Engagement detection device for steering gear and steering rack of automobile steering device

Abstract

The invention relates to the technical field of automobile steering device gear detection, and particularly discloses an automobile steering device steering gear and steering rack meshing detection device. According to the technical scheme, the position adjusting mechanism, the meshing clearance detection mechanism, the dynamic performance detection mechanism and the dynamic load performance test mechanism are integrated on the test board, and a multi-dimensional detection system for the meshing state of the gear and the rack is constructed. All the mechanisms are in transmission connection, full-process detection from a static clearance to a dynamic load can be completed in one-time clamping, the defects that a traditional method depends on step-by-step manual operation and actual working conditions cannot be simulated are overcome, the detection efficiency and the defect detection rate are remarkably improved, and the device is particularly suitable for quality verification of a high-precision steering gear before loading.

Description

Technical Field

[0001] The present application relates to the technical field of automobile steering gear detection, and in particular to a device for detecting the engagement of a steering gear and a steering rack of an automobile steering gear. Background Art

[0002] As the core actuator of the vehicle's steering system, the performance of the automotive steering gear is directly linked to driving safety and handling experience. The steering gear converts the rotational motion of the steering wheel into steering action through mechanical or electric power assistance. Its core transmission components typically consist of a steering pinion and a steering rack. With the advancement of intelligent and electrified vehicles, steering systems have increasingly stringent requirements for meshing accuracy, transmission efficiency, and durability. This is especially true in conditions such as high-speed steering and emergency obstacle avoidance, where the dynamic meshing quality of the pinion and rack directly determines the linearity of steering force and feedback sensitivity. Therefore, accurate testing of the gear and rack meshing state before installation has become a critical step in ensuring steering system reliability.

[0003] The steering gear and rack transmit torque through meshing tooth surfaces. The rotation of the gear drives the linear movement of the rack, which in turn drives the steering tie rod to steer the wheels. Before actual installation, multi-dimensional testing is required to determine meshing clearance, contact area, and transmission stability under dynamic loads. Traditional testing methods often use static contact spot staining, side clearance measurement with a micrometer, and other methods. These methods obtain local parameters through manual interpretation of the tooth contact area or mechanical gauges.

[0004] The current testing system is relatively mature in terms of gear-side precision control, but due to limitations in testing principles and equipment integration, the comprehensive assessment of the dynamic meshing state of the gear and rack still has significant shortcomings. On the one hand, static testing methods cannot simulate the complex load conditions after actual vehicle installation, resulting in some dynamic meshing defects not being exposed in advance; On the other hand, conventional inspection techniques for rack meshing quality often focus solely on spot checks of geometric dimensions, lacking the ability to effectively identify hidden issues such as tooth contact uniformity and localized stress concentrations. In high-precision steering gears, even slight deviations in rack straightness or uneven tooth pitch can trigger meshing shocks and exacerbate abnormal gear wear. However, due to technical limitations, existing inspection processes often cannot accurately trace the source of these complex defects. Therefore, improvements in inspection technology are urgently needed to address the challenges of detecting more complex defects. Summary of the Invention

[0005] In order to overcome the deficiency of conventional detection technology in detecting complex defects, the present application provides a device for detecting the engagement of a steering gear and a steering rack of an automobile steering gear.

[0006] The present application provides a device for detecting engagement between a steering gear and a steering rack of an automobile steering gear, which adopts the following technical solution: A device for detecting engagement of a steering gear and a steering rack of an automobile steering gear is used to detect engagement of a steering gear and a steering rack, comprising a test bench on which the steering rack is slidably mounted, and provided with: A position adjustment mechanism, used to adjust the meshing position and clearance between the steering gear and the steering rack; A meshing clearance detection mechanism, used for quantitatively detecting the clearance between the steering gear and the steering rack; A dynamic performance detection mechanism, used to detect the vibration and smoothness of the transmission process of the steering gear and the steering rack; A dynamic load performance testing mechanism, used to simulate the contact stiffness, stress distribution and impact resistance of the steering gear and the steering rack under different loads; The meshing clearance detection mechanism, the dynamic performance detection mechanism and the dynamic load performance testing mechanism are all transmission-connected.

