A steering gear shaft support structure

Abstract

This utility model discloses a steering gear shaft support structure, belonging to the field of steering gear technology. The steering gear shaft support structure includes a steering gear housing, a gear shaft, and a rack. The inner side of the steering gear housing has a gear shaft hole and a rack through hole. A clearance adjustment mechanism is provided between the end face of the gear shaft and the gear shaft hole. The clearance adjustment mechanism includes a support base, a tapered groove, multiple first sliding grooves, a sliding block, a slot, a movable groove, a countersunk hole, and a second spring. By setting up the clearance adjustment mechanism, when the gear shaft is subjected to the force of the rack and has a downward tendency to move, the preload force generated by the second spring can restrict the movement of the gear shaft in the opposite direction, thus buffering the contact between the gear shaft and the rack, and between the pressure block and the steering gear housing. This avoids the impact of large energy generated by their relative movement, thereby preventing collision noises, solving the noise problem, and reducing the risk of wear between parts.

Description

Technical Field

[0001] This utility model relates to the field of steering gear technology, specifically a steering gear shaft support structure. Background Technology

[0002] The adjustment structure currently used in rack and pinion steering systems mainly limits rack oscillation by adjusting the stiffness or compression of the second helical spring in the rack section to change the clamping force applied to the pressure block, thus solving the problems of abnormal noise during reversal and on bumpy roads. However, adjusting the parameters of the second spring can only increase the force applied to the rack in the axial direction by the pressure block, limiting the rack oscillation, but it cannot improve the abnormal noise caused by the relative movement of the gear shaft and rack along the gear axis and the impact noise caused by the radial movement of the pressure block due to the reaction force applied by the rack. Therefore, the problems of abnormal noise during reversal and on bumpy roads in the current steering system cannot be further improved, and the abnormal noise will become more and more obvious after the vehicle has been running for a period of time.

[0003] Utility model content.

[0004] This utility model provides a steering gear shaft support structure, which aims to solve the problem mentioned in the background art that the current adjustment of the second spring parameter can only increase the force applied to the rack in the axial direction of the pressure block and limit the rack swing, but cannot improve the impact noise caused by the relative movement of the gear shaft and rack along the gear axis and the radial movement of the pressure block due to the reaction force applied by the rack.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a steering gear shaft support structure, comprising a steering gear housing, a gear shaft disposed inside the steering gear housing, and a rack passing through the steering gear housing and meshing with the gear shaft; the inner side of the steering gear housing is respectively provided with a gear shaft hole adapted to the gear shaft and a rack through hole adapted to the rack; a clearance adjustment mechanism is provided between the end face of the gear shaft and the gear shaft hole; the clearance adjustment mechanism includes a support seat movably disposed at the bottom of the inner side of the gear shaft hole, and a support seat disposed at the end face of the gear shaft. The gear shaft has a tapered groove at its bottom that is adapted to the upper end of the support base; a plurality of first sliding grooves are opened on the end face of the gear shaft and are evenly distributed along the circumferential direction; a sliding block is slidably connected to the inner wall of the first sliding groove; a first spring 610 is fixedly connected between the sliding block 64 and the inner wall of the first sliding groove 63; a slot is evenly opened along the circumferential direction in the middle of the outer side of the support base and is adapted to the sliding block; a movable groove is opened at the bottom of the inner side of the gear shaft hole and is adapted to the support base; a countersunk hole is opened at the bottom of the support base; and a second spring is fixedly connected between the inner wall of the countersunk hole and the inner wall of the movable groove.

[0006] When a car travels over bumpy roads, the rack inside the steering gear housing is repeatedly subjected to radial forces from different directions of the tie rod, causing it to oscillate. This applies an upward or downward force to the gear shaft. At this time, the clearance adjustment mechanism applies an upward preload to the gear shaft, eliminating axial backlash. When the gear shaft tends to move downwards due to the rack force, the preload generated by the second spring can restrict the movement of the gear shaft in the opposite direction, buffering the contact between the gear shaft and the rack, and between the pressure block and the steering gear housing. This avoids the impact of large energy generated by their relative movement, thus preventing collision noises and resolving the noise problem. It also reduces the risk of wear between parts and extends the service life of the parts. On the other hand, the clearance adjustment mechanism slides in contact with the top end face of the support seat through the tapered groove, which not only ensures the normal rotation function of the gear shaft, but also allows the adjustment mechanism to still provide sufficient preload after long-term use, effectively ensuring long-term noise-free operation of the steering system.

