Detection device for a steering wheel alignment apparatus

Abstract

This utility model relates to the field of automotive assembly equipment technology, specifically to a detection device for a centering device of an automotive steering wheel. It includes a frame for placing the centering device, with a detection component and a support component mounted on the frame. The detection component includes a rotating unit, an indicator dial, and a pointer. The rotating unit has a rotating shaft adapted to the rotation output end of the centering device, and the rotating shaft is perpendicular to the indicator dial. The pointer is mounted on the rotating shaft. The detection component is configured to drive the rotating shaft of the rotating unit to rotate using the centering device, causing the pointer to rotate within the scale area of ​​the indicator dial, thus marking the rotation position of the rotation output end of the centering device. The support component includes a support base, configured to stabilize the centering device and maintain the rotation output end of the centering device coaxial with the rotating shaft of the rotating unit. This achieves real-time or periodic detection of the centering position accuracy of the centering device, ensuring the quality and reliability of the automotive steering wheel assembly.

Description

Technical Field

[0001] This utility model relates to the field of automotive assembly equipment technology, specifically to a detection device for automotive steering wheel alignment equipment. Background Technology

[0002] Currently, on automobile assembly lines, to ensure the steering wheel is correctly installed in the center of the steering column when the front wheel hubs are in a straight position, a steering wheel alignment machine is typically used for assisted assembly. This machine uses a rotating component to drive the steering column to its left and right extreme positions, and then calculates and determines the center position of the steering column. Subsequently, a marking component leaves engravings on the end of the steering column as a positioning reference during steering wheel assembly, thereby improving the installation accuracy of the steering wheel.

[0003] However, the aforementioned steering wheel alignment devices often exhibit the following defects during long-term use. For example, the rotating components of this device rely on a multi-stage transmission structure to transmit torque and position. During long-term, high-frequency use, the transmission components will experience wear and increased clearance, leading to increased backlash and hysteresis in the transmission chain. This affects the accurate correspondence between the angle measured by the angle encoder and the actual rotation angle of the spline sleeve, ultimately causing a deviation in the calculated center position of the steering column, resulting in inaccurate marking positions and reduced assembly accuracy over long-term use.

[0004] Therefore, in order to ensure that the centering accuracy of the car steering wheel alignment equipment on the automobile assembly line can be maintained after long-term use, those skilled in the art urgently need to design a detection device that can detect its centering position accuracy in real time or periodically, so as to ensure the quality and reliability of the car steering wheel assembly. Summary of the Invention

[0005] The purpose of this invention is to address the problem of decreased accuracy of existing automotive steering wheel alignment equipment during long-term use, and to provide a detection device that can detect the alignment position accuracy in real time or periodically, so as to ensure the quality and reliability of automotive steering wheel assembly.

[0006] To achieve the above objectives, this utility model proposes a detection device for a car steering wheel centering device, comprising a frame for placing the centering device, wherein a detection component and a support component are provided on the frame. The detection component includes a rotating unit, an indicator dial mounted on a frame, and a pointer. The rotating unit is provided with a rotating shaft adapted to the rotating output end of the centering device. The rotating shaft is arranged perpendicular to the indicator dial. The pointer is mounted on the rotating shaft. The detection component is configured to use the centering device to drive the rotating shaft of the rotating unit to rotate, thereby causing the pointer to rotate within the scale area of ​​the indicator dial, forming an indication of the rotation position of the rotating output end of the centering device. The support component includes a support, which is configured to stabilize the centering device and keep the rotation output end of the centering device coaxial with the rotation shaft of the rotation unit.

[0007] The detection device for aligning automotive steering wheels rigidly connects the output shaft of the alignment device to the rotating shaft of the detection device, with a pointer accurately reflecting the actual physical rotational position of the output shaft. When the alignment device calculates the intermediate position, if internal transmission defects cause positioning deviations, the pointer will deviate from the center zero position on the indicator dial. The final deviation is a combination of internal transmission defects and calculation errors in the alignment device; this deviation value is the amount that the alignment device needs to be calibrated. By observing the deviation between the actual position of the pointer and the center zero position on the indicator dial, it is possible to quickly determine whether the alignment accuracy of the alignment device meets the standard.