[0007] By adopting the above technical solutions, the position adjustment mechanism can accurately adjust the meshing position and initial clearance between the gear and rack, providing basic positioning for subsequent detection; the meshing clearance detection mechanism provides a criterion for geometric parameter deviation by quantitatively measuring the tooth side clearance; the dynamic performance detection mechanism monitors the vibration and smoothness during the transmission process in real time, and can identify meshing impact caused by uneven tooth pitch or rack straightness deviation; the dynamic load performance testing mechanism simulates different steering loads to detect contact stiffness and stress distribution, exposing hidden defects such as uneven tooth surface contact or local stress concentration.

[0008] The transmission connections of each mechanism can complete the entire process of testing from static clearance to dynamic load in one clamping, which solves the shortcomings of traditional methods that rely on step-by-step manual operations and cannot simulate actual working conditions. It significantly improves the detection efficiency and defect detection rate, and is especially suitable for pre-installation quality verification of high-precision steering gears.

[0009] Optionally, the meshing clearance detection mechanism includes a planetary differential comparison component and a clearance tracing component, wherein the planetary differential comparison component is used to convert the steering clearance error of the steering gear into a rotational deflection, and the clearance tracing component is used to amplify the rotational deflection and display it through a screen.

[0010] By employing this technical solution, the planetary differential comparison assembly converts the steering gear meshing clearance error into the planetary gear train's rotational deflection. The clearance tracer assembly further converts this deflection into an intuitive graphical or numerical output through mechanical amplification and visual display. This design transcends the limitations of traditional micrometer measurements by dynamically capturing the continuous variation of meshing clearance across the entire tooth surface and quantifying the error distribution, providing precise identification of complex defects such as minor rack straightness deviations or uneven gear pitch.

[0011] Optionally, the planetary differential comparison assembly includes a first drive member, a sun gear, a planetary gear, a ring gear, a planetary carrier, a second drive member and a standard gear, the first drive member is mounted on the position adjustment mechanism, the steering gear is coaxially and detachably fixed to the output end of the first drive member, the sun gear is rotatably mounted on the test bench and is coaxially fixed to the end of the steering gear away from the first drive member, a plurality of planetary gears are meshed around the wheel surface of the sun gear, the planetary carrier is used to fix the relative positions of each of the planetary gears, the ring gear is rotatably mounted on the test bench, and the internal teeth are meshed with each planetary gear, the second drive member is mounted on the test bench, and the output shaft is coaxially fixed with the standard gear, and the standard gear is meshed with the outer teeth of the ring gear.

[0012] By adopting the above technical solution, the first driving member drives the steering gear to be tested to rotate, and its coaxially fixed sun gear drives the planetary gear to revolve around it. At the same time, the planetary gear engages with the inner teeth of the ring gear to form a differential transmission chain. The second driving member engages with the outer teeth of the ring gear through the standard gear to introduce a reference transmission relationship.

[0013] When the steering gear under test has meshing backlash error, the differential motion of the planetary gears produces a deflection proportional to the error. This deflection is transmitted to the backlash tracer assembly via the planetary carrier. This structure utilizes the differential effect of the planetary system to convert the backlash error into measurable mechanical motion. A standard gear serves as a reference, eliminating interference from inherent transmission chain errors on the test results and ensuring the objectivity of the test data.

[0014] Optionally, the gap tracer assembly includes a ball screw, a first pressure sensor and a display screen, wherein the screw at one end of the ball screw is coaxially fixed with the planetary gear, the nut of the ball screw is installed at the other end, the first pressure sensor is installed on the test bench, the nut end of the ball screw can press against the first pressure sensor during sliding, and the display screen is arranged on the test bench and electrically connected to the first pressure sensor.

