A device for detecting the engagement of a steering gear pinion and a steering rack of an automobile steering gear

Abstract

The application relates to the technical field of automobile steering gear detection, and particularly discloses a kind of automobile steering gear steering gear and steering rack mesh detection device.The technical scheme is integrated position adjusting mechanism, mesh gap detection mechanism, dynamic performance detection mechanism and dynamic load performance test mechanism on the test bench, and a multi-dimensional detection system of gear and rack meshing state is constructed.The transmission connection of each mechanism can complete the whole process detection from static gap to dynamic load in one clamping, solves the short board that traditional method relies on step-by-step manual operation and cannot simulate actual working conditions, significantly improves the detection efficiency and defect detection rate, and is especially suitable for pre-delivery quality verification of high-precision steering gears.

Description

Technical Field

[0001] This application relates to the field of automotive steering gear testing technology, and in particular to a device for testing the meshing of automotive steering gears and racks. Background Technology

[0002] As the core actuator of a vehicle's steering system, the performance of the steering gear directly impacts driving safety and handling experience. The steering gear, through mechanical or electric power assistance, converts the rotational motion of the steering wheel into steering action of the wheels. Its core transmission components typically consist of steering gears and a steering rack. With the development of intelligent and electric vehicles, the requirements for meshing accuracy, transmission efficiency, and durability in steering systems are becoming increasingly stringent. Especially under conditions such as high-speed steering and emergency obstacle avoidance, the dynamic meshing quality of the gears and rack directly determines the linearity of the steering force and the feedback sensitivity. Therefore, accurate testing of the gear and rack meshing state before installation has become a crucial step in ensuring the reliability of the steering system.

[0003] The steering gear and rack transmit torque through tooth surface meshing. The rotational motion of the gear drives the linear movement of the rack, which in turn drives the steering tie rod to achieve wheel steering. Before actual installation, the meshing clearance, contact area, and transmission smoothness under dynamic load need to be tested from multiple dimensions. Traditional testing methods often use static contact spot staining, tooth flank clearance measurement with dial indicators, etc., to obtain local parameters by manually interpreting the tooth surface contact area or using mechanical gauges.

[0004] While current testing systems are relatively mature in gear-side precision control, significant shortcomings remain in the comprehensive evaluation of the dynamic meshing state of gears and racks, limited by testing principles and equipment integration. On one hand, static testing methods struggle to simulate the complex load conditions after actual vehicle installation, preventing the early detection of some dynamic meshing defects.

[0005] On the other hand, conventional inspection techniques for rack meshing quality are mostly limited to geometric dimension sampling, lacking effective identification of hidden problems such as tooth surface contact uniformity and localized stress concentration. Especially in high-precision steering systems, minute deviations in rack straightness or uneven tooth pitch can trigger meshing impacts, exacerbating abnormal gear wear. However, existing inspection processes, due to technical limitations, often cannot accurately trace the source of such complex defects. Therefore, there is an urgent need to improve inspection techniques to meet the requirements for detecting more complex composite defects. Summary of the Invention

[0006] To overcome the shortcomings of conventional testing techniques in detecting complex defects, this application provides a device for detecting the meshing of steering gears and racks in automotive steering systems.

[0007] This application provides a device for detecting the meshing of steering gears and racks in an automotive steering system, which adopts the following technical solution:

[0008] A device for detecting the meshing of a steering gear and a steering rack in an automotive steering system, used to detect the meshing of the steering gear and the steering rack, includes a test bench, on which the steering rack is slidably mounted, and the test bench is provided with:

[0009] A position adjustment mechanism is used to adjust the meshing position and clearance of the steering gear and the steering rack;

[0010] A meshing clearance detection mechanism is used to quantitatively detect the clearance between the steering gear and the steering rack;

[0011] A dynamic performance testing mechanism is used to test the overall vibration and stability of the steering gear and the steering rack transmission process;

[0012] A dynamic load performance testing mechanism is used to simulate and test the contact stiffness, stress distribution and impact resistance of the steering gear and the steering rack under different loads.

