A car steering gear input shaft with a quick-connect structure

Abstract

This utility model discloses an automotive steering gear input shaft with a quick-connect structure, including an input shaft assembly. One end of the input shaft assembly is fixedly snapped with a connecting sleeve assembly, and the end of the connecting sleeve assembly away from the input shaft assembly is fixedly snapped with an interface portion. The end of the interface portion away from the connecting sleeve assembly is slidably connected to a steering column assembly. The connecting sleeve assembly includes a sleeve body. This utility model's automotive steering gear input shaft with a quick-connect structure achieves tool-free, one-button connection and separation between the steering column and the input shaft by setting a quick-locking mechanism composed of a locking sleeve, locking steel balls, a return spring, and an annular groove. This structure is extremely simple to operate, providing clear audible feedback when inserted into place, significantly improving assembly and maintenance efficiency while reducing operation time and labor costs.

Description

Technical Field

[0001] This utility model relates to the field of automotive steering gear input shafts, and more particularly to an automotive steering gear input shaft with a quick-connect structure. Background Technology

[0002] The steering input shaft is a core transmission component connecting the steering column and the steering actuator, playing a crucial role in transmitting steering torque and angular displacement. The performance of its connection structure directly determines the steering system's handling feel, response speed, and operational reliability, making it a vital element affecting vehicle handling and safety.

[0003] Currently, there are several shortcomings in automotive steering input shafts: First, the connection method is inefficient. The input shaft and steering column are generally fastened with bolts, requiring tools for tightening during assembly and maintenance. This process is cumbersome, time-consuming, and inconvenient, impacting production efficiency and increasing maintenance costs. Second, existing technologies often rely on a single spline or keyway to transmit torque. This single-path design easily leads to stress concentration, which may cause wear over time, weakening connection rigidity and affecting steering accuracy. Utility Model Content

[0004] To address the aforementioned problems, the purpose of this invention is to provide an automotive steering input shaft with a quick-connect structure.

[0005] The following technical solution is adopted: an input shaft for a car steering gear with a quick-connect structure, including an input shaft assembly, a connecting sleeve assembly fixedly snapped to one end of the input shaft assembly, an interface portion fixedly snapped to the end of the connecting sleeve assembly away from the input shaft assembly, and a steering column assembly slidably connected to the end of the interface portion away from the connecting sleeve assembly.

[0006] Optionally, the connecting sleeve assembly includes a sleeve body, a locking sleeve is slidably sleeved on the outer wall of the sleeve body, a return spring is fixedly connected between the inner wall of the locking sleeve and one end of the sleeve body, the return spring is fixedly sleeved on the outer wall of the sleeve body, and four limiting through grooves are opened on the inner wall of one end of the sleeve body, and four locking steel balls are movably engaged in the inner walls of the four limiting through grooves.

[0007] Optionally, the inner wall of the sleeve body is provided with a transfer keyway, one end of the sleeve body is provided with a retaining groove, and the end of the sleeve body away from the retaining groove is provided with a first keyway.

[0008] Optionally, the input shaft assembly includes an input spline, one end of which is fixedly connected to an input shaft body, and the end of the input shaft body away from the input spline is fixedly provided with a torque transmission key.

[0009] Optionally, an elastic retaining ring is movably engaged with the inner wall of the slot.

[0010] Optionally, an annular groove is formed on the outer wall of the end of the sleeve body away from the slot, and an elastic sealing ring is fixedly fitted on the outer wall of the annular groove.

[0011] Optionally, the interface portion includes a limiting shaft, the outer wall of which has an annular groove, the inner wall of which is fixedly engaged with a locking steel ball, and an interface flange fixedly connected to the end of the limiting shaft away from the annular groove. A second keyway is provided on the inner wall of the interface flange, and an interface spline is fixedly provided between the limiting shaft and the interface flange.

[0012] Optionally, the steering column assembly includes a steering column body, one end of which is fixedly connected to a tapered spline, which is slidably connected to the inner wall of the second keyway.