[0015] By adopting the above technical solution, the screw of the ball screw is fixed coaxially with the planetary gear, and the nut produces linear displacement as the planetary gear deflects. Its end presses against the first pressure sensor, converting the mechanical displacement into an electrical signal. The display shows real-time changes in the pressure sensor's signal, indirectly reflecting the meshing clearance error. The ball screw's high transmission precision and low friction ensure linear transmission of even tiny deflections, avoiding the return errors associated with traditional mechanical amplification mechanisms. The electrical signal output from the first pressure sensor can be directly connected to a digital analysis system, facilitating the generation of clearance error curves or statistical reports, providing data support for process improvements.

[0016] Optionally, the dynamic performance detection mechanism includes a support base and a second pressure sensor, the support base is fixed on the test bench and is sleeved on the connecting shaft between the steering gear and the sun gear, and a plurality of second pressure sensors are provided, and each second pressure sensor is arranged at intervals in the gap between the support base and the connecting shaft.

[0017] By employing this technical solution, when vibration or impact occurs during the transmission between the steering pinion and steering rack, the radial runout of the connecting shaft compresses the second pressure sensors at different locations. The signal variations from each second pressure sensor reflect the intensity and distribution of the vibration. By analyzing the timing and amplitude differences in the signals from each second pressure sensor, specific areas of uneven tooth contact or localized stress concentration can be located, providing a basis for optimizing tooth profile modification or assembly processes.

[0018] Optionally, the dynamic load performance testing mechanism includes a sliding seat, a permanent magnet and an electromagnet, the test bench is provided with a clamping groove for the sliding seat to slide and engage, the upper part of the sliding seat is provided with a receiving groove for the bottom of the steering rack to engage, the permanent magnet is fixed to the lower bottom of the sliding seat, the electromagnet is fixed to the bottom wall of the clamping groove, and the magnetic poles generated by the electromagnet are consistent with the magnetic poles of the permanent magnet.

[0019] Using this technical solution, the sliding seat is mounted on the test bench via a snap-in slot. A permanent magnet at its base aligns with an electromagnet on the bottom wall of the slot, generating a controllable magnetic repulsion. When the electromagnet is energized, this force pushes the sliding seat along the slot, applying a vertical load to the steering rack. By adjusting the electromagnet's current, the load can be precisely controlled, simulating the actual force conditions experienced during vehicle steering. This allows detection of contact stiffness degradation or abnormal stress distribution on the steering gear under varying loads, addressing the shortcomings of traditional static load testing.

[0020] Optionally, the position adjustment mechanism includes an adjustment seat, a telescopic member, a mounting seat and a distance sensor. A sliding groove for the adjustment seat to slide and engage is provided on the test bench. The telescopic member is installed on the adjustment seat. The mounting seat is fixed on the telescopic end of the telescopic member. When the telescopic member is extended or retracted, it can drive the mounting seat to rise and fall. The distance sensor is arranged on the mounting seat and multiple distance sensors are arranged at intervals. The telescopic member is electrically connected to each distance sensor. The adjustment seat is also provided with a positioning structure for positioning the position of the adjustment seat.

[0021] By adopting this technical solution, as the adjustment seat moves along the slideway on the test bench, the telescopic member drives the mounting seat up and down, and the distance sensor provides real-time feedback on the relative position of the mounting seat and the steering rack. If the distance sensor detects position deviation, the telescopic member automatically adjusts its extension and retraction until the signals from each distance sensor are balanced, ensuring that the initial meshing position of the steering gear and steering rack meets the test requirements. This design replaces traditional manual adjustment and manual visual alignment, significantly improving positioning efficiency and repeatability, making it particularly suitable for batch testing scenarios.