[0008] Preferably, the pointer is set to an initial position, and when the pointer is in the initial position, it is located in the center of the scale area on the dial.

[0009] Preferably, a stop pin is provided at a position where the pointer has rotated 180 degrees from its initial position. The stop pin is configured to limit the pointer's rotation to its extreme position by mechanically limiting the pointer's rotation.

[0010] Preferably, the detection component also includes a damping unit for providing resistance torque to the rotating shaft of the rotating unit.

[0011] Preferably, the damping unit includes a first toothed disc, a second toothed disc, and an elastic element. The first toothed disc is mounted on a rotating shaft, and the second toothed disc is mounted on a frame via a bearing. The first toothed disc meshes with the second toothed disc. One end of the elastic element is fixed to the frame, and the other end of the elastic element is connected to the end face of the second toothed disc.

[0012] Preferably, a pair of elastic elements are arranged symmetrically along the axis of the second toothed disc.

[0013] Preferably, the elastic element is a gas spring, the cylinder of which is mounted on the frame, and the extension end of the gas spring is connected to the end face of the second gear plate.

[0014] Preferably, the support is provided with a slot for embedding the body of the centering device.

[0015] Preferably, the bottom of the frame is provided with an adjustment seat for adjusting the level of the frame.

[0016] Preferably, the end of the rotating shaft is provided with a connector for adapting to the rotation output end of the intermediate device.

[0017] Compared with the prior art, the detection device for automotive steering wheel alignment equipment provided by this utility model has the following substantial features and advancements: This detection device for automotive steering wheel alignment equipment adopts a mechanical transmission shaft, pointer, and indicator dial structure, which is directly connected to the rotation output end of the alignment equipment. It intuitively converts the rotation position of the alignment equipment into the angle display of the pointer, and can directly and accurately verify the center position calculated by the alignment equipment. By observing the deviation between the actual position of the pointer and the zero position of the center of the indicator dial, it is possible to quickly determine whether the alignment accuracy of the alignment equipment meets the standard, which greatly simplifies the detection process, reduces the difficulty of operation, and ensures the quality and reliability of automotive steering wheel assembly. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural schematic diagram of a detection device for a car steering wheel centering device according to an embodiment of the present invention.

[0019] Figure 2 This is a reference diagram showing the usage status of a detection device for aligning a car steering wheel, as described in an embodiment of this utility model.

[0020] Figure 3 This is a cross-sectional structural schematic diagram of a detection device for a car steering wheel centering device according to an embodiment of the present invention.

[0021] Figure 4 This is a top-view schematic diagram of the internal structure of a detection device for aligning a car steering wheel, as described in this embodiment of the present invention.

[0022] Reference numerals: 1. Frame; 2. Detection component; 3. Support component; 4. Adjustment seat; 5. Alignment device; 21. Rotating shaft; 22. Indicator dial; 23. Pointer; 24. Connector; 25. Stop pin; 26. Damping unit; 31. Support; 32. Slot; 261. First gear plate; 262. Second gear plate; 263. Gas spring. Detailed Implementation

[0023] The specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0024] Currently, the steering wheel alignment equipment used on automobile assembly lines relies on a multi-stage transmission structure. Long-term use leads to wear of transmission components, causing the correspondence between the angle measured by the internal encoder and the actual rotation angle to become inaccurate. This results in a deviation between the theoretical center position calculated by the alignment equipment when it rotates to the left and right limits and then calculates the center position and the actual center position, which in turn affects the quality and reliability of automobile steering wheel assembly.

[0025] This invention provides a detection device for a car steering wheel alignment device, which aims to detect the alignment accuracy in real time or periodically to ensure the quality and reliability of the car steering wheel assembly.

[0026] like Figure 1 and Figure 2 As shown, a detection device for a car steering wheel alignment device 5 includes a frame 1 for placing the alignment device 5. A detection component 2 and a support component 3 are provided on the frame 1.

[0027] like Figure 2 and Figure 3 As shown, the detection component 2 includes a rotating unit, an indicator dial 22 mounted on the frame 1, and a pointer 23. The rotating unit is provided with a rotating shaft 21 adapted to the rotating output end of the centering device 5. The rotating shaft 21 is arranged perpendicular to the indicator dial 22, and the pointer 23 is mounted on the rotating shaft 21.