[0013] The technical effects that can be achieved by the technical means of this utility model are as follows: This invention utilizes a quick-locking mechanism comprised of a locking sleeve, locking steel balls, a return spring, and an annular groove to achieve tool-free, one-button connection and separation between the steering column and the input shaft. This structure is extremely easy to operate, providing clear audible feedback upon insertion, significantly improving assembly and maintenance efficiency while reducing operation time and labor costs.

[0014] In this utility model, a reliable torque transmission redundancy system is constructed by setting up multiple parallel torque transmission paths consisting of an interface spline inserted into the first keyway and a torque transmission key inserted into the transmission keyway. This design effectively disperses the load, avoids stress concentration, greatly enhances connection rigidity and transmission reliability, and ensures the accuracy of steering response. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a half-sectional three-dimensional structural diagram of the present invention; Figure 3 This is a three-dimensional structural diagram of the input shaft assembly of this utility model; Figure 4 This is a partial cross-sectional three-dimensional structural schematic diagram of the present invention; Figure 5 for Figure 4 Enlarged 3D structural diagram at point A in the middle; Figure 6 This is a three-dimensional structural diagram of the interface portion of this utility model.

[0016] In the diagram: 1. Input shaft assembly; 101. Input spline; 102. Input shaft body; 103. Torque transmission key; 2. Elastic retaining ring; 3. Connecting sleeve assembly; 301. Sleeve body; 302. Locking sleeve; 303. Elastic sealing ring; 304. First keyway; 305. Annular groove; 306. Return spring; 307. Transmission keyway; 308. Slot; 309. Locking ball; 310. Limiting through groove; 4. Interface section; 401. Limiting shaft; 402. Interface flange; 403. Interface spline; 404. Annular slot; 405. Second keyway; 5. Steering column assembly; 501. Steering column body; 502. Tapered spline. Detailed Implementation

[0017] To provide a clearer understanding of the technical features, objectives, and effects of this utility model, the specific embodiments of this utility model are now described with reference to the accompanying drawings.

[0018] In the description of this utility model, it should be noted that the orientations or positional relationships indicated by terms such as "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end" are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They 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" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0019] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," and "connected," etc., should be interpreted broadly. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0020] A preferred embodiment of the automotive steering gear input shaft with a quick-connect structure provided by this utility model is, for example... Figures 1 to 6 As shown: An input shaft for a car steering gear with a quick-connect structure includes an input shaft assembly 1, a connecting sleeve assembly 3 fixedly snapped to one end of the input shaft assembly 1, an interface portion 4 fixedly snapped to the end of the connecting sleeve assembly 3 away from the input shaft assembly 1, and a steering column assembly 5 slidably connected to the end of the interface portion 4 away from the connecting sleeve assembly 3.

[0021] In this embodiment, the connecting sleeve assembly 3 includes a sleeve body 301, a locking sleeve 302 is slidably sleeved on the outer wall of the sleeve body 301, a return spring 306 is fixedly connected between the inner wall of the locking sleeve 302 and one end of the sleeve body 301, the return spring 306 is fixedly sleeved on the outer wall of the sleeve body 301, and four limiting through grooves 310 are opened on the inner wall of one end of the sleeve body 301, and four locking steel balls 309 are movably engaged in the inner wall of the four limiting through grooves 310.

[0022] In the above scheme, the locking sleeve 302 is fitted outside the sleeve body 301 and can slide axially. Its inner wall contour controls the radial movement of the locking steel ball 309 in the limiting through groove 310 by sliding. The return spring 306 provides the locking sleeve 302 with an elastic force for automatic return, so that it is kept in the locked position by default.

[0023] In this embodiment, a transfer keyway 307 is provided on the inner wall of the sleeve body 301, a slot 308 is provided at one end of the sleeve body 301, and a first keyway 304 is provided at the end of the sleeve body 301 away from the slot 308.

