Buffer connecting device and vehicle

Abstract

The invention discloses a buffer connecting device and a vehicle, and belongs to the technical field of vehicles. According to the buffer connecting device and the vehicle, the connecting faces of the flexible sleeve, the rigid sleeve and the steering gear shell are all the conical faces, and after the lining is installed in the installation hole, the locking piece provides pre-tightening force so that the flexible sleeve can be tightly attached to the inner conical face of the installation hole; the flexible sleeve can provide buffering damping force in two directions in the axial direction and the radial direction of the mounting hole, it is guaranteed that the flexible sleeve is evenly stressed in the axial direction and the radial direction of the mounting hole at the same time and evenly provides counter force, then it is guaranteed that the steering gear shell is more stable and free of abnormal vibration or deformation when impacted by a vehicle body, the steering gear is protected, and the service life of the steering gear is prolonged. The noise generation suppression capability is high, the NVH problem is avoided, and noise generation and transmission are effectively avoided; meanwhile, the damping mechanism can provide damping in different directions after being subjected to the pre-tightening force of the locking piece, the damping force of the flexible sleeve can be adjusted through the damping mechanism, and the buffering effect of the flexible sleeve is further improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a buffer connection device and a vehicle. Background Art

[0002] With the improvement of automobile technology, the demand for larger, faster, more comfortable and quieter vehicles is increasing. Nowadays, the number of cars in use remains high, and the proportion of medium and large cars is increasing, whether it is traditional cars or new energy vehicles. The steering gear is an important part of the steering system. It not only provides steering power to the wheels, but also bears the huge rack force during steering. The maximum rack force of existing passenger cars has reached 16KN-17KN. Every time the rack of the steering gear moves (single direction, reversing or reaching the end), a huge moving force or impact force parallel to the rack will be transferred to the steering gear housing. At the same time, the steering gear housing will also be affected by the vertical force and driving direction force brought by the impact force of the ground, its own inertia and gravitational potential energy, and the steering gear housing will be subject to strong stress.

[0003] Therefore, the existing steering gear has the following problems:

[0004] 1. When the instantaneous impact is too large or the alternating and high-frequency load is applied for a long time, exceeding the limit that the shell can withstand, the shell will produce brittle fracture, fatigue fracture or resonance fracture. The most likely fracture position is the mounting foot connecting the shell and the lower body, and then the steering gear will be irreversibly damaged, which will have an extremely serious impact on the driving safety of the whole vehicle;

[0005] 2. When the shell is subjected to force, there will be a gap between it and the lower body, which will give the driver a very poor steering feel, affecting the smoothness and comfort of the steering feel;

[0006] 3. When the steering wheel is reversed, the alternating load between the steering gear housing and the lower body generates huge impact noise due to the gap, which affects the driver's subjective feeling and brings an unacceptable driving experience to the driver;

[0007] 4. When the vehicle is driven by both the ground and the wheel rotation, the vibration frequency of the lower body will be transmitted to the steering gear, which will vibrate. Once the resonance frequency is reached, the shell will produce abnormal noise, vibration and breakage. Summary of the invention

[0008] The object of the present invention is to provide a buffer connection device and a vehicle, which can buffer the impact force on the steering gear housing and improve the vehicle performance.

[0009] In order to achieve the above objectives, the following technical solutions are provided:

[0010] On the one hand, a buffer connection device is provided, which is used to connect a steering gear housing and a vehicle body, wherein the steering gear housing comprises a mounting hole, and the hole wall of the mounting hole is an inner conical surface;

[0011] The buffer connection device comprises:

[0012] A locking member, adapted to be inserted into the mounting hole and connect the steering gear housing and the vehicle body;

[0013] A bushing is arranged between the steering gear housing and the locking member, the bushing comprises a rigid sleeve and a flexible sleeve arranged outside the rigid sleeve, and the connection surfaces of the flexible sleeve, the rigid sleeve and the steering gear housing are all conical surfaces;

[0014] The flexible sleeve comprises a damping mechanism, and the damping mechanism is configured to provide damping in different directions after being subjected to force.

[0015] As an optional solution for the buffer connection device, two bushings are provided, both of the bushings are arranged in the mounting hole, and the rigid sleeves of the two bushings are abutted.

