Neutral calibration and no-load running-in device for automobile steering device
By designing an automotive steering gear device compatible with center calibration and no-load break-in, and using end face contact sleeves and displacement sensors to achieve simple positioning, the complexity and high cost of traditional equipment are solved, and the accuracy of center calibration and ease of operation are improved.
Patent Information
- Application Number
- CN202423223788.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-26
- Publication Date
- 2025-11-21
- Estimated Expiration
- 2034-12-26
AI Technical Summary
Traditional center calibration and no-load break-in require separate equipment, which increases operational complexity and cost. Furthermore, existing center calibration equipment has a complex structure and unstable positioning, affecting production costs and accuracy.
Design a device compatible with mid-position calibration and no-load break-in, including components such as pallet tooling, connectors, displacement sensors and linear slides. It realizes simple clamping and positioning of automotive steering gear through end face contact sleeve, improves accuracy by using LVDT displacement sensors, and realizes automated operation by combining frame and longitudinal lifting mechanism.
It simplifies operation complexity and production costs, improves the structural simplicity of the equipment, enhances the positioning stability of the equipment, and improves the accuracy of mid-position calibration and ease of operation.
Smart Images
Figure CN223581398U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of automobile steering gear testing, more specifically, it relates to a middle position calibration and no-load running-in device for automobile steering gear. BACKGROUND
[0002] In the automobile manufacturing industry, the performance and safety of automobile steering gears are of great importance, as they directly affect the stability of vehicle control and the safety of drivers. In order to ensure that the automobile steering gears meet the predetermined performance standards during production, they must be strictly tested and calibrated. Middle position calibration is a key step in the testing of automobile steering gears, aiming to verify the accuracy and stability of the steering gear at the center position (i.e. the position without steering input). In addition, no-load running-in is also an essential link, which helps to reduce the friction inside the steering gear and improve the smoothness of steering and service life.
[0003] However, in the traditional mode of operation, middle position calibration and no-load running-in usually need to be completed with the help of independent devices, which undoubtedly increases the complexity and cost burden of operation. More critically, existing middle position calibration devices mostly need to be equipped with complex positioning devices in order to firmly clamp and position the automobile steering gear, further increasing production costs.
[0004] Therefore, a new solution is needed to solve this problem. SUMMARY
[0005] In view of the deficiencies in the prior art, the purpose of the utility model is to provide a middle position calibration and no-load running-in device for automobile steering gear, which can meet the operation requirements of middle position calibration and no-load running-in of automobile steering gear, is beneficial to reduce production cost, has good positioning stability, and is beneficial to improve the accuracy of middle position calibration.
[0006] The above technical purpose of the utility model is realized by the following technical scheme: a middle position calibration and no-load running-in device for automobile steering gear, comprising a connector for providing driving power supply and control signals to the automobile steering gear, a tray tooling and two middle position calibration mechanisms, the tray tooling is suitable for positioning the automobile steering gear between the two middle position calibration mechanisms, the middle position calibration mechanism comprises a support, a displacement sensor and an end face contact sleeve fixed at both ends of the support, and a contact plate slidably arranged between the end face contact sleeve and the support, a spring is arranged between the contact plate and the support, the contact plate is fixedly connected with the input end of the displacement sensor, after the end face contact sleeve abuts against the housing end face of the automobile steering gear, the output shaft of the automobile steering gear can be extended into the contact sleeve and push the contact plate to move, so as to trigger the displacement sensor to generate a displacement signal.
[0007] In one of the embodiments, the median calibration and idling device further comprises a rack, two linear slides are oppositely arranged on the rack, the supports of the two median calibration mechanisms are respectively fixed on the two linear slides, a longitudinal lifting mechanism is arranged on the rack between the two linear slides, and the tray tooling is installed on the longitudinal lifting mechanism.
[0008] In one of the embodiments, the end face contact sleeve comprises a connecting block, the connecting block is fixedly connected with the support through a connecting column, a space for sliding of the contact plate is arranged between the connecting block and the support, the contact plate is slidingly connected with the connecting column, and the spring is sleeved on the connecting column between the contact plate and the support.
[0009] In one of the embodiments, the longitudinal lifting mechanism comprises a connecting plate fixed on the rack, a first air cylinder fixed on the connecting plate, and a lifting table fixed on the output end of the first air cylinder, and the tray tooling is installed on the lifting table.
[0010] In one of the embodiments, a first limit sensor is arranged on one side of the support on the linear slide, and a first trigger block adapted to the first limit sensor is fixed on the contact plate.
