A steering support assembly

Abstract

This utility model relates to the field of automotive steering system technology and discloses a steering support assembly, including a main frame component. The main frame component is equipped with a key stress-bearing area reinforcement structure, assembly interface components, a steering gear support structure, a body side assembly interface component, a steering column assembly interface component, and auxiliary assembly interface components. The main frame component is an integral frame layout. This utility model utilizes an integral frame structure formed by integrated stamping of Q195 carbon structural steel, optimizing material distribution and reducing redundant structures. This effectively solves the contradiction between rigidity and lightweighting in traditional materials. While ensuring the strength requirements of steering support, it reduces component weight, improves structural compactness, and facilitates overall vehicle lightweighting and space layout optimization. Furthermore, the good formability of Q195 steel ensures more uniform structural stress and enhanced deformation resistance.

Description

Technical Field

[0001] This utility model relates to the field of automotive steering system technology, specifically a steering support assembly. Background Technology

[0002] With the rapid development of the automotive industry, consumers are increasingly demanding higher standards for vehicle handling stability, driving safety, and fuel economy. As a critical automotive system, the steering system's performance significantly impacts the driving experience and safety. The steering support assembly, serving as the "skeleton" of the steering system, is crucial for supporting steering components and ensuring the stability and reliability of steering force transmission. Its design and manufacturing technology has continuously evolved alongside automotive technology.

[0003] Currently, existing steering support assemblies mostly consist of steering column support structures, steering gear support seats, and steering tie rod support components, manufactured using traditional high-strength steel and bolted to the vehicle frame or subframe. The structural design is mostly solid or a simple frame type, with wear parts such as bushings made of ordinary rubber. For new energy vehicles and other new models, existing assemblies follow the design approach of traditional gasoline vehicles in addressing issues such as motor heat dissipation and vibration suppression in electric power steering systems, lacking targeted optimization.

[0004] The existing steering support assembly still has the following problems when in use:

[0005] The contradiction between rigidity and lightweight: Traditional steel has a high density, which makes the assembly heavy and affects fuel economy and dynamic handling performance; simply reducing the cross-sectional size of the components will result in insufficient rigidity, making them prone to deformation when subjected to steering lateral forces and road impacts, affecting the accuracy of steering force transmission.

[0006] Insufficient fatigue strength: The existing support component structure design does not fully consider the fatigue strength requirements. During long-term vehicle operation, the assembly is subjected to repeated alternating stress. The fatigue resistance of traditional structures is limited. After about 100,000 kilometers of driving, some components may develop fatigue cracks, leading to steering system failure and affecting driving safety. Utility Model Content

[0007] (a) Technical problems to be solved.

[0008] To address the shortcomings of existing technologies, this utility model provides a steering support assembly. By incorporating an integral frame layout formed by stamping with Q195 carbon structural steel, reinforcing structures in key stress areas, and precise assembly interfaces, it solves the problems of traditional materials, such as difficulty in balancing rigidity and lightweight, insufficient fatigue strength, and assembly precision defects affecting steering performance.

[0009] (ii) Technical solution.

[0010] To achieve the above objectives, this utility model provides the following technical solution: a steering support assembly, including a main frame component, wherein the main frame component is equipped with a key stress area reinforcement structure, an assembly interface component, a steering gear support structure, a vehicle body side assembly interface component, a steering column assembly interface component, and an auxiliary assembly interface component.

[0011] As a further improvement of this utility model: the main frame component is an integral frame layout, made of Q195 carbon structural steel through integrated stamping, serving as the basic load-bearing structure for steering force transmission and support, bearing and dispersing various forces during vehicle steering, and forming an outline that adapts to the vehicle's installation space and force transmission requirements through integrated stamping, providing stable and reliable rigid support for the entire steering system. When subjected to steering lateral forces and road impacts, the deformation can be reduced by about 20% compared to traditional multi-component splicing structures.

[0012] As a further improvement of this utility model: the key stress area reinforcement structure and assembly interface component are set at the bottom center of the main frame component and corresponding to the high-frequency stress area where the steering gear is installed. Through the design of local reinforcing ribs, and with the help of the material properties of Q195 carbon structural steel, the fatigue resistance and deformation resistance of this area are enhanced, adapting to the stress conditions of the steering system when the vehicle is in motion. Local reinforcing ribs are set on its sides and inside. Combined with the material properties of Q195 carbon structural steel, simulation analysis and actual road test verification show that after a driving condition simulation equivalent to 200,000 kilometers, no obvious fatigue damage was found in this area. Compared with traditional steering support components without this reinforcement structure, the fatigue resistance is significantly improved, which can effectively delay the generation of fatigue cracks and ensure the long-term reliability of the steering support assembly.