[0016] As an optional solution for the buffer connection device, a first gap is provided between the two flexible sleeves along the axial direction of the mounting hole.

[0017] As an optional solution for the buffer connection device, the rigid sleeve has a first end and a second end which are arranged opposite to each other along its axial direction, and the second ends of the two rigid sleeves are abutted; and the diameter of the first end is greater than the diameter of the second end.

[0018] As an optional solution for the buffer connection device, the first end is provided with a rigid flange, the flexible sleeve is provided with a flexible flange corresponding to the rigid flange, and the flexible flange is clamped between the rigid flange and the steering gear housing.

[0019] As an optional solution for the buffer connection device, the damping mechanism is a plurality of adsorption holes provided on the outer peripheral surface of the flexible sleeve, and the flexible sleeve can be adsorbed on the inner wall of the mounting hole through the plurality of adsorption holes.

[0020] As an optional solution for the buffer connection device, the damping mechanism includes a plurality of adsorption holes with different apertures.

[0021] As an optional solution for the buffer connection device, the damping mechanism further includes a plurality of adsorption holes with the same aperture, and the adsorption holes with the same aperture are evenly distributed on the outer peripheral surface of the flexible sleeve.

[0022] As an optional solution for the buffer connection device, the adsorption hole is a tapered hole, and the large-diameter end of the tapered hole is adsorbed on the inner wall of the mounting hole.

[0023] As an optional solution of the buffer connection device, the adsorption hole is a blind hole.

[0024] As an optional solution for the buffer connection device, the flexible sleeve is provided with a limiting structure, and a limiting matching structure is provided in the mounting hole, and the limiting structure can be snap-connected with the limiting matching structure.

[0025] As an optional solution for the buffer connection device, a second gap is provided between the limiting structure and the limiting matching structure along the axial direction of the mounting hole.

[0026] On the other hand, a vehicle is provided, comprising the buffer connection device as described in any one of the above items.

[0027] Compared with the prior art, the present invention has the following beneficial effects:

[0028] In the buffer connection device and vehicle of the present invention, the connection surfaces of the flexible sleeve, the rigid sleeve and the steering gear housing are all conical surfaces. After the bushing is inserted into the mounting hole, the pre-tightening force provided by the locking member can make the flexible sleeve fit tightly with the inner conical surface of the mounting hole, so that the flexible sleeve can provide buffer damping force in two directions along the axial and radial directions of the mounting hole, ensuring that the flexible sleeve is uniformly stressed and provides reaction force in both the axial and radial directions of the mounting hole at the same time, thereby ensuring that the steering gear housing is more stable when impacted by the vehicle body without abnormal vibration or deformation, playing a protective role for the steering gear, and having a strong ability to suppress noise generation, avoiding NVH problems, and effectively avoiding the generation and transmission of noise; at the same time, the damping mechanism can provide damping in different directions after being subjected to the pre-tightening force of the locking member, and the damping force of the flexible sleeve can be adjusted by the damping mechanism, further improving the buffering effect of the flexible sleeve. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is an exploded schematic diagram of the buffer connection device, the mounting foot of the steering gear housing, the locking member and the vehicle body in an embodiment of the present invention;

[0030] Figure 2 Schematic diagram of the assembly relationship between the steering gear housing and the vehicle body in the embodiment of the present invention Figure 1 ;

[0031] Figure 3 Schematic diagram of the force analysis of the mounting foot of the steering gear housing in the embodiment of the present invention Figure 1 ;

[0032] Figure 4 Schematic diagram of the force analysis of the mounting foot of the steering gear housing in the embodiment of the present invention Figure 2 ;

[0033] Figure 5 Schematic diagram of the assembly relationship between the steering gear housing and the vehicle body in the embodiment of the present invention Figure 2 ;

[0034] Figure 6 for Figure 5 A magnified view of point A;

[0035] Figure 7 It is a schematic diagram of the structure of a buffer connection device in an embodiment of the present invention;

[0036] Figure 8 for Figure 7 BB section view.

