Connecting structure of steering intermediate shaft and universal joint

Abstract

The utility model discloses a steering intermediate shaft and universal joint connecting structure which comprises an intermediate shaft and a universal joint fork sleeved at one end of the intermediate shaft, the universal joint fork is provided with a mounting hole, the intermediate shaft is connected in the mounting hole through a shaft sleeve, and the shaft sleeve is provided with an outer metal layer and a micro-deformation layer fixedly arranged in the outer metal layer. The outer metal layer is arranged on the wall of the mounting hole in a sleeving mode, and the micro-deformation layer is made of Teflon materials and arranged at the end of the intermediate shaft in an interference sleeving mode. The universal joint fork has the beneficial effects that the inner layer of the shaft sleeve is in interference connection with the intermediate shaft, so that stable assembly between the intermediate shaft and the universal joint fork can be ensured. When the design deflection angle of the intermediate shaft is large, due to the fact that the deformable Teflon layer is arranged in the shaft sleeve, in the steering process of a vehicle, the intermediate shaft can extrude the Teflon layer to deform slightly, the intermediate shaft can deflect by a proper angle relative to the universal joint fork and move in a small range in the axial direction relative to the Teflon layer, and therefore the service life of the intermediate shaft is prolonged. Therefore, the problem of durability attenuation caused by the rigid fixed sleeve at the connecting position of the intermediate shaft and the universal joint is avoided.

Description

A steering intermediate shaft and universal joint connection structure Technical Field

[0001] This utility model relates to the field of automotive steering intermediate shaft technology, specifically to a steering intermediate shaft and universal joint connection structure. Background Technology

[0002] The steering intermediate shaft is an important component connecting the steering column and the steering gear. It mechanically connects the steering wheel and the power steering device mounted on the steering column, transmitting the force exerted by the driver on the steering wheel to the steering gear and thus transmitting torque.

[0003] During vehicle installation, due to spatial layout and structural design limitations, it is difficult to ensure that the intermediate shaft is aligned with other components (such as the steering gear output shaft and steering column input shaft). Therefore, universal joints are installed at the ends of the intermediate shaft to allow for flexible connection within a certain angle range. This allows the intermediate shaft to effectively transmit steering torque at different positions and angles, ensuring the normal operation of the steering system.

[0004] In existing technologies, the intermediate shaft and the universal joint are rigidly connected by a shaft hole. Although the universal joint itself has the basic ability to compensate for displacement and angular changes, when the design angle of the intermediate shaft exceeds a certain range (usually greater than 11 degrees), there will be a technical problem of significant durability degradation at the connection between the intermediate shaft and the universal joint. Summary of the Invention

[0005] In view of this, the present invention provides a connection structure between a steering intermediate shaft and a universal joint, which aims to solve the problems pointed out in the background art.

[0006] To achieve the above objectives, the technical solution of this utility model is as follows:

[0007] A steering intermediate shaft and universal joint connection structure includes an intermediate shaft and a universal joint fork fitted on one end of the intermediate shaft. The universal joint fork has a mounting hole, the intermediate shaft is connected to the mounting hole via a bushing, the bushing has an outer metal layer and a micro-deformation layer fixed inside the outer metal layer, the outer metal layer is fitted onto the wall of the mounting hole, the micro-deformation layer is made of Teflon material, and the micro-deformation layer is interference-fitted onto the end of the intermediate shaft.

[0008] With the above structure, the inner layer of the bushing and the intermediate shaft are interference-fitted, which ensures the basic stability of the assembly between the intermediate shaft and the universal joint fork. When the intermediate shaft is designed with a large deflection angle, the deformable Teflon layer inside the bushing allows the intermediate shaft to slightly deform by compressing the Teflon layer during vehicle steering. This allows the intermediate shaft to have an appropriate angular deflection relative to the universal joint fork and to move slightly axially relative to the Teflon layer, thereby avoiding the durability degradation problem caused by the rigid bushing at the connection between the intermediate shaft and the universal joint.

[0009] Preferably, the outer metal layer is made of copper. This structure, using copper, makes the bushing more wear-resistant and corrosion-resistant, thus ensuring its service life.