[0007] Preferably, the inner wall of the movable groove is provided with a second sliding groove adapted to the support seat along the circumferential direction, and the inner wall of the second sliding groove is coated with grease.

[0008] Preferably, a ball bearing adapted to the gear shaft hole is fixedly installed at the upper end of the gear shaft.

[0009] Preferably, a locking ring located on the upper end face of the ball bearing is fixedly embedded in the inner wall of the gear shaft hole.

[0010] Preferably, a roller bearing adapted to the gear shaft hole is fixedly installed at the lower end of the gear shaft.

[0011] Preferably, the upper end of the inner wall of the gear shaft hole is threaded with a protective shell adapted to the gear shaft.

[0012] This steering gear shaft support structure is simple in design and easy to use. An upward preload is applied to the gear shaft via a clearance adjustment mechanism, eliminating axial backlash. When the gear shaft tends to move downwards under the force of the rack, the preload generated by the second spring restricts its movement in the opposite direction. This buffers the contact between the gear shaft and the rack, and between the pressure block and the steering gear housing, preventing impacts from their relative motion and thus avoiding collision noises. It also reduces the risk of wear between parts and extends their service life. Furthermore, the clearance adjustment mechanism slides against the top face of the support base through a tapered groove, ensuring not only the normal rotation of the gear shaft but also providing sufficient preload even after prolonged use, effectively guaranteeing long-term noise-free operation of the steering system. Attached Figure Description

[0013] Figure 1This is a cross-sectional schematic diagram of a steering gear shaft support structure.

[0014] Figure 2 A steering gear shaft support structure Figure 1 Enlarged structural diagram at point A in the middle.

[0015] In the picture:

[0016] 1. Steering gear housing;

[0017] 2. Gear shaft;

[0018] 3. Gear rack;

[0019] 4. Gear shaft hole;

[0020] 5. Through hole in the rack;

[0021] 6. Gap adjustment mechanism; 61. Support base; 62. Conical groove; 63. First slide groove; 64. Sliding block; 65. Slot; 66. Movable groove; 67. Countersunk hole; 68. Second spring; 69. Second slide groove; 610. First spring;

[0022] 7. Ball bearings;

[0023] 8. Locking ring;

[0024] 9. Roller bearings;

[0025] 10. Protective casing. Detailed Implementation

[0026] 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.

[0027] This embodiment provides a steering gear shaft support structure, such as Figures 1 to 2As shown, the steering gear shaft support structure includes a steering gear housing 1, a gear shaft 2 disposed inside the steering gear housing 1, and a rack 3 passing through the steering gear housing 1 and meshing with the gear shaft 2. The inner side of the steering gear housing 1 is provided with a gear shaft hole 4 adapted to the gear shaft 2 and a rack through hole 5 adapted to the rack 3. A clearance adjustment mechanism 6 is provided between the end face of the gear shaft 2 and the gear shaft hole 4. The clearance adjustment mechanism 6 includes a support base 61 movably disposed at the bottom of the inner side of the gear shaft hole 4, and a tapered section formed at the bottom of the gear shaft 2 and adapted to the upper end of the support base 61. The gear shaft 2 has a groove 62, a plurality of first sliding grooves 63 evenly distributed along the circumference on the end face of the gear shaft 2, a sliding block 64 slidably connected to the inner wall of the first sliding groove 63, a first spring 610 fixedly connected between the sliding block 64 and the inner wall of the first sliding groove 63, a slot 65 evenly distributed along the circumference on the middle of the outer side of the support base 61 and adapted to the sliding block 64, a movable groove 66 opened at the bottom of the inner side of the gear shaft hole 4 and adapted to the support base 61, a countersunk hole 67 opened at the bottom of the support base 61, and a second spring 68 fixedly connected between the inner wall of the countersunk hole 67 and the inner wall of the movable groove 66.

[0028] When a car travels over bumpy roads, the rack 3 inside the steering gear housing 1 is repeatedly subjected to radial forces from different directions of the tie rod, causing it to oscillate. This applies an upward or downward force to the gear shaft 2. At this time, the clearance adjustment mechanism 6 applies an upward preload to the gear shaft 2, eliminating the upward axial backlash of the gear shaft 2. When the gear shaft 2 is subjected to the force of the rack 3 and has a downward tendency, the preload generated by the second spring 68 can restrict the movement of the gear shaft 2 in the opposite direction, thus buffering the contact between the gear shaft 2 and the rack 3, and between the pressure block and the steering gear housing 1. This avoids the impact of large energy generated by their relative movement, thereby avoiding collision noise and solving the noise problem. At the same time, it reduces the risk of wear between parts and extends the service life of the parts. On the other hand, the clearance adjustment mechanism 6 slides in contact with the top end face of the support seat 61 through the tapered groove 62. This not only ensures the normal rotation function of the gear shaft 2, but also ensures that the adjustment mechanism can still provide sufficient preload after long-term use, effectively ensuring that the steering system operates without abnormal noise for a long time.

