Automobile steering system upper shaft

Abstract

The utility model provides a kind of automobile steering system upper shaft, including shaft body, the lower end of shaft body is provided with first spline part, the upper end of shaft body is provided with second spline part;First spline part includes several annular bosses coaxially arranged with shaft body, several annular bosses are integrally formed with shaft body and spaced distribution along the axial direction of shaft body, the shaft body between every adjacent two annular bosses is all sleeved and fixed with annular insert made of nylon material, every annular insert is circumferentially limited with shaft body, the both ends of every annular insert axial direction are all abutted with adjacent annular boss, the outer peripheral wall of annular insert coincides with the outer peripheral wall of annular boss, every first spline tooth of first spline part is formed on the outer peripheral wall of several annular bosses and several annular inserts;The utility model can reduce the amount of metal material used for manufacturing shaft body, i.

Description

Technical Field

[0001] This utility model relates to the technical field of automotive steering system components, and more specifically, to an upper shaft for an automotive steering system. Background Technology

[0002] The upper shaft of an automotive steering system is a drive shaft used to connect the steering wheel and the universal joint in the steering system. In the prior art, the upper shaft of an automotive steering system includes a shaft body, a first spline portion at the lower end of the shaft body for engaging with and driving through a first spline hole on the universal joint, and a second spline portion at the upper end of the shaft body for engaging with and driving through a second spline hole on the steering wheel. However, in the above-mentioned structure of the upper shaft of an automotive steering system, since the shaft body is made entirely of metal, there is a disadvantage of high material cost for the upper shaft of the automotive steering system. Utility Model Content

[0003] The technical problem to be solved by this utility model is to provide an upper shaft for an automobile steering system that can reduce the amount of metal material used to manufacture the shaft body, that is, reduce the material cost of the upper shaft for the automobile steering system.

[0004] This utility model provides an upper shaft for an automotive steering system, including a shaft body. The lower end of the shaft body is provided with a first spline portion, which is used to engage with and drive a first spline hole on a universal joint. The upper end of the shaft body is provided with a second spline portion, which is used to engage with and drive a second spline hole on an automotive steering wheel. The first spline portion includes several annular bosses arranged coaxially with the shaft body. The several annular bosses are integrally formed with the shaft body and are spaced apart along the axial direction of the shaft body. An annular insert made of nylon material is sleeved and fixed on the shaft body between each two adjacent annular bosses. Each annular insert is circumferentially limited with the shaft body. Both ends of each annular insert in the axial direction abut against the adjacent annular boss. The outer peripheral wall of the annular insert coincides with the outer peripheral wall of the annular boss. Each first spline tooth of the first spline portion is formed on the outer peripheral walls of the several annular bosses and the several annular inserts.

[0005] By adopting the above structure, this utility model can reduce the amount of metal material used to manufacture the shaft body, since a part of the first spline is made of nylon material, thereby reducing the material cost of the shaft in the automotive steering system.

[0006] In one possible implementation, each annular insert has a plurality of inserts circumferentially arranged on its inner wall, and the outer wall of the shaft body has a groove corresponding to each insert, with each insert being fixedly embedded in the groove at the corresponding position. By adopting this structure, after each insert is fixedly embedded in the groove at the corresponding position, the annular insert can reliably achieve circumferential positioning with the shaft body, that is, the annular insert can be reliably fastened to the shaft body.

[0007] In one possible implementation, a first chamfer surface is provided on the outer wall of the lower end of each first spline tooth; with this structure, when the first spline part is engaged with the first spline hole located on the universal joint, the first chamfer surface can engage with the hole wall of the first spline hole for guidance, so as to facilitate the insertion of the first spline part into the first spline hole on the universal joint, thus making it convenient for the first spline part to engage with the first spline hole.

[0008] In one possible implementation, the second spline portion includes two sets of spline teeth symmetrically arranged on the outer wall of the shaft body. Each set of spline teeth includes several second spline teeth spaced apart along the outer peripheral wall of the shaft body. The tooth width of one of the second spline teeth in each set of spline teeth is greater than the tooth width of the other second spline teeth. With this structure, when the second spline portion is engaged with the second spline hole located on the car steering wheel, the second spline portion and the second spline hole can achieve the purpose of foolproof engagement, that is, it can achieve foolproof engagement of the shaft body and the car steering wheel, or in other words, it can achieve zero-point alignment of the car steering wheel.

[0009] In one possible implementation, a second chamfer surface is provided on the outer wall of the upper end of each second spline tooth; with this structure, when the second spline part is engaged with the second spline groove located on the car steering wheel, the second chamfer surface can engage with the hole wall of the second spline hole for guidance, so as to facilitate the insertion of the second spline part into the second spline hole on the car steering wheel, thus making it easier for the second spline part to engage with the second spline hole. Attached Figure Description

[0010] Figure 1 This is the first three-dimensional structural schematic diagram of the present invention; Figure 2 This is a second three-dimensional structural schematic diagram of the present invention; Figure 3 This is a cross-sectional structural diagram of the present invention; Figure 4 for Figure 3 A magnified structural diagram of point A in the middle; Figure 5 This is a top view of the structure of this utility model. Detailed Implementation

[0011] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of this application and are not intended to limit the scope of protection of the embodiments of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0012] In the description of the embodiments of this application, 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 the embodiments of this application based on the specific circumstances.