[0013] The meshing clearance detection mechanism, dynamic performance detection mechanism, and dynamic load performance testing mechanism are all connected by transmission.

[0014] By adopting the above technical solutions, the position adjustment mechanism can accurately adjust the meshing position and initial clearance of the gear and rack, providing a basic positioning for subsequent testing; the meshing clearance detection mechanism provides a criterion for geometric parameter deviation by quantitatively measuring the tooth flank clearance; the dynamic performance testing mechanism monitors the vibration and stability during the transmission process in real time, and can identify meshing impacts caused by uneven tooth pitch or rack straightness deviation; the dynamic load performance testing mechanism detects contact stiffness and stress distribution by simulating different steering loads, exposing hidden defects such as uneven tooth surface contact or local stress concentration.

[0015] The transmission connections of each mechanism can complete the entire process of testing from static clearance to dynamic load in a single clamping, which solves the shortcomings of traditional methods that rely on step-by-step manual operation and cannot simulate actual working conditions. This significantly improves testing efficiency and defect detection rate, and is especially suitable for quality verification of high-precision steering systems before vehicle installation.

[0016] Optionally, the meshing clearance detection mechanism includes a planetary differential comparison component and a clearance tracer component. The planetary differential comparison component is used to convert the steering clearance error of the steering gear into a rotational deflection amount, and the clearance tracer component is used to amplify the rotational deflection amount and display it on a screen.

[0017] By adopting the above technical solution, the planetary differential comparator converts the meshing clearance error of the steering gear into the rotational deflection of the planetary gear train. The clearance tracer further converts the deflection into an intuitive graphical or numerical output through mechanical amplification and visualization. This design overcomes the limitations of traditional dial indicators' local measurement, dynamically capturing continuous changes in the meshing clearance across the entire tooth surface and quantifying the error distribution, providing accurate criteria for complex defects such as minute straightness deviations in the rack or uneven gear pitch.

[0018] Optionally, the planetary differential comparison assembly includes a first drive member, a sun gear, planet gears, a ring gear, a planet 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 coaxially fixed to the end of the steering gear away from the first drive member. Multiple planet gears are arranged to mesh around the surface of the sun gear. The planet carrier is used to fix the relative position of each planet gear. The ring gear is rotatably mounted on the test bench, and its internal teeth mesh with each planet gear. The second drive member is mounted on the test bench, and its output shaft is coaxially fixed with the standard gear. The standard gear meshes with the external teeth of the ring gear.

[0019] By adopting the above technical solution, the first driving component drives the tested steering gear to rotate, and the sun gear fixed on the same axis drives the planet gears to revolve around it. At the same time, the planet gears mesh with the inner teeth of the gear ring to form a differential transmission chain. The second driving component meshes with the outer teeth of the gear ring through a standard gear to introduce a reference transmission relationship.

[0020] When the steering gear under test has a meshing backlash error, the differential motion of the planetary gears will generate a deflection proportional to the error. This deflection is transmitted to the backlash tracer component through the planetary carrier. This structure utilizes the differential effect of the planetary system to convert the backlash error into measurable mechanical motion. At the same time, the standard gear serves as a reference, eliminating the interference of the transmission chain's own error on the test results and ensuring the objectivity of the test data.

[0021] Optionally, the gap tracing assembly includes a ball screw, a first pressure sensor, and a display screen. One end of the ball screw is coaxially fixed to the planetary carrier, and the nut of the ball screw is installed at the other end. The first pressure sensor is installed on the test bench, and the nut end of the ball screw can press against the first pressure sensor during sliding. The display screen is disposed on the test bench and is electrically connected to the first pressure sensor.

[0022] By adopting the above technical solution, the screw of the ball screw is fixed coaxially with the planetary carrier, and the nut generates linear displacement as the planetary gears deflect. Its end presses against the first pressure sensor, converting the mechanical displacement into an electrical signal.

