Upper steering shaft of automobile steering system

Abstract

The utility model provides an upper steering shaft of an automobile steering system, which comprises a steering shaft body, the lower end of the steering shaft body is used for being in transmission connection with a universal joint, and the upper end of the steering shaft body is used for being in transmission connection with a steering column on a steering wheel; a plurality of first spline teeth distributed at intervals in the circumferential direction are arranged on the outer wall of the lower end of the steering shaft body, the lower end of the steering shaft body is used for being inserted into a connecting hole in a universal joint, and each first spline tooth is used for being embedded into a first spline groove in the inner wall of the connecting hole and limiting in the circumferential direction. A fool-proof groove is formed between the first first spline tooth and the last first spline tooth on the outer wall of the steering shaft body, and the fool-proof groove is used for being vertically embedded with a fool-proof protrusion on the inner wall of the connecting hole; the steering shaft has the advantage that the steering shaft is conveniently in transmission connection with the universal joint, and the fool-proof purpose can be achieved when the steering shaft body is matched and connected with the connecting hole in the universal joint in an inserted mode.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile parts, in particular to an upper steering shaft of an automobile steering system. Background Art

[0002] The upper steering shaft is an important transmission component in the automobile steering system. When the upper steering shaft is in use, the lower end of the upper steering shaft is transmission-connected to the universal joint, and the upper end of the upper steering shaft is transmission-connected to the steering column on the steering wheel. In the existing structure, the lower end of the upper steering shaft and the universal joint are connected together by welding, which has the disadvantage of being inconvenient to connect the upper steering shaft and the universal joint. Utility Model Content

[0003] The technical problem to be solved by the utility model is to provide an upper steering shaft of an automobile steering system, which has the advantage of convenient transmission connection with the universal joint, and can achieve the purpose of foolproofing when the steering shaft body is matched and plugged into the connecting hole on the universal joint.

[0004] The utility model provides an upper steering shaft of an automobile steering system, comprising a steering shaft body, wherein the lower end of the steering shaft body is used for transmission connection with a universal joint, and the upper end of the steering shaft body is used for transmission connection with a steering column on a steering wheel; a plurality of first spline teeth distributed at circumferential intervals are provided on the outer wall of the lower end of the steering shaft body, and the lower end of the steering shaft body is used for inserting into a connecting hole on the universal joint, and each first spline tooth is used for fitting with a first spline groove on the inner wall of the connecting hole and limiting the position circumferentially; an anti-cracking groove is formed between the first first spline tooth and the last first spline tooth on the outer wall of the steering shaft body, and the anti-cracking groove is used for vertically fitting with an anti-cracking protrusion on the inner wall of the connecting hole.

[0005] After adopting the above structure, the utility model enables the steering shaft body to be conveniently connected to the universal joint transmission because the lower end of the steering shaft body is inserted into the connecting hole on the universal joint, and each first spline tooth is engaged with the first spline groove on the inner wall of the connecting hole and limited circumferentially, and furthermore, since an anti-idiot groove is formed between the first first spline tooth and the last first spline tooth on the outer wall of the steering shaft body, the anti-idiot groove is vertically engaged with the anti-idiot protrusion on the inner wall of the connecting hole, and thus the anti-idiot purpose can be achieved when the steering shaft body and the connecting hole on the universal joint are mated and plugged in.

[0006] In one possible embodiment, a pin hole is provided at the anti-mock groove, and the pin hole extends along the radial direction of the steering shaft body. The pin hole is used for the inner end portion of the pin column inserted into the universal joint to be tightly fitted with the pin column. By adopting this structure, after the lower end of the steering shaft body is inserted into the connecting hole on the universal joint, the pin column can be radially passed through the side wall of the connecting hole and the inner end portion of the pin column can be tightly fitted with the pin hole, thereby achieving further locking of the steering shaft body and the universal joint, that is, achieving axial limitation of the steering shaft body and the universal joint, so as to improve the assembly firmness and reliability of the steering shaft body and the universal joint.