[0024] In the above scheme, the keyway 307 engages with the torque transmission key 103, the slot 308 is used to install the elastic retaining ring 2, and the first keyway 304 engages with the interface spline 403, together forming an auxiliary torque transmission and anti-torsion reinforcement structure.

[0025] In this embodiment, the input shaft assembly 1 includes an input spline 101. One end of the input spline 101 is fixedly connected to an input shaft body 102. The end of the input shaft body 102 away from the input spline 101 is fixedly provided with a torque transmission key 103. The outer wall of the torque transmission key 103 is slidably connected to the inner wall of the transmission keyway 307.

[0026] Through the above scheme, the input spline 101 meshes with the gear inside the steering gear outside the device to finally output the torque, and the torque transmission key 103 meshes with the transmission keyway 307 to form the main torque transmission path between the input shaft body 102 and the connecting sleeve assembly 3, ensuring that the two rotate synchronously.

[0027] In this embodiment, an elastic retaining ring 2 is movably engaged with the inner wall of the slot 308.

[0028] By using the above solution, the elastic retaining ring 2 is installed in the slot 308 to achieve axial positioning and locking of the entire connecting sleeve assembly 3, preventing it from coming off the input shaft body 102.

[0029] In this embodiment, an annular groove 305 is provided on the outer wall of the end of the sleeve body 301 away from the slot 308, and an elastic sealing ring 303 is fixedly sleeved on the outer wall of the annular groove 305.

[0030] The above solution involves setting an elastic sealing ring 303 to seal and prevent water, dust and other pollutants from entering the casing body 301.

[0031] In this embodiment, the interface part 4 includes a limiting shaft 401. The outer wall of the limiting shaft 401 is provided with an annular groove 404. The inner wall of the annular groove 404 is fixedly engaged with the locking steel ball 309. An interface flange 402 is fixedly connected to one end of the limiting shaft 401 away from the annular groove 404. A second keyway 405 is provided on the inner wall of the interface flange 402. An interface spline 403 is fixedly provided between the limiting shaft 401 and the interface flange 402.

[0032] Through the above scheme, the limiting shaft 401 passes through the first keyway 304 and is inserted into the sleeve body 301, so that the interface spline 403 meshes with the first keyway 304. At the same time, the annular groove 404 allows the locking steel ball 309 to be inserted into the groove under the push of the locking sleeve 302, realizing axial fast hard locking. Together, they realize the second torque transmission path between the connecting sleeve assembly 3 and the input shaft body 102.

[0033] In this embodiment, the steering column assembly 5 includes a steering column body 501, one end of which is fixedly connected to a tapered spline 502, and the tapered spline 502 is slidably connected to the inner wall of the second keyway 405.

[0034] In the above scheme, the tapered spline 502 meshes with the second keyway 405, utilizing the self-centering characteristic of the tapered shape to achieve a tight, gapless fit, ensuring smooth torque transmission and simplifying the assembly process.

[0035] Working principle: When operating and using this utility model, as follows... Figures 1 to 6 As shown, during use, torque is transmitted through the steering column body 501. The tapered spline 502 at its end begins to engage precisely and progressively with the second keyway 405. During this process, the interface flange 402, with its special tapered structure, plays a crucial guiding and initial positioning role, ensuring that the steering column can be smoothly and unobstructedly inserted into the connection system. As the insertion depth continues to increase, the limiting shaft 401 pushes multiple locking steel balls 309 inside the connecting sleeve assembly 3 to generate radial displacement along the limiting through groove 310. When the limiting shaft 401 is inserted to the predetermined position, and the annular groove 404 is exactly aligned with the position of the steel balls, the return spring 306, which is always in a pre-compressed state, immediately releases its stored elastic potential energy, driving the locking sleeve 302 to quickly slide to the fully locked position on the surface of the sleeve body 301. At this time, the unique curved surface profile of the inner wall of the sleeve generates radial constraint, firmly pressing all the locking steel balls 309 into the recess of the annular groove 404, completing a safe and reliable axial connection between the steering column and the input shaft system. When disassembly is required, the sliding locking sleeve 302 makes the radial constraint of the locking steel balls 309 disappear, and the limit shaft 401 can be pulled out directly.