[0037] Reference numerals:

[0038] 1. Mounting foot; 11. Mounting hole; 111. Limiting matching structure; 2. Vehicle body; 3. Locking piece; 4. Bushing; 41. Rigid sleeve; 411. First end; 412. Second end; 413. Rigid flange; 42. Flexible sleeve; 421. Adsorption hole; 422. Flexible flange; 423. Limiting structure; 5. First gap; 6. Second gap. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0040] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0041] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0042] In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or are the positions or positional relationships in which the inventive product is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0043] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "disposed" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0045] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0046] The steering gear is an important part of the steering system. It not only provides steering power to the wheels, but also bears the huge rack force during steering. The maximum rack force of existing passenger cars has reached 16KN-17KN. Every time the rack of the steering gear moves (in one direction, changing direction or reaching the end), a huge moving force or impact force parallel to the rack will be transferred to the steering gear housing. At the same time, the steering gear housing will also be affected by the vertical force and driving direction force brought by the impact force of the ground, its own inertia and gravitational potential energy, and the inside of the steering gear housing is subject to strong stress.

[0047] Therefore, the existing steering gear has the following problems: 1. When the instantaneous impact is too large or the alternating and high-frequency load is subjected to a long period of time, exceeding the limit that the shell can withstand, the shell will produce brittle fracture, fatigue fracture or resonance fracture. The most likely fracture position is the mounting foot where the shell is connected to the lower body, and then the steering gear will be irreversibly damaged, causing extremely serious impact on the driving safety of the entire vehicle; 2. After the shell is subjected to force, a gap is generated between the shell and the lower body, which will give the driver an extremely poor steering feel and affect the smoothness and comfort of the feel; 3. When the steering wheel is reversed, when the steering gear shell and the lower body produce alternating loads, huge impact noise is generated due to the gap, affecting the driver's subjective feelings and giving the driver an unacceptable driving experience; 4. When the vehicle is subjected to dual excitation from the ground and the rotation of the wheels during driving, the vibration frequency of the lower body will be transmitted to the steering gear, and the steering gear will vibrate. Once the resonance frequency is reached, the shell will produce abnormal noise, vibration and fracture problems.

[0048] In order to solve the above problems, Figure 1-8 As shown, this embodiment provides a buffer connection device and a vehicle, and the vehicle includes a buffer connection device. The buffer connection device is used to connect the steering gear housing and the vehicle body 2, and the steering gear housing includes a mounting hole 11, and the hole wall of the mounting hole 11 is an inner conical surface; in this embodiment, the steering gear housing is provided with a mounting foot 1, and the mounting hole 11 is a hole on the mounting foot 1; the buffer connection device includes a locking member 3 and a bushing 4, and the locking member 3 is suitable for inserting into the mounting hole and connecting the steering gear housing and the vehicle body 2; the bushing 4 is arranged between the steering gear housing and the locking member 3, and the bushing 4 includes a rigid sleeve 41 and a flexible sleeve 42 arranged outside the rigid sleeve 41, and the connection surface of the flexible sleeve 42 with the rigid sleeve 41 and the steering gear housing is a conical surface; the flexible sleeve 42 includes a damping mechanism, and the damping mechanism is configured to provide damping in different directions after being subjected to force.

[0049] During the operation of the steering gear, the mounting hole 11 of the steering gear housing is simultaneously subjected to forces in the axial and radial directions of the mounting hole 11. In this embodiment, the connection surfaces of the flexible sleeve 42, the rigid sleeve 41 and the steering gear housing are all conical surfaces. After the bushing 4 is installed in the mounting hole 11, the pre-tightening force provided by the locking member 3 can make the flexible sleeve 42 fit tightly with the inner conical surface of the mounting hole 11, so that the flexible sleeve 42 can provide buffering damping forces in two directions along the axial and radial directions of the mounting hole 11, ensuring that the flexible sleeve 42 is uniformly subjected to forces and provides reaction forces in the axial and radial directions of the mounting hole 11 at the same time, thereby ensuring that the steering gear housing is more stable when impacted by the vehicle body 2 without abnormal vibration or deformation, protecting the steering gear, and having a strong ability to suppress noise generation, avoiding NVH problems, and effectively avoiding the generation and transmission of noise; at the same time, the damping mechanism can provide damping in different directions after being subjected to the pre-tightening force of the locking member 3, and the damping force of the flexible sleeve 42 can be adjusted by the damping mechanism to further improve the buffering effect of the flexible sleeve 42.

