Intermediate shaft capable of reducing sliding force of shaft tube
By adopting step inner and outer spline structures between the steering pipe and the steering shaft of the intermediate shaft, the problem of large sliding power of the intermediate shaft is solved, and a more stable assembly process and improved production efficiency are achieved.
Patent Information
- Application Number
- CN202421174347.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-27
- Publication Date
- 2025-01-14
- Estimated Expiration
- 2034-05-27
AI Technical Summary
In the automotive steering system, the sliding force of the intermediate shaft is too large during the assembly process, resulting in unstable loading beats and complaints about production and assembly. The existing technology's full stroke and size slip method leads to unqualified size of one end and insufficient slip force balanced.
The steering tube and steering shaft with step inner spline and outer spline structure are connected by splines. The inner spline diameter of the inner spline inside the steering tube is smaller than the inner spline diameter of the fork end, and is designed into a step-shaped shape to reduce sliding force. The non-designed position size is enlarged to reduce the sliding power of the loading end.
It effectively reduces the sliding power of the intermediate shaft, simplifies the assembly process, reduces assembly complaints, and improves the beat efficiency of the production line.
Smart Images
Figure CN222347112U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of automobile steering systems, in particular to an intermediate shaft which can reduce the sliding force of an axle tube. Background Art
[0002] At present, due to the limited space of the vehicle, the major OEMs usually slide the intermediate shaft upward to about 90mm (the intermediate shaft is short) and then pull it to the designed position to connect with the steering gear. At this time, if the force value of the intermediate shaft moving upward about 90mm and pulling down is large, it will cause complaints about the loading rhythm and production assembly. For most suppliers, the sliding force of the intermediate shaft has not been fundamentally solved.
[0003] The existing technology is full-stroke same-size sliding, but the disadvantage is that the intermediate shaft steering tube is formed by a mold such as rotary forging or extrusion. Due to the problem of the draft angle, a cone shape will appear, and the size of one end will be qualified, while the size of the other end will be below the tolerance or exceed the tolerance and fail. This will cause the sliding force at one end of the shaft to be moderate during sliding, while the sliding force at the other end will become very large. Therefore, during the assembly of the whole vehicle, the problem of push-pull distance will lead to a large sliding force. Utility Model Content
[0004] The utility model aims to provide an intermediate shaft which can reduce the sliding force of the shaft tube, the intermediate shaft solves the problem of large sliding force of the intermediate shaft and is conducive to the assembly of the intermediate shaft.
[0005] The technical solution of this utility model:
[0006] An intermediate shaft capable of reducing the sliding force of an axle tube comprises a steering tube, a steering shaft and two yokes, wherein one end of the steering tube is connected to the yoke, the other end of the steering tube is sleeved with one end of the steering shaft, the other end of the steering shaft is connected to the yoke, the inner side of the steering tube is an internal spline structure, the outer side of the steering shaft is an external spline structure, the steering tube and the steering shaft are connected via a spline, the internal spline of the steering tube is a stepped internal spline, and the diameter of the internal spline of the steering tube toward one end of the steering shaft is smaller than the diameter of the internal spline of the steering tube toward one end of the yoke.
[0007] Beneficial effects of the utility model:
[0008] 1. The intermediate shaft of this application fundamentally solves the problem of large sliding force, facilitates assembly at the OEM end, reduces production line assembly complaints, and improves production line rhythm.
[0009] 2. The key technical point of the present application is to use process optimization to ensure that the designed mating end of the intermediate shaft is still in a tight fit state (consistent with the state before improvement). The size of the non-design position that is only used for sliding during loading is enlarged and the overall shape is stepped. This can ensure that the gap stiffness of the designed position is guaranteed to be in a qualified state and the sliding force at the loading end is reduced. BRIEF DESCRIPTION OF THE DRAWINGS
[0010] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.
[0011] Figure 1 This is a schematic diagram of the intermediate shaft structure that can reduce the sliding force of the shaft tube in this application.
[0012] Figure 2 This is a cross-sectional view of the steering tube of the intermediate shaft that can reduce the sliding force of the axle tube in the present application.
[0013] Figure 3 This is a graph showing the sliding force of the intermediate shaft that can reduce the sliding force of the shaft tube in this application.
[0014] Figure 4 It is a schematic diagram of the intermediate shaft structure in the prior art.