[0010] Preferably, the inner end of the bushing is provided with a flange extending radially outward, and the flange abuts against the inner side of the universal joint fork. This structure allows for positioning of the universal joint fork assembly.

[0011] Preferably, the interference fit between the micro-deformation layer and the intermediate shaft is 0.003-0.117 mm. This structure allows the bushing to be stably mounted on the end of the intermediate shaft while also enabling the intermediate shaft to have appropriate angular wobble and axial sliding relative to the universal joint fork.

[0012] Preferably, the bushing is a non-closed annular structure with a slit on one side. This structure facilitates the mounting of the universal joint fork onto the bushing.

[0013] Preferably, the intermediate shaft is a hollow structure with a threaded hole at one end. A transition pin is threaded into the threaded hole, and a bushing is fitted onto the end of the transition pin furthest from the intermediate shaft. This structure, with its split connection, allows the intermediate shaft to be hollow, effectively reducing the overall weight of the steering system.

[0014] Preferably, a shock-absorbing disc is fitted onto the end of the intermediate shaft, and both ends of the universal joint fork are fixedly mounted on the shock-absorbing disc with bolts. With this structure, the shock-absorbing disc can further absorb the force on the universal joint fork, thereby ensuring the service life of the universal joint.

[0015] Preferably, the intermediate shaft includes a female shaft and a male shaft, with the universal joint fork connected to one end of the male shaft and the other end of the male shaft slidably passing through the female shaft. This structure, through its hollow design, reduces the overall weight of the intermediate shaft. The male shaft's ability to slide relative to the female shaft enables the intermediate shaft to extend and retract, thus helping to eliminate impact forces on the intermediate shaft.

[0016] Preferably, a sealing component is fitted at one end of the female shaft. The sealing component is an annular structure with a first connecting ring and a second connecting ring arranged axially. The first connecting ring is fixedly fitted onto the end of the female shaft, and the inner wall of the second connecting ring has a first toothed structure distributed axially. The first toothed structure is interference-fitted onto the male shaft. This structure prevents dust and sand from the surface of the male shaft from entering the interior of the female shaft and affecting the service life of the entire intermediate shaft.

[0017] Preferably, the female shaft has a sealing plug at the end furthest from the male shaft, and the circumferential sidewall of the sealing plug has second toothed structures distributed axially, each of which is interference-fitted to the inner wall of the female shaft. This structure prevents dust and other contaminants from entering the intermediate shaft from the end of the female shaft, thus avoiding impact on the overall service life.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] 1. The steering intermediate shaft and universal joint connection structure provided by this utility model features an interference fit between the inner layer of the bushing and the intermediate shaft, ensuring the basic stability of the assembly between the intermediate shaft and the universal joint fork. When the intermediate shaft has a large design deflection angle, the deformable Teflon layer inside the bushing allows the intermediate shaft to slightly deform by compressing the Teflon layer during vehicle steering. This enables the intermediate shaft to have an appropriate angular deflection relative to the universal joint fork and to move within a small axial range relative to the Teflon layer. This avoids the durability degradation problem caused by the rigid bushing at the connection point between the intermediate shaft and the universal joint, ensuring the service life of the universal joint fork.

[0020] 2. The sealing component installed between the female and male shafts prevents dust from the surface of the male shaft from entering the interior of the intermediate shaft, thereby ensuring the overall service life of the intermediate shaft.

[0021] 3. The sealing plug at the end of the main shaft further prevents dust from entering the interior of the intermediate shaft from the end of the main shaft, thereby ensuring the overall service life of the intermediate shaft. Attached Figure Description

[0022] Figure 1 is a three-dimensional structural diagram of the connection structure between the steering intermediate shaft and the universal joint;

[0023] Figure 2 is a cross-sectional view of Figure 1;

[0024] Figure 3 is a structural schematic diagram showing the installation position of the tightened nut 5;

[0025] Figure 4 is a cross-sectional view showing the installation position of bushing 6;

[0026] Figure 5 is a three-dimensional structural diagram of bushing 6;

[0027] Figure 6 is a partially enlarged schematic diagram of Figure 2;