[0022] Optionally, the positioning structure includes a locking rod and a locking hole. A plurality of locking holes are provided along the length direction on the test bench on both sides of the slide. The locking rod is movably arranged on the adjustment seat and multiple groups are arranged at intervals. Each of the locking rods can be inserted into the corresponding locking hole.

[0023] By employing this technical solution, once the adjustment base is moved to the target position, locking rods insert into locking holes on either side of the test bench, creating a multi-point mechanical lock. This prevents displacement drift caused by vibration or load during testing. The spaced arrangement of multiple sets of locking rods disperses locking stress, preventing structural deformation associated with single-point locking and ensuring the long-term positioning reliability of the adjustment base. This simple and reliable structure eliminates the need for complex pneumatic or hydraulic locking systems, reducing device cost and maintenance.

[0024] In summary, this application includes at least one of the following beneficial technical effects: 1. This solution integrates functions such as position adjustment, meshing clearance detection, dynamic performance monitoring, and dynamic load testing. It can complete the entire process of testing, from static clearance to dynamic load, in a single device. This overcomes the shortcomings of traditional step-by-step testing, which cannot simulate complex working conditions, and effectively identifies complex defects such as uneven tooth contact, stress concentration, and vibration impact. 2. This solution, based on the error conversion mechanism of the planetary differential drive chain, amplifies tiny meshing clearance errors into observable mechanical deflections. Combined with the linear transmission and digital output of the ball screw and pressure sensor, it enables continuous quantitative analysis of clearance errors with micron-level accuracy, providing precise criteria for rack straightness deviation and tooth pitch unevenness. 3. This solution utilizes a magnetic repulsion coupling design between permanent magnets and electromagnets to accurately simulate vertical load changes during vehicle steering. This allows detection of contact stiffness degradation and stress distribution anomalies in the rack under varying loads, thus filling the gap in dynamic performance assessments beyond traditional static testing. 4. This solution uses multiple sensors to collaboratively monitor vibration signals and stress distribution, locating areas of abnormal tooth contact. Combining clearance error curves with dynamic load data provides data support for tooth profile modification, assembly process improvements, and material selection, significantly improving steering system reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] Figure 1 This is a schematic diagram of the overall structure of the first perspective of the device for detecting engagement of a steering gear and a steering rack of an automobile steering gear according to an embodiment of the present application; Figure 2 yes Figure 1 A schematic diagram of the overall structure of the second perspective of the vehicle steering gear and steering rack engagement detection device; Figure 3 yes Figure 2 Structural diagram of the center position adjustment mechanism; Figure 4 yes Figure 2 Structural diagram of the middle meshing clearance detection mechanism; Figure 5 yes Figure 4 Schematic diagram of part of the structure of the meshing gap detection mechanism.

[0027] Figure numerals: 1. test bench; 11. steering rack; 12. steering gear; 13. snap-fit groove; 2. position adjustment mechanism; 21. adjustment seat; 211. slide groove; 22. telescopic member; 23. mounting seat; 24. distance sensor; 3. meshing gap detection mechanism; 31. planetary differential speed comparison assembly; 311. first drive member; 312. sun gear; 313. planetary gear; 314. ring gear; 315. planetary carrier; 316. second drive member; 317. standard gear; 32. gap tracing assembly; 321. ball screw; 322. display screen; 4. dynamic performance detection mechanism; 41. support base; 5. dynamic load performance testing mechanism; 51. sliding seat; 511. receiving groove; 52. permanent magnet. DETAILED DESCRIPTION

[0028] The following is combined with Figure 1-5 , further details of this application are given.

[0029] The embodiment of the present application discloses a device for detecting engagement of a steering gear and a steering rack of an automobile steering gear.

