploded view of the radial force of the steering gear housing shaft support sleeve of the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] This embodiment provides, for example Figure 1 The method for simulating the strength of a steering gear housing, as shown, specifically includes the following steps:

[0027] S1. First, the steering gear housing, an internal structural component of the automobile, is meshed using second-order elements;

[0028] In this embodiment, the steering gear is a component of the automotive steering system, used to increase the force transmitted from the steering wheel to the steering transmission mechanism and change the direction of force transmission. Steering gears are classified into rack and pinion steering gears, worm gear crank pin steering gears, and recirculating ball steering gears. In this embodiment, a rack and pinion steering gear is used. It is a structure composed of meshing gears and racks. When the steering shaft drives the gear to rotate, the rack moves in a straight line synchronously with the gear. When the rack pulls the tie rod, the corresponding gear makes a steering motion. The housing is used to protect the rack, limit the rack travel, and fix the bearing position. The housing uses its own material strength to bear external loads along the uniformly distributed thickness of the middle surface.

[0029] S2. Then, a coupling unit KINEMATICCOUPLING is established between the housing and the ball bearing, needle roller bearing, and adjusting body contact surface. A distributed coupling unit Distributing Coupling is established at the mounting seat sleeve (where the housing connects to the vehicle) and the support sleeve. The meshing forces involved in the gears, racks, upper bearings, and lower bearings on the coupling unit are decomposed for the first time.

[0030] In this embodiment, the ball bearing, also known as a roller bearing, is used to withstand high-strength loads. The ball bearing consists of balls installed between inner and outer steel rings. It features low rotational friction resistance, the ability to withstand combined radial and axial loads, low temperature generated by high-speed rotational friction, and no self-excited instability. The needle roller bearing refers to a roller bearing with cylindrical rollers, the rollers being slender needle-shaped. The mounting sleeve refers to the seat cover inside the car, which is installed on the seat. The mounting sleeve has elasticity to reduce vibration and impact caused by the steering gear during steering, ensuring the driver's smoothness and comfort during steering. The suitability is achieved by using a material that matches the strength and stiffness of the converter for the mounting sleeve. The adjustment body contact surface refers to adjusting the bearing tightness and the meshing clearance between the gear rack by increasing or decreasing the area of ​​the contact pad surface between the housing and the lower cover in the steering gear. The distributed coupling establishes a constraint relationship at the support sleeve and weights the movement of the three connection points on the mounting sleeve area, so that the resultant force and resultant torque on the mounting sleeve area are the same as the meshing force and torque applied on the overall contact surface, which enables relative deformation between the various parts of the structure on the overall contact surface.

[0031] S3. Establish three spring elements at each mounting sleeve coupling point to connect to the ground. Two of these spring elements are oriented radially towards the mounting sleeve and are perpendicular to each other. The stiffness of each spring element is equal to the radial stiffness of the mounting sleeve. The direction of the third spring unit is the axial direction of the mounting sleeve, where the stiffness is the axial stiffness of the mounting sleeve;

[0032] In this embodiment, the stiffness refers to the ability of the mounting sleeve coupling to resist elastic deformation under stress. The stiffness is related to the properties of the material, geometry, boundary support, and the form of external force. It is measured by the elastic modulus, which is a property of the material components. The stiffness can be calculated using the formula K = P / δ, where K is the stiffness of the mounting sleeve in N / m, P is the constant force acting on the mounting sleeve, and δ is the deformation produced under the force. For rotational stiffness, the calculation formula is different, as follows: K = M / θ, where K is the rotational stiffness of the mounting sleeve in Newton-meters per arc, M is the applied torque, and θ is the rotation angle.

[0033] S4. Based on the distance from the meshing point to the upper and lower bearings, and the angle between the tie rod assembly and the rack axis during operation, the component forces are decomposed in a secondary manner.

[0034] In this embodiment, the meshing point specifically refers to the point on the tooth surface where the meshing force acts to ensure continuous transmission between the gear and the rack during meshing. The meshing point is divided into the starting meshing point and the ending meshing point. The starting meshing point is the point where the two gear teeth continuously transmit power during meshing until they disengage at a certain point. Each pair of gears starts meshing from a point along the meshing line. The ending meshing point is the point where the meshing transmission continues, and the meshing point of the two gears moves along the meshing line. The contact point on the driving gear moves from the tooth root to the tooth tip, and the contact point on the driven gear moves from the tooth tip to the tooth root, until the intersection of the tooth tip circle of the driving gear and the meshing line, at which point the two gear teeth are about to separate.