[0028] Figure 7 is a cross-sectional schematic diagram of the sealing component 7;

[0029] Figure 8 is a partially enlarged schematic diagram of Figure 2;

[0030] Figure 9 is a three-dimensional structural diagram of the sealing plug 8;

[0031] Figure 10 is a structural schematic diagram showing the limiting protrusion 122;

[0032] Figure 11 is a three-dimensional structural diagram of the common axis 13. Detailed Implementation

[0033] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0034] As shown in Figures 1, 2, 4 and 5, a steering intermediate shaft and universal joint connection structure includes an intermediate shaft 1 and a universal joint fork 2 fitted onto one end of the intermediate shaft 1. The universal joint fork 2 has a mounting hole 21 formed in the middle. The intermediate shaft 1 is connected to the mounting hole 21 through a bushing 6. The bushing 6 has an outer metal layer 61 and a micro-deformation layer 62 fixed inside the outer metal layer 61. The micro-deformation layer 62 is made of Teflon material. The outer metal layer 61 is fitted onto the wall of the mounting hole 21. The micro-deformation layer 62 is interference-fitted onto the end of the intermediate shaft 1.

[0035] This design, with an interference fit between the inner layer of bushing 6 and intermediate shaft 1, ensures the basic stability of the assembly between intermediate shaft 1 and universal joint fork 2. When the intermediate shaft 1 has a large deflection angle, the deformable Teflon layer inside bushing 6 allows the intermediate shaft 1 to slightly deform by compressing the Teflon layer during vehicle steering. This enables the intermediate shaft 1 to have an appropriate angular deflection relative to universal joint fork 2 and to move slightly axially relative to the Teflon layer. This avoids the durability degradation problem caused by the rigid bushing at the connection point between intermediate shaft 1 and universal joint fork 2, thus ensuring the service life of both intermediate shaft 1 and universal joint fork 2.

[0036] In this embodiment, the outer metal layer 61 is made of copper. The copper outer metal layer 61 ensures sufficient wear resistance and corrosion resistance of the bushing 6, thus guaranteeing its service life. Furthermore, in this embodiment, the outer metal layer 61 and the micro-deformation layer 62 are fixedly connected as a single unit using a vulcanization process.

[0037] Furthermore, as shown in Figure 5, the inner end of the bushing 6 is formed with a flange 64 extending radially outward. The flange 64 abuts against the inner side of the universal joint fork 2. The flange 64 can limit the installation position of the universal joint fork 2.

[0038] In this embodiment, the bushing 6 is not a closed ring structure, but has a cutout 63 on one side, which makes it easy for the universal joint fork 2 to be fitted onto the bushing 6.

[0039] In this embodiment, the interference between the micro-deformation layer 62 and the intermediate shaft 1 is 0.003-0.117mm. This design ensures that the bushing 6 is stably installed at the end of the intermediate shaft 1, while also allowing the intermediate shaft 1 to make appropriate angular sway and axial sliding relative to the universal joint fork 2. This avoids the durability degradation problem caused by the rigid sleeve at the connection position between the intermediate shaft 1 and the universal joint fork 2.

[0040] As shown in Figures 2, 4, and 11, the intermediate shaft 1 is a hollow structure. A threaded hole 11 is formed at one end of the intermediate shaft 1, and a transition pin 4 is threaded into the internal thread of the threaded hole 11. A bushing 6 is fitted onto the end of the transition pin 4 furthest from the intermediate shaft 1. This split-type connection allows the intermediate shaft 1 to be a hollow structure, thus helping to reduce the weight of the entire steering system.

[0041] As shown in Figure 3, in order to prevent the transition pin 4 from loosening and falling off, in this embodiment, a tightening nut 5 is threaded onto the transition pin 4, and the tightening nut 5 is tightly attached to the end of the intermediate shaft 1.

[0042] As shown in Figures 3 and 4, a shock absorber 3 is sleeved at the end of the intermediate shaft 1, and the two ends of the universal joint fork 2 are fixedly mounted on the shock absorber 3 by bolts. In this embodiment, the shock absorber 3 is fixedly mounted on the end of the intermediate shaft 1 by a spline connection. This design allows the shock absorber 3 to further absorb the force on the universal joint fork 2, thereby ensuring the service life of the universal joint fork 2.