[0023] The display screen shows the signal changes of the pressure sensor in real time, indirectly reflecting the error of the meshing clearance. The high transmission accuracy and low friction characteristics of the ball screw ensure the linear transmission of small deflection amounts, avoiding the backlash error of 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 improvement.

[0024] Optionally, the dynamic performance testing mechanism includes a support base and a second pressure sensor. The support base is fixed on the test bench and sleeved on the connecting shaft between the steering gear and the sun gear. Multiple second pressure sensors are provided, and each second pressure sensor is spaced apart in the gap between the support base and the connecting shaft.

[0025] By adopting the above technical solution, when vibration or impact occurs during the transmission of the steering gear and steering rack, the radial runout of the connecting shaft will compress the second pressure sensors at different positions. The signal changes of each second pressure sensor can reflect the intensity and distribution of the vibration. By analyzing the signal timing and amplitude differences of each second pressure sensor, specific sections with uneven tooth surface contact or local stress concentration can be located, providing a basis for optimizing tooth profile modification or assembly processes.

[0026] Optionally, the dynamic load performance testing mechanism includes a sliding seat, a permanent magnet, and an electromagnet. The test platform has a locking groove for the sliding seat to slide and engage. The upper part of the sliding seat has 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, and the electromagnet is fixed to the bottom wall of the locking groove. The magnetic poles generated by the electromagnet are consistent with the magnetic poles of the permanent magnet.

[0027] By adopting the above technical solution, the sliding seat is installed on the test bench via a snap-fit ​​groove. The permanent magnet at its bottom is aligned with the electromagnet on the bottom wall of the snap-fit ​​groove, generating a controllable magnetic repulsion force. When the electromagnet is energized, the magnetic repulsion force pushes the sliding seat to move along the snap-fit ​​groove, applying a vertical load to the steering rack. By adjusting the electromagnet current, the load can be precisely controlled to simulate the actual force conditions during vehicle steering, detect the contact stiffness decay or abnormal stress distribution of the steering gear under different loads, and compensate for the shortcomings of traditional static load testing.

[0028] Optionally, the position adjustment mechanism includes an adjustment seat, a telescopic component, a mounting base, and distance sensors. The test platform has a sliding groove for the adjustment seat to slide and engage. The telescopic component is mounted on the adjustment seat, and the mounting base is fixed to the telescopic end of the telescopic component. When the telescopic component extends or retracts, it can drive the mounting base to rise or fall. Multiple distance sensors are arranged on the mounting base at intervals. The telescopic component is electrically connected to each of the distance sensors. The adjustment seat is also provided with a positioning structure for positioning the position of the adjustment seat.

[0029] By adopting the above technical solution, when the adjusting seat moves along the slide groove on the test bench, the telescopic component drives the mounting seat to rise and fall, and the distance sensor provides real-time feedback on the relative position of the mounting seat and the steering rack. When the distance sensor detects a positional deviation, the telescopic component automatically adjusts the extension and retraction amount until the signals from each distance sensor are balanced, ensuring that the initial meshing position of the steering gear and the steering rack meets the testing requirements. This design replaces traditional manual adjustment and visual alignment, significantly improving positioning efficiency and repeatability, and is especially suitable for batch testing scenarios.

[0030] Optionally, the positioning structure includes locking rods and locking holes. Multiple locking holes are provided along the length direction on the test platform on both sides of the slide groove. The locking rods are movably mounted on the adjusting seat and are arranged in multiple sets at intervals. Each locking rod can be inserted into the corresponding locking hole.

[0031] By adopting the above technical solution, after the adjusting seat moves to the target position, the locking rods are inserted into the locking holes on both sides of the test bench, forming multi-point mechanical locking to prevent displacement drift caused by vibration or load during the testing process. The spaced arrangement of multiple sets of locking rods can disperse the locking stress, avoid structural deformation caused by single-point locking, and ensure the positioning reliability of the adjusting seat for long-term use. This structure is simple and reliable, requiring no complex pneumatic or hydraulic locking system, thus reducing the cost and maintenance difficulty of the device.