[0028] The detection component 2 is configured to drive the rotating shaft 21 of the rotating unit to rotate using the centering device 5, thereby causing the pointer 23 to rotate within the scale area of ​​the indicator dial 22, thus forming an indication of the rotation position of the rotation output end of the centering device 5.

[0029] The support component 3 includes a support 31, which is configured to stabilize the centering device 5 and keep the rotation output end of the centering device 5 coaxial with the rotation shaft 21 of the rotation unit.

[0030] like Figure 2 As shown, the frame 1 provides robust physical support for the entire testing device and serves as a mounting platform for all functional components. The overall shape of the frame 1 is a stable cuboid or near-cuboid structure, with a flat top surface and several openings or threaded holes for mounting other components. An adjustment seat 4 is connected to the bottom of the frame 1; the adjustment seat 4 is a height-adjustable support structure used for precisely adjusting the horizontal orientation of the frame 1.

[0031] The detection component 2 is used to accurately measure and indicate the angle of the rotation output end of the alignment device 5. The indicator dial 22 of the detection component 2 is fixedly mounted on the top surface of the frame 1. The indicator dial 22 has a circular flat plate structure and is usually made of stainless steel or anodized aluminum alloy with good flatness and wear resistance. The circumferential edge of the indicator dial 22 is uniformly engraved with angle scale lines from 0 degrees to 180 degrees, and the key angle values ​​are clearly marked.

[0032] The 90-degree scale line is set as the initial center alignment position. The width and depth of the scale line are optimized to ensure good visual readability under different lighting conditions. The indicator panel 22 is fixedly connected to the top of the frame 1 by several countersunk screws or precision riveting to ensure its flatness and long-term stability of the fixed position.

[0033] like Figure 3 As shown, the rotating shaft 21 passes vertically through the geometric center of the indicator dial 22 and extends further into the interior of the frame 1. At the point where the rotating shaft 21 passes through the top plate of the frame 1, it is rotatably connected to the frame 1 via a bearing. The bearing is press-fitted into a pre-drilled hole in the frame 1 to ensure smooth and unobstructed rotation of the rotating shaft 21. The upper end face of the rotating shaft 21 is higher than the surface of the indicator dial 22.

[0034] The pointer 23 points with its tip to the scale line of the indicator dial 22 to visually display the rotation angle. The pointer 23 has a flat, elongated structure, with a sharp indicating tip at one end and a mounting end that is fixedly connected to the rotating shaft 21 at the other end. The length of the pointer 23 matches the radius of the indicator dial 22, so that its tip sweeps across the scale area of ​​the indicator dial 22.

[0035] The pointer 23 is set to an initial position. When the pointer 23 is in this initial position, its tip points precisely to the 90-degree mark on the dial 22, which is the center mark on the dial 22.

[0036] like Figure 3 As shown, a connector 24 is provided at the end of the rotating shaft 21. The connector 24 is designed to reliably adapt and connect to the rotational output end of the alignment device 5 to be tested. The connector 24 can take various forms, such as an inner hole with a specific spline tooth profile, a keyway structure, or a connecting flange adapted to a universal joint, ensuring no relative slippage or loosening during torque transmission. The size and shape of the connector 24 are standardized to accommodate the interfaces of various models of automotive steering wheel alignment devices 5 available on the market.

[0037] like Figure 3 As shown, the stop pin 25 is fixedly mounted on the frame 1. The stop pin 25 has a cylindrical pin-shaped or flat block-shaped structure, and its height is slightly higher than the thickness of the pointer 23 so that it can form an effective mechanical contact with the pointer 23 when it rotates.

[0038] The installation position of the stop pin 25 is precisely determined, with its center distance from the center of the indicator dial 22 matching the effective indicating radius of the pointer 23. This position corresponds to the limit position reached by the pointer 23 after rotating precisely 180 degrees along the scale direction of the indicator dial 22 from its initial position.

[0039] For example, the stop pin 25 is securely fixed to the frame 1 by thread or press-fitting. When the side edge of the pointer 23 contacts the physical structure of the stop pin 25, the stop pin 25 mechanically limits the continued rotation of the pointer 23, preventing it from exceeding the preset detection range.