[0043] As shown in Figures 3 and 11, in order to prevent the shock absorber 3 from causing the universal joint fork 2 to detach from the end of the intermediate shaft 1, in this embodiment, a limiting part 14 is provided at the end of the intermediate shaft 1 near the universal joint fork 2, and the end of the shock absorber 3 near the universal joint fork 2 abuts against the limiting part 14. At this time, the flange 64 can also prevent the universal joint fork 2 and the shock absorber 3 from moving toward the side where the intermediate shaft 1 is located.

[0044] As shown in Figures 2 and 11, the intermediate shaft 1 includes a female shaft 12 and a male shaft 13. In this embodiment, the universal joint fork 2 is connected to one end of the male shaft 13, and the other end of the male shaft 13 is formed with a spline 131. A spline groove 121 that matches the female shaft 12 is formed inside the female shaft 12, and the spline 131 is slidably assembled inside the spline groove 121.

[0045] Furthermore, as shown in Figures 2, 6 and 7, a sealing component 7 is fitted at one end of the female shaft 12. The sealing component 7 is an annular structure, with a first connecting ring 71 and a second connecting ring 72 arranged axially in sequence. The first connecting ring 71 is fixedly fitted at the end of the female shaft 12, and a first tooth structure 73 distributed axially is formed on the inner wall of the second connecting ring 72. The first tooth structure 73 is interference fitted on the surface of the male shaft 13.

[0046] In this embodiment, the first tooth-like structure 73 is a first inverted tooth. The two sides of the tooth tip of the first inverted tooth have a first inclined surface 731 and a first longitudinal plane 732, respectively. The first longitudinal plane 732 is perpendicular to the axial direction of the sealing component 7, and the first inclined surface 731 tilts towards the side where the female shaft 12 is located. The design of the inverted tooth structure ensures the sealing performance between the sealing component 7 and the male shaft 13. When the vehicle experiences bumps that cause the male shaft 13 to slide towards the female shaft 12, the tilted first inverted tooth can easily scrape away dust from the surface of the male shaft 13, preventing dust from entering the interior of the female shaft 12 and ensuring the overall service life of the intermediate shaft 1.

[0047] In this embodiment, two first reverse teeth are formed on the inner wall of the second connecting ring 72, and a groove 74 is formed between the two first reverse teeth. The groove 74 can facilitate the storage of dust scraped by the first reverse teeth, further preventing dust from entering the interior of the female shaft 12. In addition, the interior of the groove 74 can also be used to store lubricating oil so that the male shaft 13 can slide more easily relative to the sealing component 7.

[0048] Furthermore, the first connecting ring 71 can be fixedly installed at the end of the female shaft 12 by means of threaded assembly, or as shown in Figure 6, it can be interference-fitted to the end of the female shaft 12 by means of the second reverse tooth 75 formed on the inner wall of its hole. In order to ensure that the sealing component 7 will not detach from the female shaft 12 when the male shaft 13 slides relative to the female shaft 12, in this embodiment, the interference of the second reverse tooth 75 should be greater than the interference of the first reverse tooth.

[0049] As shown in Figures 2, 8, and 9, a sealing plug 8 is installed at the end of the female shaft 12 away from the male shaft 3. The circumferential sidewall of the sealing plug 8 is provided with second toothed structures 81 distributed axially, and each second toothed structure 81 is interference-fitted to the inner wall of the female shaft 12. This design can prevent dust from entering the interior of the female shaft 12 from the end, further ensuring the service life of the intermediate shaft 1.

[0050] In this embodiment, the second toothed structure 81 includes two sets of triangular teeth 811 and a third inverted tooth 812. Each triangular tooth 811 has a second inclined surface 813 on both sides of its tooth tip, and the third inverted tooth 812 has a second inclined surface 813 and a second longitudinal plane 814 on both sides of its tooth tip. The longitudinal plane 814 is perpendicular to the axial direction of the sealing plug 8. The two triangular teeth 811 enable a multi-stage sealing structure between the sealing plug 8 and the mother shaft 12, further ensuring the sealing effect of the sealing plug 8. The third inverted tooth 812 facilitates the installation of the sealing plug 8 from the end of the mother shaft 12 while effectively preventing the sealing plug 8 from falling off the end of the mother shaft 12.