[0032] In summary, this application includes at least one of the following beneficial technical effects:

[0033] 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 detection from static clearance to dynamic load in a single device, which solves the problem that traditional step-by-step detection cannot simulate complex working conditions and effectively identifies complex defects such as uneven tooth surface contact, stress concentration and vibration impact.

[0034] 2. This solution is based on the error conversion mechanism of the planetary differential transmission chain, which amplifies the small meshing clearance error into an observable mechanical deflection. Combined with the linear transmission and digital output of the ball screw and pressure sensor, it realizes continuous quantitative analysis of clearance error with micron-level accuracy, providing accurate criteria for rack straightness deviation and tooth pitch unevenness.

[0035] 3. This solution uses the magnetic repulsion coupling design of permanent magnets and electromagnets to accurately simulate the vertical load changes when a vehicle is turning, detect the contact stiffness decay and stress distribution abnormalities of the rack under different loads, and fill the gap in the evaluation of dynamic performance by traditional static testing.

[0036] 4. This solution uses multiple sensors to collaboratively monitor vibration signals and stress distribution, which can locate abnormal contact sections on the tooth surface. Combined with clearance error curves and dynamic load data, it provides data support for tooth profile modification, assembly process improvement, and material selection, significantly improving the reliability of the steering system. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the overall structure of the vehicle steering gear and steering rack meshing detection device from a first-view perspective in an embodiment of this application.

[0039] Figure 2 yes Figure 1 A schematic diagram of the overall structure of the automotive steering gear and steering rack meshing detection device from a second-view perspective.

[0040] Figure 3 yes Figure 2 A schematic diagram of the mid-position adjustment mechanism;

[0041] Figure 4 yes Figure 2 A schematic diagram of the structure of the intermeshing clearance detection mechanism;

[0042] Figure 5 yes Figure 4 A partial structural diagram of the intermeshing clearance detection mechanism.

[0043] Reference 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 component; 23. Mounting seat; 24. Distance sensor; 3. Meshing clearance detection mechanism; 31. Planetary differential comparison component; 311. First drive component; 312. Sun gear; 313. Planetary gear; 314. Gear ring; 315. Planetary carrier; 316. Second drive component; 317. Standard gear; 32. Clearance tracing component; 321. Ball screw; 322. Display screen; 4. Dynamic performance testing mechanism; 41. Support base; 5. Dynamic load performance testing mechanism; 51. Sliding seat; 511. Receiving groove; 52. Permanent magnet. Detailed Implementation

[0044] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail below.

[0045] This application discloses a device for detecting the meshing of steering gears and racks in an automobile steering system.

[0046] Reference Figure 1 A device for detecting the meshing of a steering gear 12 and a steering rack 11 in an automobile steering system is provided for detecting the meshing of the steering gear 12 and the steering rack 11. The device includes 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, a meshing clearance detection mechanism 3, a dynamic performance detection mechanism 4, and a dynamic load performance testing mechanism 5, and the meshing clearance detection mechanism 3, the dynamic performance detection mechanism 4, and the dynamic load performance testing mechanism 5 are all connected by transmission.

[0047] The position adjustment mechanism 2 can precisely adjust the meshing position and initial clearance of the gear and rack, providing a basic positioning for subsequent testing; the meshing clearance detection mechanism 3 provides a criterion for geometric parameter deviation by quantitatively measuring the tooth flank clearance; the dynamic performance testing mechanism 4 monitors the vibration and stability during the transmission process in real time, and can identify meshing impacts caused by uneven tooth pitch or rack straightness deviation; the dynamic load performance testing mechanism 5 detects contact stiffness and stress distribution by simulating different steering loads, exposing hidden defects such as uneven tooth surface contact or local stress concentration.