[0030] Reference Figure 1A device for detecting the engagement of a steering gear 12 and a steering rack 11 of an automobile steering gear is used to detect the engagement of the steering gear 12 and the steering rack 11, comprising a test bench 1, on which the steering rack 11 is slidably mounted. The test bench 1 is provided with a position adjustment mechanism 2, an engagement clearance detection mechanism 3, a dynamic performance detection mechanism 4, and a dynamic load performance testing mechanism 5, and the engagement clearance detection mechanism 3, the dynamic performance detection mechanism 4, and the dynamic load performance testing mechanism 5 are all transmission-connected.

[0031] The position adjustment mechanism 2 can accurately adjust the meshing position and initial clearance between the gear and rack, providing basic positioning for subsequent detection; the meshing clearance detection mechanism 3 provides a criterion for geometric parameter deviation by quantitatively measuring the tooth side clearance; the dynamic performance detection mechanism 4 monitors the vibration and smoothness during the transmission process in real time, and can identify the meshing impact caused by uneven tooth pitch or rack straightness deviation; the dynamic load performance testing mechanism 5 simulates different steering loads to detect the contact stiffness and stress distribution, exposing hidden defects such as uneven tooth surface contact or local stress concentration.

[0032] The transmission connection between each mechanism can complete the whole process detection from static clearance to dynamic load in one clamping, which solves the shortcomings of traditional methods that rely on step-by-step manual operation and cannot simulate actual working conditions. It significantly improves the detection efficiency and defect detection rate, and is especially suitable for pre-installation quality verification of high-precision steering gears.

[0033] Reference Figure 1 The position adjustment mechanism 2 includes an adjustment seat 21, a telescopic member 22, a mounting seat 23 and a distance sensor 24. A slide groove 211 is provided on the test bench 1 for the sliding engagement of the adjustment seat 21. The telescopic member 22 adopts a high-precision electric telescopic rod, such as an electric telescopic rod with an accuracy of less than 2 mm. The telescopic member 22 is installed on the adjustment seat 21, and the mounting seat 23 is fixed on the telescopic end of the telescopic member 22. When the telescopic member 22 is extended and retracted, it can drive the mounting seat 23 to rise and fall. The distance sensor 24 is arranged on the mounting seat 23 and multiple distance sensors 24 are arranged at intervals. The telescopic member 22 is electrically connected to each distance sensor 24. The adjustment seat 21 is also provided with a positioning structure for positioning the position of the adjustment seat 21.

[0034] Reference Figure 1 The positioning structure includes a locking rod and a locking hole. A plurality of locking holes are opened along the length direction on the test bench 1 on both sides of the slide groove 211. The locking rod is movably arranged on the adjustment seat 21 and multiple groups are arranged at intervals. Each locking rod can be inserted into the corresponding locking hole.

[0035] As the adjustment base 21 moves along the slide 211 on the test bench 1, the telescopic member 22 drives the mounting base 23 up and down, and the distance sensor 24 provides real-time feedback on the relative position of the mounting base 23 and the steering rack 11. If the distance sensor 24 detects position deviation, the telescopic member 22 automatically adjusts its extension and retraction until the signals from each distance sensor 24 are balanced, ensuring that the initial meshing position of the steering gear 12 and the steering rack 11 meets the test requirements. This design replaces traditional manual adjustment and visual alignment, significantly improving positioning efficiency and repeatability, making it particularly suitable for batch testing scenarios.

[0036] Reference Figure 1 The meshing clearance detection mechanism 3 includes a planetary differential comparison component 31 and a clearance tracer component 32. The planetary differential comparison component 31 is used to convert the steering clearance error of the steering gear 12 into a rotational deflection, and the clearance tracer component 32 is used to amplify the rotational deflection and display it on the screen.