[0050] Compared with the cylindrical bushing, the dimensional tolerance of the flexible sleeve 42 can be appropriately increased, which reduces the requirements for the manufacturing accuracy of the bushing 4, solves the problem that the cylindrical bushing has a large range of pressing force and is easy to fall off when assembled into the mounting hole due to the large tolerance range, and can also avoid deformation and damage of the flexible sleeve 42 due to slippage of the bushing 4.

[0051] It should be noted that, in the present embodiment, by adjusting the length of the flexible sleeve 42, the purpose of simultaneously adjusting the stiffness of the flexible sleeve 42 along the axial and radial directions of the mounting hole 11 can be achieved. In other words, not only the radial stiffness of the flexible sleeve 42 (i.e. the stiffness of the flexible sleeve 42 along the radial direction of the mounting hole 11) can be adjusted by changing the length of the flexible sleeve 42, but also the vertical stiffness of the flexible sleeve 42 (i.e. the stiffness of the flexible sleeve 42 along the axial direction of the mounting hole 11) can be adjusted; compared with the cylindrical bushing 4, by increasing the length of the flexible sleeve 42, the contact area between the flexible sleeve 42 and the inner wall of the mounting hole 11 is increased within the limited space of the mounting hole 11.

[0052] In this embodiment, two bushings 4 are provided, and both bushings 4 are arranged in the mounting hole 11, and the rigid sleeves 41 of the two bushings 4 are in contact with each other. During installation, the two bushings 4 are first installed in the mounting hole 11, and then the steering gear housing is placed on the vehicle body 2, and the steering gear housing and the vehicle body 2 are locked by the locking member 3. At this time, the rigid sleeves 41 of the two bushings 4 are in contact with each other, so that the steering gear housing and the vehicle body 2 are rigidly connected through the rigid sleeves 41 of the two bushings 4; at the same time, the flexible sleeves 42 of the two bushings 4 are elastically deformed under the preload force of the locking member 3, so that the steering gear housing and the vehicle body 2 can be flexibly connected through the flexible sleeves 42 of the two bushings 4, and the buffering effect is better.

[0053] Optionally, along the axial direction of the mounting hole 11 , a first gap 5 is provided between the flexible sleeves 42 of the two bushings 4 to reserve space for the flexible sleeves 42 to generate elastic deformation, thereby ensuring that the flexible sleeves 42 provide uniform damping force.

[0054] The rigid sleeve 41 has a first end 411 and a second end 412 which are arranged opposite to each other along the axial direction thereof, the second ends 412 of the two rigid sleeves 41 are in contact with each other, and the diameter of the first end 411 is larger than the diameter of the second end 412. Such arrangement facilitates the assembly of the bushing 4, so that the bushing 4 will not generate friction and deformation during the process of being inserted into the mounting hole 11, and thus will not cause problems such as wear.

[0055] Optionally, the first end 411 is provided with a rigid flange 413, the flexible sleeve 42 is provided with a flexible flange 422 corresponding to the rigid flange 413, and the flexible flange 422 is sandwiched between the rigid flange 413 and the steering gear housing. Exemplarily, the locking member 3 is a bolt. Specifically, when the steering gear housing and the vehicle body 2 are locked by using the locking member 3, the head of the bolt abuts against the rigid flange 413 of one of the rigid sleeves 41, the two rigid sleeves 41 abut against each other, and the rigid flange 413 of the other rigid sleeve 41 abuts against the vehicle body 2. In other words, the two bushings 4 are symmetrically arranged in the mounting hole 11. The flexible flange 422 is used to buffer the impact force between the rigid flange 413 and the open end face of the mounting hole 11, further improving the buffering effect.

[0056] Optionally, the flexible sleeve 42 is provided with a limiting structure 423, and a limiting matching structure 111 is provided in the mounting hole 11, and the limiting structure 423 can be engaged with the limiting matching structure 111. After the bushing 4 is installed in the mounting hole 11, the limiting structure 423 can be engaged with the limiting matching structure 111 to fix the bushing 4 in the mounting hole 11, so that the bushing 4 is not easy to fall off, the assembly operation is convenient, and the assembly cost is reduced.