[0013] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0014] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0015] See Figures 1-5As shown in the figure, this application discloses an upper shaft for an automotive steering system, including a shaft body 1. The lower end of the shaft body 1 is provided with a first spline portion 11, which is used to engage with and drive a first spline hole on a universal joint. The upper end of the shaft body 1 is provided with a second spline portion 12, which is used to engage with and drive a second spline hole on an automotive steering wheel. The first spline portion 11 includes several annular bosses 13 coaxially arranged with the shaft body 1. The several annular bosses 13 are integrally formed with the shaft body 1 and spaced apart along the axial direction of the shaft body 1. Each pair of adjacent annular bosses 13 is fitted onto the shaft body 1. There are ring inserts 2 made of nylon material. Each ring insert 2 is circumferentially limited to the shaft body 1. Both ends of each ring insert 2 in the axial direction abut against the adjacent ring boss 13. The outer peripheral wall of the ring insert 2 coincides with the outer peripheral wall of the ring boss 13. Each first spline tooth 14 of the first spline part 11 is formed on the outer peripheral walls of several ring bosses 13 and several ring inserts 2. The above-mentioned ring inserts made of nylon material are integrally injection molded onto the shaft body by an injection molding machine after the shaft body is precision machined. Since the ring bosses and ring inserts are arranged in an alternating manner, the structural strength of the first spline part can also be guaranteed.

[0016] Each annular insert 2 has several insert blocks 21 arranged circumferentially on its inner wall, and the outer wall of the shaft body 1 has a groove 15 corresponding to each insert block 21. Each insert block 21 is fixed in the groove 15 at the corresponding position. By adopting this structure, after each insert block is fixed in the groove at the corresponding position, the annular insert can reliably achieve circumferential positioning with the shaft body, that is, the annular insert can be reliably fastened to the shaft body.

[0017] Each first spline tooth 14 has a first chamfered surface 141 on the outer wall at its lower end. With this structure, when the first spline part is engaged with the first spline hole on the universal joint, the first chamfered surface can engage with the hole wall of the first spline hole for guidance, so that the first spline part can be inserted into the first spline hole on the universal joint, thus facilitating the engagement of the first spline part with the first spline hole.

[0018] The second spline portion 12 includes two spline tooth groups symmetrically arranged on the outer wall of the shaft body 1. Each spline tooth group includes several second spline teeth 16 spaced apart along the outer peripheral wall of the shaft body 1. The tooth width of one of the second spline teeth 16 in each spline tooth group is greater than the tooth width of the other second spline teeth 16. With this structure, when the second spline portion is engaged with the second spline hole located on the car steering wheel, the second spline portion and the second spline hole can achieve the purpose of foolproof engagement, that is, the shaft body and the car steering wheel can be foolproofly engaged, or the zero-point alignment of the car steering wheel can be achieved.

[0019] Each second spline tooth 16 has a second chamfered surface 161 on its outer wall at the upper end. With this structure, when the second spline part is engaged with the second spline groove on the car steering wheel, the second chamfered surface can engage with the hole wall of the second spline hole to guide it, so that the second spline part can be inserted into the second spline hole on the car steering wheel, thus facilitating the engagement of the second spline part with the second spline hole.

[0020] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An upper shaft for an automotive steering system, comprising a shaft body (1), wherein the lower end of the shaft body (1) is provided with a first spline portion (11), the first spline portion (11) being used to engage with and drive a first spline hole on a universal joint, and the upper end of the shaft body (1) is provided with a second spline portion (12), the second spline portion (12) being used to engage with and drive a second spline hole on an automotive steering wheel; characterized in that: The first spline portion (11) includes several annular bosses (13) coaxially arranged with the shaft body (1). The several annular bosses (13) are integrally formed with the shaft body (1) and are spaced apart along the axial direction of the shaft body (1). An annular insert (2) made of nylon material is sleeved and fixed on the shaft body (1) between each two adjacent annular bosses (13). Each annular insert (2) is circumferentially limited with the shaft body (1). Both ends of each annular insert (2) in the axial direction abut against the adjacent annular boss (13). The outer peripheral wall of the annular insert (2) coincides with the outer peripheral wall of the annular boss (13). Each first spline tooth (14) of the first spline portion (11) is formed on the outer peripheral walls of the several annular bosses (13) and the several annular inserts (2).

2. The upper shaft of the automobile steering system according to claim 1, characterized in that: Each of the annular inserts (2) has a plurality of inserts (21) arranged circumferentially on its inner wall, and the shaft body (1) has a groove (15) corresponding to each insert (21) on its outer wall, and each insert (21) is fixed in the groove (15) at the corresponding position.

3. The upper shaft of the automobile steering system according to claim 2, characterized in that: Each of the first spline teeth (14) has a first chamfered surface (141) on the outer wall at the lower end.

4. The upper shaft of the automobile steering system according to any one of claims 1-3, characterized in that: The second spline portion (12) includes two spline tooth groups arranged symmetrically on the outer wall of the shaft body (1). Each spline tooth group includes several second spline teeth (16) that are spaced apart along the outer peripheral wall of the shaft body (1). The tooth width of one of the second spline teeth (16) in each spline tooth group is greater than the tooth width of the other second spline teeth (16).

5. The upper shaft of the automobile steering system according to claim 4, characterized in that: A second chamfered surface (161) is provided on the outer wall of the upper end of each second spline tooth (16).

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