[0037] Specifically, refer to Figure 1 The planetary differential comparison assembly 31 includes a first drive member 311, a sun gear 312, planetary gears 313, a ring gear 314, a planet carrier 315, a second drive member 316 and a standard gear 317. The first drive member 311 is mounted on the position adjustment mechanism 2, and the steering gear 12 is coaxially and detachably fixed to the output end of the first drive member 311. The sun gear 312 is rotatably mounted on the test bench 1 and is coaxially fixed to the end of the steering gear 12 away from the first drive member 311. A plurality of planetary gears 313 are meshed around the wheel surface of the sun gear 312. The planet carrier 315 is used to fix the relative positions of each planetary gear 313. The ring gear 314 is rotatably mounted on the test bench 1, and its internal teeth are meshed with each planetary gear 313. The second drive member 316 is mounted on the test bench 1, and its output shaft is coaxially fixed with the standard gear 317. The standard gear 317 is meshed with the external teeth of the ring gear 314.

[0038] It is worth noting that in this embodiment, the standard gear 317 is a gear with no machining accuracy error or a machining accuracy error within the allowable range. Similarly, the sun gear 312, planetary gears 313, ring gear 314, and planet carrier 315 are all standard parts with machining accuracy within the allowable error range.

[0039] The first drive member 311 rotates the steering gear 12 being tested. Its coaxially mounted sun gear 312 drives the planetary gears 313 to orbit around it. Simultaneously, the planetary gears 313 mesh with the internal teeth of the ring gear 314, forming a differential drive train. The second drive member 316 meshes with the external teeth of the ring gear 314 via a standard gear 317, creating a reference transmission relationship. In this embodiment, both the first drive member 311 and the second drive member 316 utilize servo motors.

[0040] When a backlash error exists in the steering gear 12 being tested, the differential motion of the planetary gears 313 produces a deflection proportional to the error. This deflection is transmitted to the backlash tracer assembly 32 via the planetary carrier 315. This structure utilizes the differential effect of the planetary system to convert the backlash error into measurable mechanical motion. Furthermore, the standard gear 317 serves as a reference, eliminating interference from the transmission chain's inherent errors on the test results and ensuring the objectivity of the test data.

[0041] Reference Figure 1 The gap tracer assembly 32 includes a ball screw 321, a first pressure sensor and a display screen 322. One end of the ball screw 321 is coaxially fixed with the planetary gear 313, and the nut of the ball screw 321 is installed at the other end. The first pressure sensor is installed on the test bench 1. The nut end of the ball screw 321 can press against the first pressure sensor during the sliding process. The display screen 322 is set on the test bench 1 and is electrically connected to the first pressure sensor.

[0042] The display screen 322 is a multifunctional display screen 322 , which can display the pressure change of the first pressure sensor, and can display numerical values and continuous curve changes.

[0043] The screw of ball screw 321 is coaxially fixed to planetary gear 313. The nut generates linear displacement as the planetary gear 313 deflects. Its end presses against the first pressure sensor, converting the mechanical displacement into an electrical signal. Display screen 322 displays the pressure sensor signal changes in real time, indirectly reflecting the meshing clearance error. The high transmission accuracy and low friction of ball screw 321 ensure linear transmission of even small deflections, avoiding the return error associated with traditional mechanical amplification mechanisms. The electrical signal output of the first pressure sensor can be directly connected to a digital analysis system, facilitating the generation of clearance error curves or statistical reports, providing data support for process improvements.

[0044] Reference Figure 1 The dynamic performance detection mechanism 4 includes a support base 41 and a second pressure sensor. The support base 41 is fixed on the test bench 1 and is sleeved on the connecting shaft between the steering gear 12 and the sun gear 312. There are multiple second pressure sensors, and each second pressure sensor is arranged at intervals in the gap between the support base 41 and the connecting shaft.

[0045] When vibration or impact occurs during the transmission between the steering gear 12 and the steering rack 11, the radial runout of the connecting shaft compresses the second pressure sensors at different locations. The signal variations from each second pressure sensor reflect the intensity and distribution of the vibration. By analyzing the timing and amplitude differences in the signals from each second pressure sensor, specific areas of uneven tooth contact or localized stress concentration can be located, providing a basis for optimizing tooth profile modification or assembly processes.