[0035] S5. Finally, the strength of the steering gear housing is verified by simulation. Specifically, the decomposed load radial force Frl, circumferential force Ft1, and axial force Fa are applied at the ball bearing; the decomposed load radial force Fr2 and circumferential force Ft2 are applied at the needle roller bearing; the decomposed adjusting screw force F6 and adjusting body radial force F7 are applied at the adjusting body; and the radial force F8 is applied at the support sleeve.

[0036] In this embodiment, the simulation refers to using a computer to build a model of the steering gear housing, converting the uncertainty of a specific level of the model into an impact on the target, and using simulation technology to calculate and evaluate the risks generated by the use of the steering gear housing model. The verification refers to calculating a verification value for the original steering gear housing through the simulation calculation algorithm, and using the verification value to determine whether the original steering gear housing is accurate and whether the simulation method is efficient and fast.

[0037] The difference between this implementation and the existing technology lies in the use of a two-stage force decomposition simulation method in the steering gear housing simulation method. Based on the working principle of gear and rack, the meshing force of the gear and rack is decomposed, and then the component force is decomposed a second time according to the distance from the meshing point to the upper and lower bearings, and directly applied to the housing. This improves the speed of the steering gear housing strength simulation verification and achieves the effect of accurately simulating the strength of the steering gear housing.

[0038] like Figure 1In this embodiment, the mesh generation refers to dividing the structural model of the converter housing into several small units as a processing step before finite element analysis. The mesh generation is based on the principles of mesh quantity, mesh density, mesh quality, and element order to improve the accuracy of the simulation. The mesh generation methods include transformation extension method, Delaunay triangle method, covering method, and front edge method. In this embodiment, the transformation extension method is used to expand the model into three-dimensional elements for operation, which has the characteristics of flexibility, adjustability, and high mesh quality. The mesh generation steps are as follows: first, observe the CAD model drawing of the steering gear housing, then process the model boundary line, select second-order elements for the finite element mesh of the housing, and use higher-order elements with higher-order interpolation functions to improve the calculation accuracy. According to the structural requirements of the housing, high-order and low-order elements are used respectively to improve the processor's computing efficiency. Finally, the mesh density and the number of meshes are selected to improve the mesh calculation accuracy.

[0039] like Figure 1 In this embodiment, the KINEMATIC COUPLING unit specifically refers to kinematic coupling, which is used for finite element modeling of a commutator housing that combines rigid and flexible bodies. By analyzing the kinematic coupling relationship between the mounting sleeve and the ball bearing and needle roller bearing, the transformation matrix of the unit strength relative to the housing strength is derived.

[0040] like Figure 2 In this embodiment, the meshing force refers to the force experienced when the gear and rack mesh. Ignoring the friction between the gear and rack tooth surfaces during meshing, only a normal force Fn acts between the meshing gears. The direction of the normal force is perpendicular to the meshing line and acts on the tooth surface, with the point of application being a concentrated force acting at node P. At this point, the normal force Fn is decomposed into mutually perpendicular circumferential forces Ft, radial forces Fr, and axial forces Fa. This is the first force decomposition. The normal force Fn acts within the normal plane, and the angle between it and the tangent of the pitch cylinder is the normal pressure angle α. The angle between the normal plane and the end face is the pitch helix angle β. The pitch helix angle β causes the axial component force Fa = Fttanβ. The circumferential force F... t, where Ft1 forms a resistance torque on the driving gear, opposite to its direction of motion, and Ft2 forms a driving torque on the driven gear, in the same direction as its direction of motion; the radial force Fr for the external gear points towards the center of rotation along the radial line, and for the internal gear, it points away from the center of rotation along the radial line; the axial force Fa for the helical gear is along the axis, with the arrow pointing towards the working tooth surface. For the driving helical gear, Fa1 can be determined using the left-hand and right-hand screw rule. According to the direction of rotation of the driving gear teeth, extend your left hand for left-hand rotation and your right hand for right-hand rotation, grasp the axis, with your four fingers pointing in the direction of rotation of the driving gear, and your thumb pointing in the direction of the axial force Fa1 of the driving gear. The direction of Fa2 of the driven gear is opposite to that of Fa1.

[0041] like Figure 3 and Figure 4 This embodiment specifically describes the first decomposition of force. Firstly, it uses mechanical formulas; the formula for circumferential force is: Where Ft varies with the radius; the formula for the radial force is... Where αn is the normal pressure angle; the formula for axial force is F a =F t tanβ, where β is the pitch circle helix angle; the formula for the normal force is... Where Fn is the meshing directional force at the meshing point, then based on the power transmitted by the gear, the torque of the driving gear T = 9.55 × 106 P / n is calculated, and the circumferential force component on the gear is calculated by substituting it into the formula Ft = 2T1 / d1. Finally, the radial force Fr, axial force Fa and normal force Fn are calculated by substituting them into the corresponding formulas. At this time, the calculation process is the first decomposition of the meshing directional force Fn of the gear.