[0057] In this embodiment, the limiting structure 423 is a barb protruding from the outer peripheral surface of the flexible sleeve 42, and the limiting matching structure 111 is a groove provided on the inner wall of the mounting hole 11, and the barb is engaged in the groove. Exemplarily, the barb is an annular structure, and correspondingly, the groove is an annular groove, which has a better limiting effect.

[0058] Optionally, the flexible sleeve 42 is made of rubber material, specifically, the rubber material is vulcanized and formed on the outside of the rigid sleeve 41. Furthermore, the provision of the barbs does not require additional design of the draft angle when vulcanizing the rubber on the outside of the rigid sleeve 41 to form the flexible sleeve 42, and the demolding effect is better during production, and the bushing 4 is used symmetrically, and a set of products can be produced with one mold, the scrap rate is greatly reduced, and the production cost of parts is reduced.

[0059] Optionally, a second gap 6 is provided between the limiting structure 423 and the limiting matching structure 111 along the axial direction of the mounting hole 11, and the assembly gap between the two bushings 4 and the mounting hole 11 and the manufacturing tolerance of parts can be adjusted through the second gap 6, which is beneficial to reduce the requirements for the manufacturing accuracy of the bushing 4 and the steering gear housing, and save processing costs.

[0060] In this embodiment, Figure 3As shown, exemplarily, when the mounting foot 1 of the steering gear housing is subjected to a radial force F1 caused by the movement of the rack or the running of the vehicle, the mounting foot 1 will move toward the two bushings 4, causing the flexible sleeves 42 of the two bushings 4 to produce elastic deformation, and at the same time, the flexible sleeves 42 of the two bushings 4 provide reverse forces F2 and reverse forces F3 to the mounting foot 1, and F1=F2+F3, thereby providing buffer damping through the two flexible sleeves 42. When the mounting foot 1 of the steering gear housing is subjected to a radial force F1′ caused by the movement of the rack or the running of the vehicle, the magnitude of F1′ is the same as that of F1 and the direction of F1′ is opposite to that of F1. The principle of the two flexible sleeves 42 providing buffer damping is the same as above and will not be repeated here.

[0061] like Figure 4 As shown, for example, when the mounting foot 1 of the steering gear housing is subjected to the vertical force F4 caused by the impact of the ground or its own gravity potential energy, the mounting foot 1 will move upward, causing the flexible sleeves 42 of the two bushings 4 to produce elastic deformation, and at the same time, the flexible sleeves 42 of the two bushings 4 provide the mounting foot 1 with reverse forces F5, F6, F7 and F8, and F4 = F5 + F6 + F7 + F8, thereby providing buffer damping through the two flexible sleeves 42. Compared with the cylindrical bushing, the bushing 4 of this embodiment has a larger contact area with the steering gear housing, provides a larger damping force, and has a better buffering effect.

[0062] When the mounting foot 1 of the steering gear housing is subjected to a vertical force F4′ caused by ground impact or its own gravitational potential energy, the size of F4′ is the same as that of F4 and the direction of F4′ is opposite to that of F4. The principle of buffering damping provided by the two flexible sleeves 42 is the same as above and will not be repeated here.

[0063] Optionally, the damping mechanism is a plurality of adsorption holes 421 provided on the outer peripheral surface of the flexible sleeve 42, and the flexible sleeve 42 can be adsorbed on the inner wall of the mounting hole 11 through the plurality of adsorption holes 421. During the operation of the bushing 4, the flexible sleeve 42 is subjected to forces of multiple degrees of freedom, and elastic deformation occurs, and the air in the adsorption holes 421 is discharged to form negative pressure, and then firmly adsorbed on the inner wall of the mounting hole 11. Such a configuration can, on the one hand, enable the flexible sleeve 42 to fully exert its buffering effect, and on the other hand, improve the degree of close fit between the flexible sleeve 42 and the conical surface in the mounting hole 11. Furthermore, the adsorption holes 421 also have the purpose of reducing the amount of material used, achieving lightweight and cost saving.

[0064] In this embodiment, the adsorption hole 421 is a blind hole, ensuring that a stable negative pressure can be formed after the air in the adsorption hole 421 is discharged. Even if the locking piece 3 loosens or the flexible sleeve 42 returns to its original state (no longer produces elastic deformation) during the subsequent working process, the negative pressure state in the adsorption hole 421 will not change, and it can still be adsorbed on the inner wall of the mounting hole 11, thereby continuously providing a certain damping force.