[0011] In one of the embodiments, a first slide rail is fixed on the rack, a bottom plate is slidingly connected on the first slide rail, a bolt for locking the bottom plate at any position along the length direction of the first slide rail is arranged on the bottom plate, the linear slide comprises a second slide rail fixed on the bottom plate, a sliding seat slidingly connected on the second slide rail, and a second air cylinder fixed on the bottom plate, the output end of the second air cylinder is fixedly connected with the sliding seat, a second limit sensor is fixed on the sliding seat, and a second trigger block adapted to the second limit sensor is fixed on the bottom plate.
[0012] In one of the embodiments, a third air cylinder is fixed on one side of the sliding seat on the bottom plate, the connector is fixed on the output end of the third air cylinder, and the third air cylinder is adapted to plug the connector into the jack of the automobile steering gear.
[0013] In one of the embodiments, the displacement sensor is an LVDT displacement sensor.
[0014] In summary, this utility model has the following beneficial effects: During the operation of this utility model, the connector and displacement sensor are first connected to the host computer for mid-position calibration. The pallet fixture positions the car steering gear to the target position. The connector is connected to the car steering gear, and the two end face contact sleeves abut against the end faces of the housing at the left and right ends of the car steering gear, respectively. The output shaft of the car steering gear extends into the end face contact sleeve and pushes the contact plate to move. The end face contact sleeve can both axially clamp the car steering gear and allow the output shaft of the car steering gear to extend into the end face contact sleeve in a concentric state and push the contact plate to move, making the positioning and clamping of the car steering gear simpler and faster. At the same time, the clamping force direction is consistent with the movement direction of the output shaft of the car steering gear, which has good positioning stability and is conducive to improving the accuracy of mid-position calibration. In addition, the clamping method of the end face contact sleeve makes the structure of the device simpler and helps to reduce production costs. After the end face contact sleeve moves away from the car steering gear, there is no need to move the car steering gear a second time. The host computer can drive the car steering gear to run-in on the pallet fixture without load, which has the advantages of simple and fast operation. Attached Figure Description
[0015] Figure 1 This is a schematic diagram of the structure of a center calibration and no-load break-in device for an automobile steering system according to an embodiment of this application;
[0016] Figure 2 This is a schematic diagram of the linear slide in the center calibration and no-load break-in device for an automobile steering gear according to an embodiment of this application.
[0017] Figure 3 This is a schematic diagram of the center calibration mechanism of the automotive steering gear center calibration and no-load break-in device according to an embodiment of this application.
[0018] Figure 4 This is a schematic diagram of the longitudinal lifting mechanism in the center calibration and no-load break-in device for automobile steering gear, which is an embodiment of this application.
[0019] Figure 5 for Figure 1 Enlarged view of section A in the image.
[0020] In the diagram: 1. Frame; 2. First slide rail; 3. Base plate; 4. Linear slide table; 41. Second slide rail; 42. Sliding seat; 43. Second cylinder; 44. Second limit sensor; 45. Second trigger block; 5. Center calibration mechanism; 51. Support; 52. Displacement sensor; 53. End face contact sleeve; 531. Connecting block; 54. Contact plate; 55. Connecting column; 56. Spring; 57. First trigger block; 58. First limit sensor; 6. Pallet fixture; 7. Longitudinal lifting mechanism; 71. Connecting plate; 72. First cylinder; 73. Lifting table; 8. Third cylinder; 9. Connector. Detailed Implementation
[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0022] like Figures 1 to 3 As shown, an embodiment of this application provides a centering calibration and no-load break-in device for an automotive steering gear, including a connector 9 for providing drive power and control signals to the automotive steering gear. It also includes a pallet fixture 6 and two centering calibration mechanisms 5. The pallet fixture 6 is adapted to position the automotive steering gear between the two centering calibration mechanisms 5. The pallet fixture 6 is a conformal fixture adapted to the automotive steering gear housing, serving to support the automotive steering gear and providing a certain degree of restraint to prevent it from shaking or slipping out of the pallet fixture 6. The centering calibration mechanism 5 includes a support 51, displacement sensors 52 and end face contact sleeves 53 respectively fixed at both ends of the support 51, and a contact plate 54 slidably disposed between the end face contact sleeve 53 and the support 51. A spring 56 is disposed between the contact plate 54 and the support 51, and the contact plate 54 is fixedly connected to the input end of the displacement sensor 52. After the end face contact sleeve 53 is pressed against the end face of the car steering gear housing, the output shaft of the car steering gear can extend into the contact sleeve and push the contact plate 54 to move, thereby triggering the displacement sensor 52 to generate a displacement signal. Specifically, the displacement sensor 52 is an LVDT displacement sensor 52, which is a high-precision, high-reliability electromechanical passive induction sensor, also known as a linear displacement sensor 52.