[0040] like Figure 3 and Figure 4 As shown, the damping unit 26 is installed inside the frame 1 and connected to the rotating shaft 21. The damping unit 26 is configured to provide a continuous and stable resistance torque to the rotating shaft 21.

[0041] The damping unit 26 comprises a first gear 261, a second gear 262, and a gas spring 263. The first gear 261 is a spur gear with a calculated number of teeth to achieve optimal meshing with the second gear 262. The first gear 261 is securely fixed to the rotating shaft 21 via a key connection or a shrink sleeve, located in a suitable position inside the frame 1 to ensure synchronous rotation with the rotating shaft 21.

[0042] The second gear 262 is also a spur gear, but its diameter is larger than that of the first gear 261. The number of teeth on the second gear 262 matches the number of teeth on the first gear 261, ensuring smooth and precise meshing and transmission between them. A through hole is located at the center of the second gear 262, which is rotatably mounted on a fixed pin inside the frame 1 via a bearing. This fixed pin is securely connected to the frame 1 by threads or press-fitting. The mounting position of the second gear 262 is precisely adjusted to achieve zero or minimal backlash meshing between its gears and the gears on the first gear 261, ensuring effective torque transmission and smooth rotation.

[0043] like Figure 4 As shown, the elastic element in the damping unit 26 is specifically a gas spring 263. There are two gas springs 263. The two gas springs 263 are arranged symmetrically along the rotation axis of the second gear disk 262, that is, they are located on both sides of the central axis of the second gear disk 262 and connected to the end face of the second gear disk 262.

[0044] The cylinder portion of each gas spring 263 is fixedly mounted on the inner wall of the frame 1 via a rotatable connecting bracket, which ensures that the gas spring 263 can swing freely during extension and retraction. The end of the telescopic rod of each gas spring 263 is directly connected to a pre-reserved connection point on the end face of the second gear plate 262 via a pin connection or ball joint connector.

[0045] When the gas spring 263 is working, it continuously applies a pushing or pulling force to the second gear 262. Through the meshing of the first gear 261 and the second gear 262, this force is converted into a stable resistance torque acting on the rotating shaft 21, simulating the actual load on the automotive steering column, thus making the testing conditions closer to real-world operating conditions. The damping force of the gas spring 263 can be selected in different specifications according to actual needs to provide a suitable resistance torque.

[0046] In another embodiment of this utility model, the number of elastic elements can be single. The single elastic element is installed on the frame 1 at an inclined angle, with one end fixedly connected to the frame 1 and the other end connected to the end face of the second gear 262. It also applies a force to the second gear 262 and converts it into a resistance torque on the rotating shaft 21 through gear meshing.

[0047] The elastic element can be a torsion spring or a compression spring. When a torsion spring is used, one end is fixed to the frame 1 and the other end is fixed to the second gear 262, directly providing resistance torque to the second gear 262. When a compression spring is used, the compression spring transmits the force to the end face of the second gear 262 through a push rod mechanism. Its structure is similar to the basic principle of a gas spring, but it uses a mechanical spring instead of gas pressure to provide damping force.

[0048] like Figure 3 As shown, the support component 3 is used to stably support the alignment device 5 to be tested and ensure that its rotation output end is precisely coaxial with the rotating shaft 21 of the testing component 2. The support component 3 includes a support 31. A slot 32 is formed on the upper surface of the support 31. The shape and size of the slot 32 are designed to accurately embed and accommodate the body part or specific positioning features of the alignment device 5 to be tested. The slot 32 can be a V-shaped slot, a U-shaped slot, or a custom-shaped slot according to the shape of the alignment device 5.

[0049] The depth and width of the slot 32 are precisely matched with the dimensions of the alignment device 5 to achieve initial positioning and stable fixation of the alignment device 5. The precise geometry and position of the slot 32 ensure that when the alignment device 5 is placed on the support 31, its rotation output axis can be highly coincident with the rotation axis 21 of the detection component 2, achieving strict coaxiality requirements, thereby ensuring the accuracy and reliability of the detection.