[0013] As a further embodiment of this utility model: the steering gear support structure includes a first steering gear support structure and a second steering gear support structure fixedly connected to the bottom of the main frame component. The first steering gear support structure and the second steering gear support structure are symmetrically arranged on both sides of the assembly interface component. The first steering gear support structure, the second steering gear support structure, the key stress area reinforcement structure, and the assembly interface component work together to form a stable support for the steering gear, so that the steering gear remains stable during vehicle steering, further ensuring the stability and accuracy of steering force transmission. According to simulated steering tests, the steering force transmission error can be controlled within ±3%.

[0014] As a further improvement of this utility model: the vehicle side mounting interface component includes a first vehicle side mounting interface component and a second vehicle side mounting interface component. The first vehicle side mounting interface component and the second vehicle side mounting interface component correspond to the installation positions on the side of the vehicle body, respectively. By optimizing the shape, size and surface processing accuracy of the interface, the reliability and positional accuracy of the connection between the steering support assembly and the vehicle body are improved. During vehicle operation, it can effectively reduce steering abnormality problems caused by the relative displacement between the vehicle body and the steering support assembly.

[0015] As a further embodiment of this utility model: the auxiliary assembly interface component includes a first auxiliary assembly interface component, a second auxiliary assembly interface component, a third auxiliary assembly interface component, a fourth auxiliary assembly interface component, and a fifth auxiliary assembly interface component. The first and second auxiliary assembly interface components are fixedly connected to one side of the bottom end of the main frame component, the third auxiliary assembly interface component is fixedly connected to the other side of the front end of the main frame component, the fourth auxiliary assembly interface component is fixedly connected to the other side of the bottom end of the main frame component, and the fifth auxiliary assembly interface component is fixedly connected to the other side of the top end of the main frame component. The first, second, third, fourth, and fifth auxiliary assembly interface components assist in the coordinated assembly of various functional components from different directions and angles. Through reasonable layout design, the overall assembly accuracy of the steering support assembly is guaranteed and optimized in multiple dimensions, effectively reducing the steering force transmission path offset problem caused by the accumulation of assembly errors. According to tests, the steering force transmission path offset is reduced by about 12% compared with the traditional structure, improving the overall performance of the steering system.

[0016] As a further improvement of this utility model: the assembly interface component, the first assembly interface component on the side of the vehicle body, the second assembly interface component on the side of the vehicle body, the steering column assembly interface component, and the auxiliary assembly interface component utilize the excellent forming characteristics of Q195 carbon structural steel to achieve high-precision dimensional control, ensuring the coaxiality, perpendicularity, and other precision requirements during the assembly of each component, and improving the overall coordination precision of the steering system. The assembly interface component is used to connect with the steering gear body, and the tolerance of the positioning pin and the connecting hole is controlled within ±0.1mm.

[0017] As a further improvement of this utility model: the steering column assembly interface component is fixedly connected to one side of the rear end of the main frame component. The steering column assembly interface component is adapted to the installation requirements of the steering column, ensuring the connection strength and positional accuracy between the steering column and the steering support assembly after installation. This allows the steering force generated when the driver operates the steering wheel to be accurately and efficiently transmitted to the subsequent steering components. According to actual vehicle testing, the steering wheel steering feel clarity is improved by about 15%, and the initial response sensitivity of steering control is significantly optimized.

[0018] As a further improvement of this utility model, the integrated stamping process of the main frame component fully utilizes the characteristics of Q195 carbon structural steel, which optimizes material distribution, reduces redundant structures, and achieves a balance between lightweight and strength while ensuring strength.

[0019] As a further improvement of this utility model, the layout of the local reinforcing ribs in the key stress area reinforcement structure is designed according to the stress distribution characteristics of the steering gear installation area, thereby specifically improving the fatigue resistance.

[0020] As a further improvement of this utility model, the dimensional accuracy of each assembly interface component is controlled by advanced processing equipment and processes to ensure precise fit with the vehicle body and steering components.