[0048] The transmission connections between the various mechanisms allow for the completion of the entire process of testing from static clearance to dynamic load in a single clamping, overcoming the shortcomings of traditional methods that rely on step-by-step manual operation and cannot simulate actual working conditions. This significantly improves testing efficiency and defect detection rate, and is especially suitable for quality verification of high-precision steering systems before vehicle installation.

[0049] Reference Figure 1The position adjustment mechanism 2 includes an adjustment seat 21, a telescopic component 22, a mounting base 23, and a distance sensor 24. The test bench 1 has a sliding groove 211 for the adjustment seat 21 to slide and engage. The telescopic component 22 is a high-precision electric telescopic rod, for example, an electric telescopic rod with an accuracy within 2mm. The telescopic component 22 is installed on the adjustment seat 21, and the mounting base 23 is fixed on the telescopic end of the telescopic component 22. When the telescopic component 22 extends or retracts, it can drive the mounting base 23 to rise or fall. The distance sensor 24 is set on the mounting base 23 and multiple distance sensors are arranged at intervals. The telescopic component 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.

[0050] Reference Figure 1 The positioning structure includes locking rods and locking holes. Multiple locking holes are provided on the test platform 1 on both sides of the slide groove 211 along the length direction. The locking rods are movably set on the adjusting seat 21 and are arranged in multiple sets at intervals. Each locking rod can be inserted into the corresponding locking hole.

[0051] As the adjusting seat 21 moves along the slide groove 211 on the test bench 1, the telescopic component 22 drives the mounting seat 23 to rise and fall, and the distance sensor 24 provides real-time feedback on the relative position of the mounting seat 23 and the steering rack 11. When the distance sensor 24 detects a positional deviation, the telescopic component 22 automatically adjusts the telescopic amount until the signals from all distance sensors 24 are balanced, ensuring that the initial meshing position of the steering gear 12 and the steering rack 11 meets the testing requirements. This design replaces traditional manual adjustment and visual alignment, significantly improving positioning efficiency and repeatability, and is especially suitable for batch testing scenarios.

[0052] Reference Figure 1 The meshing clearance detection mechanism 3 includes a planetary differential speed comparison component 31 and a clearance tracer component 32. The planetary differential speed comparison component 31 is used to convert the steering clearance error of the steering gear 12 into the amount of rotational deflection. The clearance tracer component 32 is used to amplify the amount of rotational deflection and display it on the screen.

[0053] Specifically, refer to Figure 1The planetary differential comparison assembly 31 includes a first drive member 311, a sun gear 312, planet 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. 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 coaxially fixed to the end of the steering gear 12 away from the first drive member 311. Multiple planet gears 313 are arranged to mesh around the surface of the sun gear 312. The planet carrier 315 is used to fix the relative position of each planet gear 313. The ring gear 314 is rotatably mounted on the test bench 1 and its internal teeth mesh with each planet 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 meshes with the external teeth of the ring gear 314.

[0054] 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, planet gears 313, ring gear 314, and planet carrier 315 are all standard parts with machining accuracy within the allowable error range.

[0055] The first driving component 311 drives the tested steering gear 12 to rotate, and its coaxially fixed sun gear 312 drives the planet gears 313 to revolve around it. At the same time, the planet gears 313 mesh with the internal teeth of the gear ring 314 to form a differential transmission chain. The second driving component 316 meshes with the external teeth of the gear ring 314 through the standard gear 317 to introduce a reference transmission relationship. In this embodiment, both the first driving component 311 and the second driving component 316 are servo motors.

[0056] When the tested steering gear 12 has a meshing backlash error, the differential motion of the planetary gears 313 will generate a deflection proportional to the error. This deflection is transmitted to the backlash tracer assembly 32 through the planetary carrier 315. This structure utilizes the differential effect of the planetary system to convert the backlash error into measurable mechanical motion. At the same time, the standard gear 317 serves as a reference, eliminating the interference of the transmission chain's own error on the test results and ensuring the objectivity of the test data.

[0057] 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 carrier 315, 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 sliding. The display screen 322 is set on the test bench 1 and is electrically connected to the first pressure sensor.