[0023] The mid-position calibration and no-load break-in device also includes a host computer and a power supply module required for the operation of the device. The displacement sensor 52 and connector 9 are electrically connected to the host computer. In addition to outputting control signals from the host computer, connector 9 also has a drive power module suitable for providing drive power to the vehicle steering system. The host computer specifically refers to a computer or microcontroller capable of directly sending operation commands. The specific control method uses existing technology and will not be elaborated in this embodiment. It is understood that the mid-position calibration and no-load break-in device of this application can also be equipped with an independent PLC controller to control the movement of its components. The host computer is only used to control the movement of the vehicle steering system and to identify the displacement signal from the displacement sensor 52.
[0024] In operation of the device, the connector 9 and the displacement sensor 52 are first connected to the upper computer. When the middle position is calibrated, the tray tool 6 positions the automobile steering gear to the target position, the connector 9 is connected to the automobile steering gear, the two end face contact sleeves 53 are abutted against the end faces of the housings on the left and right ends of the automobile steering gear, the output shaft of the automobile steering gear extends into the end face contact sleeve 53 and pushes the contact plate 54 to move. The end face contact sleeve 53 can axially clamp the automobile steering gear, and also allows the output shaft of the automobile steering gear to extend into the end face contact sleeve 53 in a concentric state and push the contact plate 54 to move, so that the positioning and clamping of the automobile steering gear are more convenient and fast, the direction of the clamping force is consistent with the movement direction of the output shaft of the automobile steering gear, the positioning stability is good, the accuracy of the middle position calibration is improved, and the structure of the device is simpler through the clamping mode of the end face contact sleeve 53, so that the production cost is reduced. After the end face contact sleeve 53 is away from the automobile steering gear, the automobile steering gear can be driven by the upper computer to perform the no-load running-in on the tray tool 6 without the need of moving the automobile steering gear again, and the operation is convenient and fast.
[0025] In the embodiment, as shown in Figure 1 and Figure 3 , the middle position calibration and no-load running-in device further comprises a rack 1, two linear slides 4 are oppositely arranged on the rack 1, the linear slides 4 are electrically connected to the upper computer, the supports 51 of the two middle position calibration mechanisms 5 are respectively fixed on the two linear slides 4, a longitudinal lifting mechanism 7 is arranged between the two linear slides 4 on the rack 1, and the tray tool 6 is installed on the longitudinal lifting mechanism 7.
[0026] In the above mode, the two linear slides 4 can respectively drive the two middle position calibration mechanisms 5 to move towards or away from the tray tool 6, the longitudinal lifting mechanism 7 can drive the tray tool 6 to vertically lift, so that the automobile steering gear on the tray tool 6 is aligned with the two middle position calibration mechanisms 5, and the rack 1 can be externally connected to a conveying belt for conveying the tray tool 6. When the tray tool 6 is fed, the longitudinal lifting mechanism 7 is lowered below the conveying belt, when the tray tool 6 is conveyed to above the longitudinal lifting mechanism 7 along the conveying belt, the longitudinal lifting mechanism 7 pushes the tray tool 6 upward away from the conveying belt and finally reaches the target position. It can be understood that the tray tool 6 can also be taken and placed on the longitudinal lifting mechanism 7 by manual or mechanical hand.
[0027] In the embodiment, as shown in Figure 3As shown, the end face contact sleeve 53 comprises a connecting block 531 fixedly connected with the support 51 through the connecting column 55, and the connecting block 531 and the support 51 have a spacing for the contact plate 54 to slide, the contact plate 54 is slidably connected with the connecting column 55, and the spring 56 is sleeved on the connecting column 55 between the contact plate 54 and the support 51. By arranging the spring 56, when the output shaft of the automobile steering gear pushes the contact plate 54 to move towards the displacement sensor 52, the spring 56 is compressed, the displacement sensor 52 generates a displacement signal, when the output shaft of the automobile steering gear moves in the opposite direction, the spring 56 naturally elongates, the contact plate 54 drives the displacement sensor 52 to reset, and through the arrangement of the connecting column 55, the contact plate 54 resets more stably and smoothly, and the displacement sensor 52 is not easy to be damaged due to vibration.