[0042] like Figure 4 and Figure 5 This embodiment specifically describes the secondary decomposition of forces. Considering the upper end of the steering gear housing is fitted with a ball bearing, the lower end with a needle roller bearing without axial restraint, and the middle with an adjusting body, the radial force Fr, circumferential force Ft, and normal force Fn obtained from the first force decomposition are further decomposed. Then, mechanical calculation formulas are used to calculate the radial force of the upper bearing. Where Fr is the radial force in the first force decomposition; the formula for the circumferential force of the upper bearing is... Where Ft is the circumferential force from the first force decomposition; the formula for the radial force of the lower bearing is... Where Fr is the radial force in the first force decomposition; the formula for the circumferential force of the lower bearing is... Where Ft is the circumferential force of the first force decomposition; the formula for adjusting the screw force is F6 = F r Where Ft is the circumferential force of the first force decomposition; the formula for adjusting the radial force of the body is F7 = F n ×sinλ, where λ is the rack inclination angle, and finally, substitute into the formula to calculate the radial force Frl, circumferential force Ft1, and axial force Fa borne by the upper bearing; the radial force Fr2 and circumferential force Ft2 borne by the lower bearing; and the adjusting screw force F6 and adjusting body radial force F7 borne by the middle adjusting body. Meanwhile, since the tie rod assembly has an angle ε with the rack axis during operation, and the rack receives a reaction force from the tie rod assembly, it acts on the housing through the support sleeve. Let the radial force of the support sleeve be F8, and substitute into the formula for the radial force of the support sleeve: F8 = F n ×cos(α)×cos(λ)×cos(ε)×sin(ε), where Fn is the normal force.

[0043] like Figure 1In this embodiment, the Spring unit is a lightweight Inversion of Control and Aspect-Oriented Framework. Three Spring units are established at the coupling point of the mounting bracket to connect the ground, which has the characteristics of convenient decoupling and simplified testing. The Spring unit uses a two-point formula of mathematical model to input the aspect point for calculation. First, the pointcut is created by creating the connection point at the coupling point of the mounting bracket, and the aspect is defined and woven into the Spring management. Here, weaving is to apply the aspect to the target object, thereby creating a new proxy object, which plays a role in decoupling.

[0044] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for simulating the strength of a steering gear housing, characterized in that: Includes the following steps: S1. First, the steering gear housing, an internal structural component of the automobile, is meshed using second-order elements; S2. Then, a coupling unit KINEMATICCOUPLING is established at the contact surfaces of the housing and the ball bearing, needle roller bearing, and adjusting body. A distributed coupling unit Distributing Coupling is established at the mounting seat and support sleeve. The meshing forces involved in the gear, rack, upper bearing and lower bearing on the coupling unit are decomposed for the first time. The coupling element KINEMATIC COUPLING refers to kinematic coupling, which is used for finite element modeling of commutator housings that combine rigid and flexible bodies. By analyzing the kinematic coupling relationship between the mounting sleeve and the ball bearing and needle roller bearing, the transformation matrix of element strength relative to housing strength is derived. The first decomposition process includes: firstly, applying mechanical formulas, the formula for circumferential force is... Where Ft varies with the radius; the formula for radial force is... Where αn is the normal pressure angle; the formula for axial force is... Where β is the pitch circle helix angle; the formula for the normal force is... Where Fn is the meshing directional force at the meshing point, then the torque of the driving gear is calculated as T = 9.55 × 106 P / n based on the power transmitted by the gear. Substitute it into the formula Ft = 2T1 / d1 to calculate the circumferential force component on the gear. Finally, substitute it into the corresponding formulas to calculate the radial force Fr, axial force Fa and normal force Fn respectively. At this time, the calculation process is the first decomposition of the meshing directional force Fn of the gear. S3. Establish three spring elements at each mounting sleeve coupling point to connect to the ground. Two of these spring elements are oriented radially towards the mounting sleeve and are perpendicular to each other. The stiffness of each spring element is equal to the radial stiffness of the mounting sleeve. The direction of the third spring unit is the axial direction of the mounting sleeve, and the stiffness is the axial stiffness of the mounting sleeve. S4. Based on the distance from the meshing point to the upper and lower bearings, and the angle between the tie rod assembly and the rack axis during operation, the component forces are decomposed in a secondary manner. The secondary decomposition process includes: first, assembling a ball bearing at the upper end of the steering gear housing, a needle roller bearing without axial constraint at the lower end, and an adjusting body in the middle; then, further decomposing the radial force Fr, circumferential force Ft, and normal force Fn obtained from the first force decomposition; and finally, using mechanical calculation formulas, the radial force formula for the upper bearing is obtained. Where Fr is the radial force from the first force decomposition; the formula for the circumferential force of the upper bearing. Where Ft is the circumferential force from the first force decomposition; the formula for the radial force of the lower bearing. Where Fr is the radial force from the first force decomposition; the formula for the circumferential force of the lower bearing. Where Ft is the circumferential force of the first force decomposition; the formula for adjusting the screw force. Where Ft is the circumferential force of the first force decomposition; the formula for adjusting the radial force of the body. ,in The rack inclination angle is given. Finally, the values ​​of the radial force Frl, circumferential force Ft1, and axial force Fa borne by the upper bearing are calculated using the formula; the radial force Fr2 and circumferential force Ft2 borne by the lower bearing; and the adjusting screw force F6 and radial force F7 borne by the middle adjusting body. Simultaneously, since the tie rod assembly has an angle with the rack axis during operation... Furthermore, the rack will receive a reaction force from the tie rod assembly, which will then act on the housing through the support sleeve. Let the radial force of the support sleeve be F8, and substituting it into the formula for the radial force of the support sleeve... Where Fn is the normal force; S5. Finally, the strength of the steering gear housing is verified by simulation. Specifically, the decomposed load radial force Frl, circumferential force Ft1, and axial force Fa are applied at the ball bearing; the decomposed load radial force Fr2 and circumferential force Ft2 are applied at the needle roller bearing; the decomposed adjusting screw force F6 and adjusting body radial force F7 are applied at the adjusting body; and the radial force F8 is applied at the support sleeve.