[0058] The display screen 322 is a multi-functional display screen 322, which can display the pressure change of the first pressure sensor and can display numerical values ​​and continuous curve changes.

[0059] The ball screw 321 is coaxially fixed with the planetary carrier 315. The nut rotates linearly with the planetary gear 313, and its end presses against the first pressure sensor, converting the mechanical displacement into an electrical signal. The display screen 322 displays the signal changes of the pressure sensor in real time, indirectly reflecting the error of the meshing clearance. The high transmission accuracy and low friction characteristics of the ball screw 321 ensure the linear transmission of small deflection amounts, avoiding the backlash error of 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 improvement.

[0060] Reference Figure 1 The dynamic performance testing mechanism 4 includes 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. Multiple second pressure sensors are provided, and each second pressure sensor is spaced apart in the gap between the support base 41 and the connecting shaft.

[0061] 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 will compress the second pressure sensors at different positions. The signal changes of each second pressure sensor can reflect the intensity and distribution of the vibration. By analyzing the signal timing and amplitude differences of each second pressure sensor, specific sections with uneven tooth surface contact or local stress concentration can be located, providing a basis for optimizing tooth profile modification or assembly processes.

[0062] Reference Figure 1 The dynamic load performance testing mechanism 5 includes a sliding seat 51, a permanent magnet 52, and an electromagnet. The test platform 1 has a locking groove 13 for the sliding seat 51 to slide and engage. The upper part of the sliding seat 51 has a receiving groove 511 for the bottom of the steering rack 11 to engage. 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 locking groove 13. The magnetic poles generated by the electromagnet are consistent with the magnetic poles of the permanent magnet 52.

[0063] In other embodiments, the magnetic poles generated by the electromagnet and the magnetic poles of the permanent magnet 52 may be configured to be opposite.

[0064] When the electromagnet is energized, the magnetic repulsion pushes the sliding seat 51 to move along the locking groove 13, applying a vertical load to the steering rack 11. By adjusting the electromagnet current, the load can be precisely controlled to simulate the actual force conditions when the vehicle is turning, detect the contact stiffness decay or abnormal stress distribution of the steering gear 12 under different loads, and make up for the shortcomings of traditional static load testing.

[0065] The implementation principle of the steering gear 12 and steering rack 11 meshing detection device of an automobile steering gear according to the embodiments of this application is as follows: the position adjustment mechanism 2 can accurately adjust the meshing position and initial clearance of the gear and rack, providing a basic positioning for subsequent testing; the meshing clearance detection mechanism 3 provides a criterion for geometric parameter deviation by quantitatively measuring the tooth flank clearance; the dynamic performance detection mechanism 4 monitors the vibration and stability 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 5 detects contact stiffness and stress distribution by simulating different steering loads, exposing hidden defects such as uneven tooth surface contact or local stress concentration.

[0066] The transmission connections of each mechanism can complete the entire process of testing from static clearance to dynamic load in a single clamping, which solves the shortcomings of traditional methods that rely on step-by-step manual operation and cannot simulate actual working conditions. This significantly improves testing efficiency and defect detection rate, and is especially suitable for quality verification of high-precision steering systems before vehicle installation.