[0028] In the embodiment, as shown in Figure 4 The longitudinal lifting mechanism 7 comprises a connecting plate 71 fixed on the rack 1, a first air cylinder 72 fixed on the connecting plate 71, and a lifting platform 73 fixed on the output end of the first air cylinder 72, the tray tooling 6 is installed on the lifting platform 73, and the longitudinal lifting mechanism 7 is electrically connected with the upper computer. In order to enhance the connection stability, after the tray tooling 6 is placed on the lifting platform 73, a bolt or other connecting structure can be used to fasten the tray tooling 6 on the lifting platform 73.
[0029] In the embodiment, as shown in Figure 3 A first limit sensor 58 is arranged on one side of the support 51 on the linear sliding table 4, and a first trigger block 57 adapted with the first limit sensor 58 is fixed on the contact plate 54, the first limit sensor 58 is electrically connected with the upper computer, and the first displacement sensor 52 is a magnetic induction type limit sensor. Through the arrangement of the first limit sensor 58 and the first trigger block 57, when the output shaft of the automobile steering gear pushes the contact plate 54 to move to the limit position, the first trigger block 57 will move to the limit position of the first limit sensor 58, the upper computer sends a control signal to cut off the driving power supply, so that the output shaft of the automobile steering gear cannot continue to extend, thereby preventing the damage of the first displacement sensor 52 caused by overstroke.
[0030] In the embodiment, as shown in Figure 1 and Figure 2As shown, the rack 1 is fixed with a first slide rail 2, the first slide rail 2 is slidingly connected with a bottom plate 3, the bottom plate 3 is provided with a bolt capable of locking the bottom plate 3 at any position of the first slide rail 2 along the length direction of the first slide rail 2, through the arrangement, the position of the bottom plate 3 can be adjusted according to actual use requirements. The linear slide 4 includes a second slide rail 41 fixed on the bottom plate 3, a sliding seat 42 slidingly connected with the second slide rail 41, and a second air cylinder 43 fixed on the bottom plate 3, the output end of the second air cylinder 43 is fixedly connected with the sliding seat 42. The sliding seat 42 is fixed with a second limit sensor 44, the bottom plate 3 is fixed with a second trigger block 45 matched with the second limit sensor 44, the second limit sensor 44 is electrically connected with the upper computer, and the second limit sensor 44 can be a mechanical limit sensor. When the sliding seat 42 moves to the limit position towards the automobile steering gear, the second trigger block 45 triggers the second limit sensor 44 to send a limit signal to the upper computer, the upper computer sends a control signal, and the linear slide 4 stops moving, so that the damage of the automobile steering gear caused by overstroke can be prevented.
[0031] In the embodiment, as shown in the figure, Figure 5 The third air cylinder 8 is fixed on one side of the sliding seat 42 on the bottom plate 3, the connector 9 is fixed on the output end of the third air cylinder 8, and the third air cylinder 8 is adapted to drive the connector 9 to be plug-in connected with the jack of the automobile steering gear. By controlling the extension and retraction of the third air cylinder 8, the connector 9 can be moved along a predetermined path until it is accurately inserted into the jack of the automobile steering gear or pulled out of the jack.
[0032] The working principle of the present application is as follows: the automobile steering gear is placed on the tray tool 6, the tray tool 6 is conveyed to the longitudinal lifting mechanism 7 by any one of the conveying belt, manual operation and mechanical hand, the longitudinal lifting mechanism 7 drives the automobile steering gear to move to the target position, the third air cylinder 8 is extended, the connector 9 is inserted into the jack of the automobile steering gear, the two linear slides 4 drive the two center calibration mechanisms 5 to move towards the automobile steering gear shell, the two end face contact sleeves 53 abut against the two ends of the automobile steering gear shell, the axial limiting and fixing of the automobile steering gear are realized, and the automobile steering gear also cannot be loosened in the longitudinal direction, the upper computer controls the output shaft of the automobile steering gear to extend, the output shaft of the automobile steering gear pushes the contact plate 54 to move in the direction of the compression spring 56, the displacement sensor 52 reads the offset amount with the movement of the contact plate 54, compares the offset amount with the standard center value, and drives the output shaft of the automobile steering gear to extend to the position of the standard center value, and then the upper computer sends the center calibration instruction to the control system of the automobile steering gear, so that the automobile steering gear can execute the center calibration instruction.