[0021] Compared with the prior art, the beneficial effects of this utility model are:

[0022] 1. In this utility model, an integral frame structure formed by stamping with Q195 carbon structural steel is adopted, which optimizes material distribution and reduces redundant structure, effectively solving the contradiction between rigidity and lightweight in traditional materials. While ensuring the strength requirements of steering support, the weight of components is reduced, the structural compactness is improved, which is conducive to the lightweighting of the whole vehicle and the optimization of space layout. Moreover, the good formability of Q195 makes the structure more uniformly stressed and enhances the resistance to deformation. At the same time, local reinforcing ribs are set for key stress areas. Combined with the characteristics of Q195 material, the fatigue resistance is significantly improved, ensuring long-term reliability. After testing, there was no obvious fatigue damage after 200,000 kilometers of driving.

[0023] 2. In this utility model, by precisely designing the assembly interface connected to the vehicle body and steering components, and utilizing the formability of Q195 material to achieve high-precision dimensional control, the coaxiality and perpendicularity of the assembly are ensured. This solves the problem of large assembly errors affecting steering coordination accuracy in existing technologies. Various auxiliary assembly interfaces assist in the assembly from multiple directions, reducing the deviation of the steering force transmission path, making the steering force transmission more stable and accurate, and optimizing the driving and handling experience. Tests show that the steering force transmission error can be controlled within ±3%, and the steering wheel steering feel clarity is improved by about 15%. Attached Figure Description

[0024] Figure 1 This is the front view of the present invention;

[0025] Figure 2 This is a bottom view of the present invention;

[0026] Figure 3 This is a side view of the present invention.

[0027] In the diagram: 1. Main frame component; 2. Reinforcement structure for key stress areas; 3. Assembly interface component; 4. First support structure for steering gear; 5. Second support structure for steering gear; 6. First assembly interface component on the side of the vehicle body; 7. Second assembly interface component on the side of the vehicle body; 8. Steering column assembly interface component; 9. First auxiliary assembly interface component; 10. Second auxiliary assembly interface component; 11. Third auxiliary assembly interface component; 12. Fourth auxiliary assembly interface component; 13. Fifth auxiliary assembly interface component. Detailed Implementation

[0028] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0029] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] It should be noted that the selection of Q195 carbon structural steel and the integrated stamping process are materials and processing methods that can be achieved in the existing technology. These are common knowledge applications that can be implemented by those skilled in the art in conjunction with the structural design of this utility model. The material properties and conventional stamping processes will not be elaborated here. The focus is on explaining the innovative applications brought about by this structural design.

[0032] Please see Figures 1-3 In this embodiment of the utility model, a steering support assembly includes a main frame component 1, on which a key stress area reinforcement structure 2, an assembly interface component 3, a steering gear support structure, a vehicle body side assembly interface component, a steering column assembly interface component 8, and an auxiliary assembly interface component are configured.

[0033] Among them, the main frame component 1 is an integral frame layout, which is made of Q195 carbon structural steel and integrally stamped. As the basic load-bearing structure for steering force transmission and support, it bears and disperses various forces during vehicle steering. The integral stamping forms an outline that adapts to the vehicle's installation space and force transmission requirements, providing stable and reliable rigid support for the entire steering system. When subjected to steering lateral forces and road impacts, the deformation can be reduced by about 20% compared to traditional multi-component splicing structures.

[0034] Among them, the key stress area reinforcement structure 2 and the assembly interface component 3 are set at the bottom middle of the main frame component 1 and are set in the high-frequency stress area where the steering gear is installed. Through the local reinforcement structure design, with the help of the material properties of Q195 carbon structural steel, the fatigue resistance and deformation resistance of this area are enhanced, which is suitable for the stress conditions of the steering system when the vehicle is driving. Local reinforcement ribs are set on its side and inside. Combined with the material properties of Q195 carbon structural steel, after simulation analysis and actual road test verification, no obvious fatigue damage was found in this area after a driving condition simulation equivalent to 200,000 kilometers. Compared with the traditional steering support component without this reinforcement structure, the fatigue resistance is significantly improved, which can effectively delay the generation of fatigue cracks and ensure the long-term reliability of the steering support assembly.