[0007] In one possible embodiment, an annular chamfered surface is provided at the open end of the pin hole, and the annular chamfered surface is used to cooperate with the outer wall of the pin to guide the pin so that the pin can be inserted into the pin hole; after the annular chamfered surface is provided at the open end of the pin hole, when the inner end of the pin is cooperated and plugged into the pin hole, the inner end of the pin can cooperate with the annular chamfered surface to guide the inner end of the pin to be inserted into the pin hole and tightly fit with the pin hole, which can facilitate the cooperation and plugging of the pin and the pin hole.

[0008] In one possible embodiment, an annular boss is provided on the outer wall of the steering shaft body, and the annular boss is located above a plurality of first spline teeth, and the annular boss is used to abut against the end of the universal joint; through the provision of the annular boss, after the lower end of the steering shaft body is inserted into the connecting hole on the universal joint, the annular boss can abut against the end of the universal joint, thereby enabling the steering shaft body and the universal joint to be limited, that is, the pin hole on the steering shaft body is axially aligned with the socket on the universal joint, thereby facilitating the pin column to pass through the socket on the universal joint and be tightly inserted into the pin hole.

[0009] In one possible embodiment, a plurality of spline tooth groups are provided on the outer wall of the upper end of the steering shaft body, which are spaced apart along the axial direction of the steering shaft body, and each spline tooth group includes a plurality of second spline teeth spaced apart circumferentially. The upper end of the steering shaft body is used to be inserted into the lower end of the steering column, and each second spline tooth is used to engage with and be circumferentially limited in the second spline groove on the inner wall of the steering column. By adopting this structure, after the upper end of the steering shaft body is inserted into the lower end of the steering column, each second spline tooth can engage with and be circumferentially limited in the second spline groove on the inner wall of the steering column, thereby enabling the steering shaft body to be reliably connected to the steering column on the steering wheel. Moreover, since a plurality of spline tooth groups are provided, the reliability of the transmission connection between the steering shaft body and the steering column can be further improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a schematic diagram of the three-dimensional structure of the utility model;

[0011] Figure 2This is a schematic cross-sectional view of the utility model;

[0012] Figure 3 for Figure 2 Schematic diagram of the structure after enlarging point A in the middle. DETAILED DESCRIPTION

[0013] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of the present application and are not intended to limit the scope of protection of the embodiments of the present application. Those skilled in the art may adjust them as needed to suit specific application scenarios.

[0014] In the description of the embodiments of this application, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on the specific circumstances.

[0015] In the embodiments of the present application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0016] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0017] See also Figure 1-3 As shown, an embodiment of the present application discloses an upper steering shaft of an automobile steering system, including a steering shaft body 1, the lower end of the steering shaft body 1 is used for transmission connection with the universal joint, and the upper end of the steering shaft body 1 is used for transmission connection with the steering column on the steering wheel; a plurality of first spline teeth 11 distributed at circumferential intervals are provided on the outer wall of the lower end of the steering shaft body 1, and the lower end of the steering shaft body 1 is used to be inserted into the connecting hole on the universal joint, and each first spline tooth 11 is used to be engaged with the first spline groove on the inner wall of the connecting hole and circumferentially limited; an anti-fool groove 12 is formed between the first first spline tooth 11 and the last first spline tooth 11 located on the outer wall of the steering shaft body 1, and the anti-fool groove 12 is used to be vertically engaged with the anti-fool protrusion on the inner wall of the connecting hole.

[0018] A pin hole 13 is provided at the anti-mock groove 12, and the pin hole 13 extends along the radial direction of the steering shaft body 1. The pin hole 13 is used for the inner end of the pin arranged in the universal joint to be inserted and tightly fitted with the pin. By adopting this structure, after the lower end of the steering shaft body is inserted into the connecting hole on the universal joint, the pin can be radially passed through the side wall of the connecting hole and the inner end of the pin can be tightly fitted with the pin hole, thereby achieving further locking of the steering shaft body and the universal joint, that is, achieving axial limitation of the steering shaft body and the universal joint, so as to improve the assembly firmness and reliability of the steering shaft body and the universal joint.