[0033] After the middle position calibration is completed, the automobile steering gear sends a middle position calibration completion signal to the upper computer, the two middle position calibration mechanisms 5 move away from the left and right ends of the automobile steering gear, the upper computer sends a no-load running-in instruction, the output shafts at the left and right ends of the automobile steering gear start to move back and forth, and the no-load running-in is completed after three times of back and forth movement. In order to ensure that the output shafts of the automobile steering gear are at the middle position after the no-load running-in is completed, the middle position calibration mechanism 5 is actuated again, and when the output shafts of the automobile steering gear return to the middle position again, the middle position calibration mechanism 5 moves away from the automobile steering gear, the third cylinder 8 drives the connector 9 to move away from the automobile steering gear, the longitudinal lifting mechanism 7 is lowered, and the automobile steering gear is taken out to complete the middle position calibration and the no-load running-in.
[0034] The preferred embodiments of the present application have been described above, but the protection scope of the present application is not limited to the above-mentioned embodiments. Any technical scheme falling within the concept of the present application belongs to the protection scope of the present application. It should be noted that, for ordinary skilled persons in the art, some improvements and refinements can be made without departing from the principles of the present application, and these improvements and refinements should also be considered as falling within the protection scope of the present application.
Claims
1. A centering calibration and no-load break-in device for an automotive steering gear, comprising a connector (9) for providing drive power and control signals to the automotive steering gear, characterized in that: It also includes a pallet fixture (6) and two center calibration mechanisms (5). The pallet fixture (6) is adapted to position the car steering gear between the two center calibration mechanisms (5). The center calibration mechanism (5) includes a support (51), a displacement sensor (52) and an end face contact sleeve (53) respectively fixed at both ends of the support (51), and a contact plate (54) slidably disposed between the end face contact sleeve (53) and the support (51). A spring (56) is provided between the contact plate (54) and the support (51). The contact plate (54) is fixedly connected to the input end of the displacement sensor (52). After the end face contact sleeve (53) is pressed against the end face of the car steering gear housing, the output shaft of the car steering gear can extend into the contact sleeve and push the contact plate (54) to move, thereby triggering the displacement sensor (52) to generate a displacement signal.
2. The center calibration and no-load break-in device for automotive steering systems according to claim 1, characterized in that: The mid-position calibration and no-load break-in device also includes a frame (1), on which two linear slides (4) are arranged facing each other. The supports (51) of the two mid-position calibration mechanisms (5) are respectively fixed on the two linear slides (4). A longitudinal lifting mechanism (7) is arranged on the frame (1) between the two linear slides (4), and the pallet fixture (6) is installed on the longitudinal lifting mechanism (7).
3. The center calibration and no-load break-in device for automotive steering systems according to claim 2, characterized in that: The end face contact sleeve (53) includes a connecting block (531), which is fixedly connected to the support (51) via a connecting post (55). There is a gap between the connecting block (531) and the support (51) for the contact plate (54) to slide. The contact plate (54) is slidably connected to the connecting post (55). The spring (56) is sleeved on the connecting post (55) located between the contact plate (54) and the support (51).
4. The center calibration and no-load break-in device for automotive steering systems according to claim 2, characterized in that: The longitudinal lifting mechanism (7) includes a connecting plate (71) fixed on the frame (1), a first cylinder (72) fixed on the connecting plate (71), and a lifting platform (73) fixed on the output end of the first cylinder (72). The pallet fixture (6) is installed on the lifting platform (73).
5. The center calibration and no-load break-in device for automotive steering systems according to claim 3, characterized in that: A first limit sensor (58) is provided on one side of the support (51) on the linear slide (4), and a first trigger block (57) adapted to the first limit sensor (58) is fixed on the contact plate (54).
6. The center calibration and no-load break-in device for automotive steering systems according to claim 2, characterized in that: The frame (1) is fixed with a first slide rail (2), and a base plate (3) is slidably connected to the first slide rail (2). The base plate (3) is provided with bolts that can lock the base plate (3) at any position of the first slide rail (2) along the length direction of the first slide rail (2). The linear slide table (4) includes a second slide rail (41) fixed on the base plate (3), a sliding seat (42) slidably connected to the second slide rail (41), and a second cylinder (43) fixed on the base plate (3). The output end of the second cylinder (43) is fixedly connected to the sliding seat (42). A second limit sensor (44) is fixed on the sliding seat (42), and a second trigger block (45) adapted to the second limit sensor (44) is fixed on the base plate (3).
7. The center calibration and no-load break-in device for automotive steering systems according to claim 6, characterized in that: A third cylinder (8) is fixed on one side of the sliding seat (42) on the base plate (3), and the connector (9) is fixed on the output end of the third cylinder (8). The third cylinder (8) is adapted to drive the connector (9) to be pluggably connected to the socket of the car steering gear.
8. The center calibration and no-load break-in device for automotive steering systems according to claim 1, characterized in that: The displacement sensor (52) is an LVDT displacement sensor (52).