[0050] like Figure 1 As shown, an adjustment base 4 is installed at the bottom of the frame 1. The adjustment base 4 typically consists of at least three independently adjustable support legs, each with an anti-slip rubber pad on its bottom. By rotating the individual support legs of the adjustment base 4, the posture of the frame 1 on the horizontal plane can be precisely adjusted, ensuring that the entire testing device is in an ideal horizontal working state during operation, thus eliminating measurement errors that may be introduced due to tilting.

[0051] When the detection device for a car steering wheel centering device proposed in this embodiment is used, the centering device 5 to be detected is placed in the slot 32 of the support 31 of the support component 3, so that the rotation output end of the centering device 5 is precisely coaxially connected with the connector 24 on the rotating shaft 21 of the detection component 2.

[0052] When the alignment device 5 is driven to rotate, its rotation output end transmits torque to the rotating shaft 21 through the connector 24. The rotating shaft 21 rotates accordingly, causing the pointer 23 fixed on it to rotate synchronously within the scale area of ​​the indicator dial 22. The scale line indicated by the tip of the pointer 23 directly reflects the actual rotation position of the rotation output end of the alignment device 5, realizing intuitive and visual detection of the alignment position accuracy of the alignment device 5. By observing the deviation between the actual position of the pointer 23 and the center zero position of the indicator dial 22, it is possible to quickly determine whether the alignment accuracy of the alignment device 5 meets the standard, greatly simplifying the inspection process, reducing the difficulty of operation, and ensuring the quality and reliability of the automotive steering wheel assembly.

[0053] This utility model is not limited to the specific technical solutions described in the above embodiments. Besides the above embodiments, this utility model may have other implementation methods. For those skilled in the art, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A detection device for a car steering wheel alignment device, comprising a frame for placing the alignment device, characterized in that, The frame is equipped with detection components and support components; The detection component includes a rotating unit, an indicator dial mounted on a frame, and a pointer. The rotating unit is provided with a rotating shaft adapted to the rotating output end of the centering device. The rotating shaft is arranged perpendicular to the indicator dial. The pointer is mounted on the rotating shaft. The detection component is configured to use the centering device to drive the rotating shaft of the rotating unit to rotate, thereby causing the pointer to rotate within the scale area of ​​the indicator dial, forming an indication of the rotation position of the rotating output end of the centering device. The support component includes a support, which is configured to stabilize the centering device and keep the rotation output end of the centering device coaxial with the rotation shaft of the rotation unit.

2. The detection device for an automobile steering wheel alignment device according to claim 1, characterized in that, The pointer is set to an initial position, and the pointer is in the initial position, located in the center of the scale area on the dial.

3. The detection device for an automobile steering wheel alignment device according to claim 2, characterized in that, A stop pin is provided at the position where the pointer has rotated 180 degrees from its initial position. The stop pin is configured to mechanically limit the pointer's rotation to its extreme position.

4. The detection device for an automobile steering wheel alignment device according to claim 1, characterized in that, The detection component also includes a damping unit for providing resistance torque to the rotating shaft of the rotating unit.

5. The detection device for an automobile steering wheel alignment device according to claim 4, characterized in that, The damping unit includes a first toothed disc, a second toothed disc, and an elastic element. The first toothed disc is mounted on a rotating shaft, and the second toothed disc is mounted on a frame via a bearing. The first toothed disc meshes with the second toothed disc. One end of the elastic element is fixed to the frame, and the other end of the elastic element is connected to the end face of the second toothed disc.

6. The detection device for an automobile steering wheel alignment device according to claim 5, characterized in that, A pair of elastic elements are symmetrically arranged along the axis of the second toothed disc.

7. The detection device for an automobile steering wheel alignment device according to claim 5, characterized in that, The elastic element is a gas spring, the cylinder of which is mounted on the frame, and the extension end of the gas spring is connected to the end face of the second gear plate.

8. The detection device for an automobile steering wheel alignment device according to claim 1, characterized in that, The support is provided with a slot for embedding the body of the centering device.

9. The detection device for an automobile steering wheel alignment device according to claim 1, characterized in that, The bottom of the frame is equipped with an adjustment seat for adjusting the level of the frame.

10. The detection device for an automobile steering wheel alignment device according to claim 1, characterized in that, The end of the rotating shaft is provided with a connector for adapting to the rotation output end of the intermediate device.

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