[0035] The steering gear support structure includes a first steering gear support structure 4 and a second steering gear support structure 5, which are fixedly connected to the bottom of the main frame component 1. The first steering gear support structure 4 and the second steering gear support structure 5 are symmetrically arranged on both sides of the assembly interface component 3. The first steering gear support structure 4, the second steering gear support structure 5, the key stress area reinforcement structure 2, and the assembly interface component 3 work together to form a stable support for the steering gear, so that the steering gear remains stable during vehicle steering, further ensuring the stability and accuracy of steering force transmission. According to simulated steering tests, the steering force transmission error can be controlled within ±3%.

[0036] The vehicle side mounting interface component includes a first vehicle side mounting interface component 6 and a second vehicle side mounting interface component 7. The first vehicle side mounting interface component 6 and the second vehicle side mounting interface component 7 correspond to the installation positions on the side of the vehicle body, respectively. By optimizing the shape, size and surface processing accuracy of the interface, the reliability and positional accuracy of the connection between the steering support assembly and the vehicle body are improved. During vehicle operation, it can effectively reduce steering abnormality problems caused by the relative displacement between the vehicle body and the steering support assembly.

[0037] The auxiliary assembly interface components include a first auxiliary assembly interface component 9, a second auxiliary assembly interface component 10, a third auxiliary assembly interface component 11, a fourth auxiliary assembly interface component 12, and a fifth auxiliary assembly interface component 13. The first auxiliary assembly interface component 9 and the second auxiliary assembly interface component 10 are fixedly connected to one side of the bottom of the main frame component 1. The third auxiliary assembly interface component 11 is fixedly connected to the other side of the front end of the main frame component 1. The fourth auxiliary assembly interface component 12 is fixedly connected to the other side of the bottom of the main frame component 1. The fifth auxiliary assembly interface component 13 is fixedly connected to the other side of the top of the main frame component 1. The first auxiliary assembly interface component 9, the second auxiliary assembly interface component 10, the third auxiliary assembly interface component 11, the fourth auxiliary assembly interface component 12, and the fifth auxiliary assembly interface component 13 assist in the coordinated assembly of various functional components from different directions and angles. Through reasonable layout design, the overall assembly accuracy of the steering support assembly is guaranteed and optimized in multiple dimensions, effectively reducing the steering force transmission path offset problem caused by the accumulation of assembly errors. According to the test, the steering force transmission path offset is reduced by about 12% compared with the traditional structure, improving the overall performance of the steering system.

[0038] Among them, the assembly interface component 3, the first assembly interface component 6 on the side of the vehicle body, the second assembly interface component 7 on the side of the vehicle body, the steering column assembly interface component 8, and the auxiliary assembly interface component utilize the good forming characteristics of Q195 carbon structural steel to achieve high-precision dimensional control, ensure the coaxiality, perpendicularity and other precision requirements during the assembly of each component, and improve the overall coordination precision of the steering system. Among them, the assembly interface component 3 is used to connect with the steering gear body, and the positioning pin and connecting hole fit tolerance is controlled within ±0.1mm.

[0039] Among them, the steering column assembly interface component 8 is fixedly connected to one side of the rear end of the main frame component 1. The steering column assembly interface component 8 is adapted to the installation requirements of the steering column, ensuring the connection strength and positional accuracy between the steering column and the steering support assembly after installation. This allows the steering force generated when the driver operates the steering wheel to be accurately and efficiently transmitted to the subsequent steering components. According to real vehicle testing, the steering wheel steering feel clarity is improved by about 15%, and the initial response sensitivity of steering control is significantly optimized.

[0040] Among them, the integrated stamping process of the main frame component 1 makes full use of the characteristics of Q195 carbon structural steel, which optimizes the material distribution, reduces redundant structure, and achieves a balance between lightweight and strength while ensuring strength.

[0041] Among them, the layout of the local reinforcing ribs in the key stress area reinforcement structure 2 is designed according to the stress distribution characteristics of the steering gear installation area, which specifically improves the fatigue resistance.

[0042] The dimensional accuracy of each assembly interface component is controlled through advanced processing equipment and processes to ensure precise fit with the body and steering components.