[0029] In one embodiment, the inner wall of the movable groove 66 is provided with a second sliding groove 69 that is adapted to the support base 61 along the circumferential direction, and the inner wall of the second sliding groove 69 is coated with grease.

[0030] In this embodiment, refer to Figure 1 and Figure 2By setting a second slide groove 69 and applying grease to its inner wall, the friction between the gear shaft 2 and the support seat 61 can be reduced when the gear shaft 2 rotates, thereby extending its service life.

[0031] In one embodiment, a ball bearing 7 adapted to the gear shaft hole 4 is fixedly installed at the upper end of the gear shaft 2.

[0032] In this embodiment, refer to Figure 1 By setting ball bearings 7, the friction between the gear shaft 2 and the inner wall of the steering gear housing 1 is reduced when the gear shaft 2 rotates.

[0033] In one embodiment, a locking ring 8 located on the upper end face of the ball bearing 7 is fixedly embedded in the inner wall of the gear shaft hole 4.

[0034] In this embodiment, refer to Figure 1 A locking ring 8 is used to limit the movement of the ball bearing 7.

[0035] In one embodiment, a roller bearing 9 adapted to the gear shaft hole 4 is fixedly installed at the lower end of the gear shaft.

[0036] In this embodiment, refer to Figure 1 and Figure 2 By setting the roller bearing 9, the friction between the gear shaft 2 and the inner wall of the steering housing 1 is reduced when the gear shaft 2 rotates.

[0037] In one embodiment, the upper end of the inner wall of the gear shaft hole 4 is threaded with a protective shell 10 that is adapted to the gear shaft 2.

[0038] In this embodiment, refer to Figure 1 The protective shell 10 provides protection for the gear shaft 2.

[0039] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A steering gear shaft support structure, comprising a steering gear housing (1), a gear shaft (2) disposed inside the steering gear housing (1), and a rack (3) passing through the interior of the steering gear housing (1) and meshing with the gear shaft (2). characterized in that The steering gear housing (1) has a gear shaft hole (4) adapted to the gear shaft (2) and a rack through hole (5) adapted to the rack (3) respectively. A clearance adjustment mechanism (6) is provided between the end face of the gear shaft (2) and the gear shaft hole (4). The clearance adjustment mechanism (6) includes a support base (61) movably disposed at the bottom of the inner side of the gear shaft hole (4), a conical groove (62) opened at the bottom of the gear shaft (2) and adapted to the upper end of the support base (61), a plurality of first sliding grooves (63) opened on the end face of the gear shaft (2) and evenly distributed along the circumferential direction, a sliding block (64) slidably connected to the inner wall of the first sliding groove (63), and a fixed connection between the sliding block (64) and the first sliding groove (63). 3) A first spring (610) between the inner walls, a slot (65) evenly opened in the middle of the outer side of the support (61) and adapted to the sliding block (64), a movable groove (66) opened in the bottom of the inner side of the gear shaft hole (4) and adapted to the support (61), a countersunk hole (67) opened in the bottom of the support (61), and a second spring (68) fixedly connected between the inner wall of the countersunk hole (67) and the inner wall of the movable groove (66).

2. The diverter gear shaft support structure of claim 1, wherein: The inner wall of the movable groove (66) is provided with a second sliding groove (69) that is adapted to the support base (61) along the circumferential direction, and the inner wall of the second sliding groove (69) is coated with grease.

3. The diverter gear shaft support structure of claim 1, wherein: A ball bearing (7) that is compatible with the gear shaft hole (4) is fixedly installed at the upper end of the gear shaft (2).

4. The diverter gear shaft support structure of claim 3, wherein: The inner wall of the gear shaft hole (4) is fixedly fitted with a locking ring (8) located on the upper end face of the ball bearing (7).

5. The diverter gear shaft support structure of claim 1, wherein: The lower end of the gear shaft is fixedly installed with a roller bearing (9) that is compatible with the gear shaft hole (4).

6. The diverter gear shaft support structure of claim 1, wherein: The upper end of the inner wall of the gear shaft hole (4) is threaded with a protective shell (10) that is compatible with the gear shaft (2).

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