2. The steering gear housing strength simulation method according to claim 1, characterized in that: The mesh generation refers to dividing the structural model of the converter housing into several small units as a processing step before finite element analysis. The mesh generation method adopts the transformation and expansion method, which expands the model into three-dimensional units for operation. The mesh generation steps are as follows: first, observe the CAD model drawing of the steering gear housing; then, process the model boundary lines; select second-order units for the finite element division of the housing; and finally, select the mesh density and control the number of meshes.

3. The method for simulating the strength of a steering gear housing according to claim 1, characterized in that: The meshing force refers to the force experienced when the gear and rack mesh. Ignoring the friction between the gear and rack tooth surfaces during meshing, only a normal force Fn acts between the meshing gears. The direction of the normal force is perpendicular to the meshing line and acts on the tooth surface, with the point of application being a concentrated force acting at the node P. At this point, the normal force Fn is decomposed into mutually perpendicular circumferential forces Ft, radial forces Fr, and axial forces Fa. This is the first force decomposition. The normal force Fn acts within the normal plane, and the angle between it and the tangent of the pitch cylinder is the normal pressure angle α. The angle between the normal plane and the end face is the pitch helix angle β. The pitch helix angle β causes the axial component force Fa = Fttanβ. The circumferential force Ft... Ft1 generates a resistance torque on the driving gear, opposite to its direction of motion; Ft2 generates a driving torque on the driven gear, in the same direction as its direction of motion. The radial force Fr, for the external gear, points towards the center of rotation along the radial line; for the internal gear, it points away from the center of rotation along the radial line. The axial force Fa, for the helical gear, is along the axial direction, with the arrow pointing towards the working tooth surface. For the driving helical gear, Fa1 can be determined using the left-hand and right-hand screw rule. To determine the direction of rotation of the driving gear teeth, extend your left hand for left-hand rotation and your right hand for right-hand rotation, grasp the axis, and point your four fingers in the direction of rotation of the driving gear. The direction of your thumb is the direction of the axial force Fa1 of the driving gear. The direction of Fa2 of the driven gear is opposite to that of Fa1.

4. The steering gear housing strength simulation method according to claim 1, characterized in that: The Spring unit is a lightweight Inversion of Control and Aspect-Oriented Framework. It establishes three Spring units at the coupling point of the mounting bracket to connect the ground, which has the characteristics of convenient decoupling and simplified testing. The Spring unit uses a two-point formula of mathematical model to input aspect points for calculation. First, it creates pointcuts at the connection point of the mounting bracket coupling and defines the aspect to be woven into the Spring management. Here, weaving is to apply the aspect to the target object, thereby creating a new proxy object.

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