[0019] An annular chamfered surface 14 is provided at the open end of the pin hole 13, and the annular chamfered surface 14 is used to cooperate with the outer wall of the pin to guide the pin so that the pin can be inserted into the pin hole 13; after the annular chamfered surface is provided at the open end of the pin hole, when the inner end of the pin is cooperated and plugged into the pin hole, the inner end of the pin can cooperate with the annular chamfered surface to guide the inner end of the pin to be inserted into the pin hole and tightly fit with the pin hole, which can facilitate the cooperation and plugging of the pin and the pin hole.

[0020] An annular boss 15 is provided on the outer wall of the steering shaft body 1. The annular boss 15 is located above the plurality of first spline teeth 11. The annular boss 15 is used to abut against the end of the universal joint. Through the provision of the annular boss, after the lower end of the steering shaft body is inserted into the connecting hole on the universal joint, the annular boss can abut against the end of the universal joint, thereby enabling the steering shaft body and the universal joint to be limited, that is, axially aligning the pin hole on the steering shaft body with the socket on the universal joint, thereby facilitating the pin column to pass through the socket on the universal joint and be tightly inserted into the pin hole.

[0021] A plurality of spline tooth groups are provided on the outer wall of the upper end of the steering shaft body 1 and are spaced apart along the axial direction of the steering shaft body 1. Each spline tooth group includes a plurality of second spline teeth 16 spaced apart in the circumferential direction. The upper end of the steering shaft body 1 is used to be inserted into the lower end of the steering column. Each second spline tooth 16 is used to engage with and be circumferentially limited in position in the second spline groove on the inner wall of the steering column. By adopting this structure, after the upper end of the steering shaft body is inserted into the lower end of the steering column, each second spline tooth can engage with and be circumferentially limited in position in the second spline groove on the inner wall of the steering column, thereby enabling the steering shaft body to be reliably connected to the steering column on the steering wheel. Moreover, since a plurality of spline tooth groups are provided, the reliability of the transmission connection between the steering shaft body and the steering column can be further improved.

[0022] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. An upper steering shaft of an automobile steering system, comprising a steering shaft body (1), wherein the lower end of the steering shaft body (1) is used for transmission connection with a universal joint, and the upper end of the steering shaft body (1) is used for transmission connection with a steering column on a steering wheel; characterized in that: A plurality of first spline teeth (11) are arranged on the outer wall of the lower end of the steering shaft body (1) and are distributed at intervals in the circumferential direction. The lower end of the steering shaft body (1) is used to be inserted into the connecting hole on the universal joint. Each of the first spline teeth (11) is used to be engaged with the first spline groove on the inner wall of the connecting hole and to be circumferentially limited. An anti-cracking groove (12) is formed between the first first spline tooth (11) and the last first spline tooth (11) on the outer wall of the steering shaft body (1). The anti-cracking groove (12) is used to be vertically engaged with the anti-cracking protrusion on the inner wall of the connecting hole.

2. The upper steering shaft of the automobile steering system according to claim 1, characterized in that: A pin hole (13) is provided at the anti-misalignment groove (12), and the pin hole (13) extends along the radial direction of the steering shaft body (1). The pin hole (13) is used for inserting the inner end of a pin arranged in the universal joint and tightly fitting with the pin.

3. The upper steering shaft of the automobile steering system according to claim 2, characterized in that: An annular chamfered surface (14) is provided at the open end of the pin hole (13), and the annular chamfered surface (14) is used to cooperate with the outer wall of the pin to guide the pin so as to facilitate the pin to be inserted into the pin hole (13).

4. The upper steering shaft of the automobile steering system according to claim 2 or 3, characterized in that: An annular boss (15) is provided on the outer wall of the steering shaft body (1), the annular boss (15) is located above a plurality of the first spline teeth (11), and the annular boss (15) is used to abut against the end of the universal joint.

5. The upper steering shaft of the automobile steering system according to claim 1, characterized in that: The outer wall of the upper end of the steering shaft body (1) is provided with a plurality of spline tooth groups spaced apart along the axial direction of the steering shaft body (1), each of the spline tooth groups includes a plurality of second spline teeth (16) spaced apart in the circumferential direction, the upper end of the steering shaft body (1) is used to be inserted into the lower end of the steering column, and each of the second spline teeth (16) is used to be engaged with a second spline groove on the inner wall of the steering column and to be circumferentially limited.

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