[0051] As shown in Figure 10, two limiting protrusions 122 extending radially inward along the female shaft 12 are formed at the end of the female shaft 12 away from the male shaft 13. The limiting protrusions 122 further prevent the sealing plug 8 from falling off the end of the female shaft 12.

[0052] In this embodiment, in order to ensure the sealing performance and service life of the sealing component 7 and the sealing plug 8, both the sealing component 7 and the sealing plug 8 are made of elastic rubber.

[0053] Finally, it should be noted that the above description is merely a preferred embodiment of the present utility model. Those skilled in the art, under the guidance of the present utility model, can make various similar representations without departing from the spirit and claims of the present utility model, and such modifications all fall within the protection scope of the present utility model.

Claims

1. A steering intermediate shaft and universal joint connection structure, comprising an intermediate shaft (1) and a universal joint fork (2) fitted onto one end of the intermediate shaft (1), characterized in that: The universal joint fork (2) has a mounting hole (21), and the intermediate shaft (1) is connected to the mounting hole (21) through a bushing (6). The bushing (6) has an outer metal layer (61) and a micro-deformation layer (62) fixed inside the outer metal layer (61). The outer metal layer (61) is sleeved on the wall of the mounting hole (21). The micro-deformation layer (62) is made of Teflon material and is interference-fitted to the end of the intermediate shaft (1).

2. The steering intermediate shaft and universal joint connection structure of claim 1, wherein: The outer metal layer (61) is made of copper.

3. The steering intermediate shaft and universal joint connection structure of claim 1, wherein: The inner end of the bushing (6) is provided with a flange (64) extending radially outward, and the flange (64) abuts against the inner side of the universal joint fork (2).

4. The steering intermediate shaft and universal joint connection structure of claim 1, wherein: The interference between the micro-deformation layer (62) and the intermediate shaft (1) is 0.003-0.117 mm.

5. The steering intermediate shaft and universal joint connection structure according to claim 1, characterized in that: The bushing (6) is a non-closed annular structure with a slit (63) on one side.

6. The steering intermediate shaft and universal joint connection structure of claim 1, wherein: The intermediate shaft (1) is a hollow structure with a threaded hole (11) at its end. A transition pin (4) is threaded into the threaded hole (11), and the bushing (6) is fitted onto the end of the transition pin (4) away from the intermediate shaft (1).

7. The steering intermediate shaft and universal joint connection structure of claim 6, wherein: The intermediate shaft (1) is fitted with a shock absorber (3) at its end, and the two ends of the universal joint fork (2) are fixedly mounted on the shock absorber (3) by bolts.

8. The steering intermediate shaft and universal joint connection structure of claim 1, wherein: The intermediate shaft (1) includes a female shaft (12) and a male shaft (13). The universal joint fork (2) is connected to one end of the male shaft (13), and the other end of the male shaft (13) slides through the female shaft (12).

9. The steering intermediate shaft and universal joint connection structure of claim 8, wherein: One end of the female shaft (12) is fitted with a sealing component (7). The sealing component (7) is a ring structure with a first connecting ring (71) and a second connecting ring (72) arranged in sequence along its axial direction. The first connecting ring (71) is fixedly fitted on the end of the female shaft (12). The inner wall of the second connecting ring (72) is provided with a first tooth structure (73) distributed along the axial direction. The first tooth structure (73) is interference fitted on the male shaft (13).

10. The steering intermediate shaft and universal joint connection structure of claim 8, wherein: The end of the female shaft (12) away from the male shaft (13) is provided with a sealing plug (8). The circumferential sidewall of the sealing plug (8) is provided with a second tooth structure (81) distributed along the axial direction. Each of the second tooth structures (81) is interference-fitted to the inner wall of the female shaft (12).

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