[0067] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," "third," and similar words used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. The terms "a" or "an," and similar words do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "comprising," "including," and similar words mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, but do not exclude other elements or objects. "Above," "below," "left," "right," etc., are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0068] The above are all optional embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A device for detecting the meshing of a steering gear (12) and a steering rack (11) in an automobile steering system, used to detect the meshing of the steering gear (12) and the steering rack (11), characterized in that: The utility model provides a kind of test bench for rack and pinion steering gear, including test bench (1), the steering rack (11) slidingly mounted on the test bench (1), the test bench (1) is provided with: Position adjusting mechanism (2) is used for adjusting the meshing position and clearance of the steering gear (12) and the steering rack (11); Engagement clearance detection mechanism (3) is used for quantitatively detecting the clearance between the steering gear (12) and the steering rack (11); Dynamic performance detection mechanism (4) is used for detecting the vibration and smoothness of the steering gear (12) and the steering rack (11) during transmission process; Dynamic load performance test mechanism (5) is used for simulating test on the contact stiffness, stress distribution and impact resistance of the steering gear (12) and the steering rack (11) under different loads; The engagement clearance detection mechanism (3), dynamic performance detection mechanism (4) and dynamic load performance test mechanism (5) are all transmission connection; The engagement clearance detection mechanism (3) includes planetary differential comparison assembly (31) and gap tracking assembly (32), the planetary differential comparison assembly (31) is used for converting the steering clearance error of the steering gear (12) into the deflection amount of rotation, and the gap tracking assembly (32) is used for amplifying the deflection amount of rotation and displaying it through the screen; The planetary differential comparison assembly (31) includes first driving member (311), sun gear (312), planetary gear (313), ring gear (314), planet carrier (315), second driving member (316) and standard gear (317), the first driving member (311) is installed on the position adjusting mechanism (2), the steering gear (12) is coaxially detachably fixed on the output end of the first driving member (311), the sun gear (312) is rotatably installed on the test bench (1) and coaxially fixed with the end of the steering gear (12) away from the first driving member (311), the planetary gear (313) is arranged in meshing around the wheel surface of the sun gear (312), the planet carrier (315) is used for fixing the relative positions of each planetary gear (313), the ring gear (314) is rotatably installed on the test bench (1), and the inner teeth are in meshing with each planetary gear (313), the second driving member (316) is installed on the test bench (1), and the output shaft is coaxially fixed with the standard gear (317), and the standard gear (317) is in meshing with the outer teeth of the ring gear (314); The gap tracking assembly (32) includes ball screw (321), first pressure sensor and display screen (322), one end of the ball screw (321) is coaxially fixed with the rotating shaft of the planet carrier (315), the nut of the ball screw (321) is installed on the other end, the first pressure sensor is installed on the test bench (1), the nut end of the ball screw (321) can press the first pressure sensor in the sliding process, and the display screen (322) is arranged on the test bench (1) and electrically connected with the first pressure sensor.

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

3. A device for detecting the engagement of a steering gear pinion (12) and a steering rack (11) of an automobile steering gear according to claim 1, characterized in that: The dynamic load performance test mechanism (5) comprises a sliding seat (51), a permanent magnet (52) and an electromagnet, the test table (1) is provided with a clamping groove (13) for clamping the sliding seat (51), the upper portion of the sliding seat (51) is provided with a containing groove (511) for clamping the bottom of the steering rack (11), 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 has the same magnetic pole as the permanent magnet (52).

4. A device for detecting the engagement of a steering gear pinion (12) and a steering rack (11) of an automobile steering gear according to claim 1, characterized in that: The position adjusting mechanism (2) comprises an adjusting seat (21), an extension piece (22), a mounting seat (23) and a distance sensor (24), the test table (1) is provided with a sliding groove (211) for clamping the adjusting seat (21), the extension piece (22) is mounted on the adjusting seat (21), the mounting seat (23) is fixed to the extension end of the extension piece (22), the mounting seat (23) can be lifted when the extension piece (22) is extended or retracted, the distance sensor (24) is arranged on the mounting seat (23) and arranged at intervals, the extension piece (22) is electrically connected with the distance sensor (24), and the adjusting seat (21) is further provided with a positioning structure for positioning the position of the adjusting seat (21).

5. A device for detecting the engagement of a steering gear pinion (12) and a steering rack (11) of an automobile steering gear according to claim 4, characterized in that: The positioning structure comprises a locking rod and a locking hole, a plurality of locking holes are arranged on the test table (1) on both sides of the sliding groove (211) along the length direction, the locking rods are movably arranged on the adjusting seat (21) and arranged at intervals, and each locking rod can be inserted into the corresponding locking hole.

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