[0036] It should be noted that in the torque transmission stage, torque is efficiently transmitted through two independent and complementary paths: the main transmission path, via the interface spline 403 and the first keyway 304, inputs most of the torque into the system; the auxiliary transmission path, via the torque transmission key 103 and the transmission keyway 307, forms a dual-protection torque transmission mechanism. Ultimately, all torque converges to the core transmission component 102 of the input shaft assembly 1, and is completely output to the steering gear actuator via the precision-manufactured input spline 101 at its end.

[0037] The above are merely illustrative embodiments of this utility model and are not intended to limit the scope of this utility model. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principles of this utility model should fall within the protection scope of this utility model. Furthermore, it should be noted that the components of this utility model are not limited to the overall application described above. Each technical feature described in the specification of this utility model can be used individually or in combination as needed. Therefore, this utility model naturally covers other combinations and specific applications related to the points of this utility model.

Claims

1. An automotive steering gear input shaft with a quick-connect structure, comprising an input shaft assembly (1), characterized in that: One end of the input shaft assembly (1) is fixedly snapped with a connecting sleeve assembly (3), and the end of the connecting sleeve assembly (3) away from the input shaft assembly (1) is fixedly snapped with an interface portion (4). The end of the interface portion (4) away from the connecting sleeve assembly (3) is slidably connected with a steering column assembly (5). The connecting sleeve assembly (3) includes a sleeve body (301), a locking sleeve (302) is slidably sleeved on the outer wall of the sleeve body (301), a return spring (306) is fixedly connected between the inner wall of the locking sleeve (302) and one end of the sleeve body (301), the return spring (306) is fixedly sleeved on the outer wall of the sleeve body (301), and four limiting through grooves (310) are opened on the inner wall of one end of the sleeve body (301), and four locking steel balls (309) are movably engaged on the inner wall of the four limiting through grooves (310).

2. The automotive steering gear input shaft with a quick-connect structure according to claim 1, characterized in that: The inner wall of the sleeve body (301) is provided with a transfer keyway (307), one end of the sleeve body (301) is provided with a slot (308), and the end of the sleeve body (301) away from the slot (308) is provided with a first keyway (304).

3. The automotive steering gear input shaft with a quick-connect structure according to claim 1, characterized in that: The input shaft assembly (1) includes an input spline (101), one end of which is fixedly connected to an input shaft body (102), and the end of the input shaft body (102) away from the input spline (101) is fixedly provided with a torque transmission key (103).

4. The automotive steering gear input shaft with a quick-connect structure according to claim 2, characterized in that: The inner wall of the slot (308) is movably engaged with an elastic retaining ring (2).

5. The automotive steering gear input shaft with a quick-connect structure according to claim 1, characterized in that: The outer wall of the sleeve body (301) away from the slot (308) has an annular groove (305), and an elastic sealing ring (303) is fixedly sleeved on the outer wall of the annular groove (305).

6. The automotive steering gear input shaft with a quick-connect structure according to claim 1, characterized in that: The interface part (4) includes a limiting shaft (401), the outer wall of the limiting shaft (401) is provided with an annular groove (404), the inner wall of the annular groove (404) is fixedly engaged with a locking steel ball (309), the end of the limiting shaft (401) away from the annular groove (404) is fixedly connected to an interface flange (402), the inner wall of the interface flange (402) is provided with a second keyway (405), and an interface spline (403) is fixedly provided between the limiting shaft (401) and the interface flange (402).

7. The automotive steering gear input shaft with a quick-connect structure according to claim 1, characterized in that: The steering column assembly (5) includes a steering column body (501), one end of which is fixedly connected to a tapered spline (502), which is slidably connected to the inner wall of the second keyway (405).

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