[0043] The working principle of this utility model is as follows: The steering support assembly includes a main frame component 1, a key stress area reinforcement structure 2, an assembly interface component 3, a first steering gear support structure 4, a second steering gear support structure 5, a first assembly interface component on the side of the vehicle body 6, a second assembly interface component on the side of the vehicle body 7, a steering column assembly interface component 8, a first auxiliary assembly interface component 9, a second auxiliary assembly interface component 10, a third auxiliary assembly interface component 11, a fourth auxiliary assembly interface component 12, and a fifth auxiliary assembly interface component 13. Each component is formed by integrated stamping of Q195 carbon structural steel and subsequent necessary welding and processing, and then assembled into an integral frame layout steering support assembly. When the vehicle steering system is working, the steering force applied by the driver is transmitted to the steering support assembly through the steering column. The main frame component 1 serves as the basic support structure, relying on Q195 carbon structural steel... The rigidity advantage of integrated steel stamping bears and disperses steering forces. The key stress-bearing area reinforcement structure 2, targeting high-frequency stress areas such as steering gear installation, uses localized reinforcing ribs combined with the properties of Q195 material to enhance fatigue and deformation resistance, effectively dispersing stress. The steering gear first support structure 4, steering gear second support structure 5, key stress-bearing area reinforcement structure 2, and assembly interface component 3 work together to stably support the steering gear, ensuring stable force transmission. The first assembly interface component 6 and the second assembly interface component 7 on the side of the vehicle body ensure a reliable connection between the assembly and the vehicle body. The steering column assembly interface component 8 ensures precise steering column force input. Auxiliary assembly interface components assist assembly from multiple directions, improving overall precision. Simultaneously, Q195 carbon structural steel achieves a balance between lightweight and strength, and precise assembly interfaces optimize the force transmission path, jointly ensuring reliable and precise operation of the steering system and enhancing the driving experience.

[0044] 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 support assembly, comprising a main frame component (1), wherein the main frame component (1) is provided with a key stress area reinforcement structure (2), an assembly interface component (3), a steering gear support structure, a vehicle body side assembly interface component, a steering column assembly interface component (8), and an auxiliary assembly interface component; Its features are: The main frame component (1) is an integral frame layout, made of Q195 carbon structural steel through integrated stamping. The key stress area reinforcement structure (2) and the assembly interface component (3) are set at the bottom middle of the main frame component (1) and are set in the high-frequency stress area where the steering gear is installed; The steering gear support structure includes a first steering gear support structure (4) and a second steering gear support structure (5) fixedly connected to the bottom of the main frame component (1). The first steering gear support structure (4) and the second steering gear support structure (5) are symmetrically arranged on both sides of the assembly interface component (3). The vehicle side assembly interface component includes a first vehicle side assembly interface component (6) and a second vehicle side assembly interface component (7). The auxiliary assembly interface component includes a first auxiliary assembly interface component (9), a second auxiliary assembly interface component (10), a third auxiliary assembly interface component (11), a fourth auxiliary assembly interface component (12), and a fifth auxiliary assembly interface component (13).

2. The steering support assembly according to claim 1, characterized in that: The main frame component (1) is formed by integrated stamping to create an external profile that adapts to the vehicle's installation space and force transmission requirements.

3. A steering support assembly according to claim 1, characterized in that: The critical stress area reinforcement structure (2) has local reinforcing ribs on its sides and inside.

4. A steering support assembly according to claim 1, characterized in that: The first mounting interface component (6) and the second mounting interface component (7) on the side of the vehicle body correspond to the installation positions on the side of the vehicle body, respectively.

5. A steering support assembly according to claim 1, characterized in that: The steering column assembly interface component (8) is fixedly connected to the rear end of the main frame component (1), and the steering column assembly interface component (8) is adapted to the installation requirements of the steering column.

6. A steering support assembly according to claim 1, characterized in that: The first auxiliary assembly interface component (9) and the second auxiliary assembly interface component (10) are fixedly connected to one side of the bottom of the main frame component (1), the third auxiliary assembly interface component (11) is fixedly connected to the other side of the front end of the main frame component (1), the fourth auxiliary assembly interface component (12) is fixedly connected to the other side of the bottom of the main frame component (1), and the fifth auxiliary assembly interface component (13) is fixedly connected to the other side of the top of the main frame component (1).

7. A steering support assembly according to claim 1, characterized in that: The steering gear first support structure (4), steering gear second support structure (5), key stress area reinforcement structure (2), and assembly interface component (3) are coordinated.

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