[0015] Figure 5 This is a sliding force curve diagram of the intermediate shaft in the prior art.
[0016] Reference numerals:
[0017] Steering tube 1; steering shaft 2; two yokes 3; internal spline 4. DETAILED DESCRIPTION
[0018] In order to solve the problems in the background technology, the present application has invented an intermediate shaft which can reduce the sliding force of the shaft tube. The sliding force of the intermediate shaft is reduced, which reduces assembly complaints of the production line and improves the production line rhythm.
[0019] An intermediate shaft capable of reducing the sliding force of an axle tube, characterized in that it comprises a steering tube 1, a steering shaft 2 and two yokes 3, wherein one end of the steering tube 1 is connected to the yoke 3, the other end of the steering tube 1 is sleeved with one end of the steering shaft 2, and the other end of the steering shaft 2 is connected to the yoke 3, the inner side of the steering tube 1 is an internal spline 4 structure, the outer side of the steering shaft is an external spline structure, the steering tube 1 and the steering shaft 2 are connected by splines, the internal splines of the steering tube 1 are stepped internal splines 4, and the diameter of the internal splines of the steering tube 1 facing the steering shaft 2 is smaller than the diameter of the internal splines of the steering tube 1 facing the yoke. The internal splines 4 of the steering tube 1 and the external splines of the steering shaft are involute splines or rectangular splines. At the corresponding position where the steering tube is provided with the stepped internal splines, the outer periphery of the steering tube is also designed to be a stepped cylindrical tube shape, and the diameter of the end facing the yoke is larger than the diameter of the end facing the steering shaft.
[0020] The application is described in detail below with reference to the accompanying drawings:
[0021] like Figure 4 This is an intermediate shaft assembly of a certain model in the space coordinates of the whole vehicle. During the installation process, the steering tube is relatively stationary, the steering shaft slides in the direction of the steering tube (upward in the figure), and then the steering shaft slides downward to facilitate the assembly of the intermediate shaft and the steering gear. The problem occurs when the steering shaft moves the steering tube to the extreme distance of about 90mm without improvement, and the force value gradually increases. The sliding force value curve is roughly as follows Figure 5 shown.
[0022] This application is to optimize and improve the process of the steering tube, such as Figure 1 and 2 is a schematic diagram of the structure of the steering tube. The area where the steering tube and the steering shaft slide together can be a spline (different numbers of teeth such as involute and rectangle) or a special-shaped mating body. The sliding area inside the steering tube can be divided into two areas, A and B. Area A is equivalent to the main mating area between the shaft and the tube at the designed position, and area B is invalid for the use function and only has an effect on the installation function. At this time, area A has no change from the original design size, and the inner diameter of area B (the action characteristic of sliding with the steering shaft) is enlarged to ensure that the steering tube and the steering shaft do not slip in area B. In this way, the sliding force of the shaft tube can be reduced, and its sliding force curve is roughly as follows: Figure 3 As shown in the figure, it has been significantly improved. The sliding force installed at the vehicle end has been greatly reduced, which greatly improves the production line rhythm and conforms to the ergonomic design.
[0023] The above schematically describes the present invention and its implementation methods, which are not restrictive. The drawings show only one implementation method of the present invention, and the actual structure is not limited thereto. Therefore, if a person skilled in the art is inspired by the above and does not deviate from the technical solution of the present invention, and designs a structure and implementation similar to the technical solution based on the above implementation examples without creativity, they shall all fall within the protection scope of the present invention.
Claims
1. An intermediate shaft capable of reducing the sliding force of an axle tube, characterized in that: It includes a steering tube, a steering shaft and two yokes, one end of the steering tube is connected to the yoke, the other end of the steering tube is sleeved with one end of the steering shaft, the other end of the steering shaft is connected to the yoke, the inner side of the steering tube is an internal spline structure, the outer side of the steering shaft is an external spline structure, the steering tube and the steering shaft are connected by a spline, the internal spline of the steering tube is a stepped internal spline, and the diameter of the internal spline of the steering tube toward one end of the steering shaft is smaller than the diameter of the internal spline of the steering tube toward one end of the yoke.
2. The intermediate shaft capable of reducing the sliding force of the shaft tube according to claim 1, characterized in that: The inner splines of the steering tube and the outer splines of the steering shaft are involute splines or rectangular splines.