[0046] Reference Figure 1The dynamic load performance testing mechanism 5 includes a sliding seat 51, a permanent magnet 52 and an electromagnet. A clamping groove 13 for the sliding seat 51 to slide and engage is provided on the test bench 1. A receiving groove 511 for the bottom of the steering rack 11 to engage is provided on the upper part of the sliding seat 51. The permanent magnet 52 is fixed to the lower bottom of the sliding seat 51, and the electromagnet is fixed to the bottom wall of the clamping groove 13, and the magnetic poles generated by the electromagnet are consistent with the magnetic poles of the permanent magnet 52.

[0047] In other embodiments, the magnetic poles generated by the electromagnet and the magnetic poles of the permanent magnet 52 may also be arranged to be opposite magnetic poles.

[0048] When the electromagnet is energized, magnetic repulsion pushes the slide 51 along the engaging slot 13, applying a vertical load to the steering rack 11. By adjusting the electromagnet current, the load can be precisely controlled, simulating the actual force applied during vehicle steering. This allows detection of contact stiffness degradation or abnormal stress distribution on the steering gear 12 under varying loads, addressing the shortcomings of traditional static load testing.

[0049] The implementation principle of the engagement detection device of the steering gear 12 and the steering rack 11 of an automobile steering gear in the embodiment of the present application is as follows: the position adjustment mechanism 2 can accurately adjust the engagement position and initial clearance between the gear and the rack, providing basic positioning for subsequent detection; the engagement clearance detection mechanism 3 provides a criterion for geometric parameter deviation by quantitatively measuring the tooth side clearance; the dynamic performance detection mechanism 4 monitors the vibration and smoothness during the transmission process in real time, and can identify the engagement impact caused by uneven tooth pitch or rack straightness deviation; the dynamic load performance testing mechanism 5 simulates different steering loads to detect the contact stiffness and stress distribution, exposing hidden defects such as uneven tooth surface contact or local stress concentration.

[0050] The transmission connections of each mechanism can complete the entire process of testing from static clearance to dynamic load in one clamping, which solves the shortcomings of traditional methods that rely on step-by-step manual operations and cannot simulate actual working conditions. It significantly improves the detection efficiency and defect detection rate, and is especially suitable for pre-installation quality verification of high-precision steering gears.

[0051] Unless otherwise defined, the technical or scientific terms used in this application shall have the usual meanings understood by persons of ordinary skill in the field to which this application belongs. The words “first”, “second”, “third” and similar terms used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as “a” or “an” and the like do not indicate a quantity limitation, but rather indicate the existence of at least one. Words such as “include” or “comprise” and the like mean that the elements or objects appearing before “include” or “comprises” cover the elements or objects listed after “include” or “comprises” and their equivalents, and do not exclude other elements or objects. “Up”, “down”, “left”, “right” and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0052] The above are all optional embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear, for detecting engagement of a steering gear (12) and a steering rack (11), characterized in that: The invention comprises a test bench (1), wherein the steering rack (11) is slidably mounted on the test bench (1), and the test bench (1) is provided with: A position adjustment mechanism (2) for adjusting the meshing position and clearance between the steering gear (12) and the steering rack (11); A meshing clearance detection mechanism (3) for quantitatively detecting the clearance between the steering gear (12) and the steering rack (11); A dynamic performance detection mechanism (4) is used to detect the vibration and stability of the transmission process of the steering gear (12) and the steering rack (11); A dynamic load performance testing mechanism (5) is used to simulate the contact stiffness, stress distribution and impact resistance of the steering gear (12) and the steering rack (11) under different loads; The meshing clearance detection mechanism (3), the dynamic performance detection mechanism (4) and the dynamic load performance testing mechanism (5) are all transmission-connected.

2. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 1, characterized in that: The meshing clearance detection mechanism (3) comprises a planetary differential speed comparison component (31) and a clearance tracing component (32), wherein the planetary differential speed comparison component (31) is used to convert the steering clearance error of the steering gear (12) into a rotational deflection amount, and the clearance tracing component (32) is used to amplify the rotational deflection amount and display it on a screen.

3. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 2, characterized in that: The planetary differential comparison assembly (31) includes a first driving member (311), a sun gear (312), a planetary gear (313), a ring gear (314), a planetary carrier (315), a second driving member (316) and a standard gear (317), wherein the first driving member (311) is mounted on the position adjustment mechanism (2), the steering gear (12) is coaxially detachably fixed to the output end of the first driving member (311), the sun gear (312) is rotatably mounted on the test bench (1) and is away from the first driving member (311) and the steering gear (12). 11), one end of the sun gear (312) is coaxially fixed, a plurality of planetary gears (313) are arranged to mesh with the wheel surface of the sun gear (312), the planetary carrier (315) is used to fix the relative position of each of the planetary gears (313), the ring gear (314) is rotatably mounted on the test bench (1), and the internal teeth are meshed with each of the planetary gears (313), the second driving member (316) is mounted on the test bench (1), and the output shaft is coaxially fixed with the standard gear (317), and the standard gear (317) is meshed with the external teeth of the ring gear (314).

4. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 3, characterized in that: The gap tracing assembly (32) includes a ball screw (321), a first pressure sensor, and a display screen (322). One end screw of the ball screw (321) is coaxially fixed with the planetary gear (313), and a nut of the ball screw (321) is installed at the other end. The first pressure sensor is installed on the test bench (1). The nut end of the ball screw (321) can press against the first pressure sensor during sliding. The display screen (322) is arranged on the test bench (1) and is electrically connected to the first pressure sensor.

5. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 3, characterized in that: The dynamic performance detection mechanism (4) comprises a support base (41) and a second pressure sensor. The support base (41) is fixed on the test bench (1) and sleeved on the connecting shaft between the steering gear (12) and the sun gear (312). A plurality of second pressure sensors are provided, and each second pressure sensor is arranged at intervals in the gap between the support base (41) and the connecting shaft.

6. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 1, characterized in that: The dynamic load performance testing mechanism (5) comprises a sliding seat (51), a permanent magnet (52) and an electromagnet; a clamping groove (13) for the sliding seat (51) to be slidably clamped is provided on the test bench (1); a receiving groove (511) for the bottom of the steering rack (11) to be clamped is provided on the upper portion of the sliding seat (51); the permanent magnet (52) is fixed to the lower bottom of the sliding seat (51); the electromagnet is fixed to the bottom wall of the clamping groove (13); and the magnetic poles generated by the electromagnet are consistent with the magnetic poles of the permanent magnet (52).

7. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 1, characterized in that: The position adjustment mechanism (2) comprises an adjustment seat (21), a telescopic member (22), a mounting seat (23) and a distance sensor (24); a slide groove (211) for the adjustment seat (21) to be slidably engaged is provided on the test bench (1); the telescopic member (22) is mounted on the adjustment seat (21); the mounting seat (23) is fixed on the telescopic end of the telescopic member (22); when the telescopic member (22) is extended or retracted, the mounting seat (23) can be driven to rise and fall; a plurality of distance sensors (24) are arranged on the mounting seat (23) and spaced apart; the telescopic member (22) is electrically connected to each of the distance sensors (24); and a positioning structure for positioning the position of the adjustment seat (21) is also provided on the adjustment seat (21).

8. The device for detecting engagement of a steering gear (12) and a steering rack (11) of an automobile steering gear according to claim 7, characterized in that: The positioning structure includes a locking rod and a locking hole. A plurality of locking holes are provided on the test bench (1) on both sides of the slide groove (211) along the length direction. The locking rods are movably arranged on the adjustment seat (21) and a plurality of groups are arranged at intervals. Each of the locking rods can be inserted into a corresponding locking hole.

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