[0065] Optionally, the adsorption hole 421 is a conical hole, and the large diameter end of the conical hole is adsorbed on the inner wall of the mounting hole 11 , which has the effect of increasing the negative pressure adsorption force and further improving the tight fit between the flexible sleeve 42 and the conical surface in the mounting hole 11 .

[0066] Optionally, the damping mechanism includes a plurality of adsorption holes 421 with different apertures. The adsorption holes 421 with different apertures generate different adsorption forces, so that the damping force of the flexible sleeve 42 can be adjusted through the adsorption holes 421 with different apertures to improve the buffering effect.

[0067] Optionally, the damping mechanism also includes a plurality of adsorption holes 421 with the same aperture, and the adsorption holes 421 with the same aperture are evenly distributed on the outer peripheral surface of the flexible sleeve 42, so that the flexible sleeve 42 is subjected to uniform force, which not only ensures that the flexible sleeve 42 fits tightly with the inner wall of the mounting hole 11, but also promotes uniform deformation of the flexible sleeve 42, thereby improving the buffering effect.

[0068] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A buffer connection device, used for connecting a steering gear housing and a vehicle body (2), the steering gear housing comprising a mounting hole (11), the hole wall of the mounting hole (11) being an inner conical surface; It is characterized in that The buffer connection device comprises: A locking member (3) adapted to be inserted into the mounting hole (11) and to connect the steering gear housing and the vehicle body (2); A bushing (4) is arranged between the steering gear housing and the locking member (3), the bushing (4) comprising a rigid sleeve (41) and a flexible sleeve (42) sleeved outside the rigid sleeve (41), and the connection surfaces of the flexible sleeve (42), the rigid sleeve (41) and the steering gear housing are all conical surfaces; The flexible sleeve (42) comprises a damping mechanism, and the damping mechanism is configured to provide damping in different directions after being subjected to force.

2. The buffer connection device according to claim 1, characterized in that: Two bushings (4) are provided, and both bushings (4) are arranged in the mounting hole (11), and the rigid sleeves (41) of the two bushings (4) are in abutment with each other.

3. The buffer connection device according to claim 2, characterized in that: A first gap (5) is provided between the two flexible sleeves (42) along the axial direction of the mounting hole (11).

4. The buffer connection device according to claim 2, characterized in that: The rigid sleeve (41) has a first end (411) and a second end (412) which are arranged opposite to each other along its axial direction, and the second ends (412) of the two rigid sleeves (41) are abutted against each other; the diameter of the first end (411) is greater than the diameter of the second end (412).

5. The buffer connection device according to claim 4, characterized in that: The first end (411) is provided with a rigid flange (413), the flexible sleeve (42) is provided with a flexible flange (422) corresponding to the rigid flange (413), and the flexible flange (422) is sandwiched between the rigid flange (413) and the steering gear housing.

6. The buffer connection device according to claim 1, characterized in that: The damping mechanism is a plurality of adsorption holes (421) provided on the outer peripheral surface of the flexible sleeve (42), and the flexible sleeve (42) can be adsorbed on the inner wall of the mounting hole (11) through the plurality of adsorption holes (421).

7. The buffer connection device according to claim 6, characterized in that: The damping mechanism comprises a plurality of adsorption holes (421) with different apertures.

8. The buffer connection device according to claim 7, characterized in that: The damping mechanism further comprises a plurality of adsorption holes (421) having the same aperture, and the adsorption holes (421) having the same aperture are evenly distributed on the outer peripheral surface of the flexible sleeve (42).

9. The buffer connection device according to any one of claims 6 to 8, characterized in that: The adsorption hole (421) is a tapered hole, and the large-diameter end of the tapered hole is adsorbed on the inner wall of the mounting hole (11).

10. The buffer connection device according to any one of claims 6 to 8, characterized in that: The adsorption hole (421) is a blind hole.

11. The buffer connection device according to claim 1, characterized in that: The flexible sleeve (42) is provided with a limiting structure (423), and a limiting matching structure (111) is provided in the mounting hole (11), and the limiting structure (423) can be snap-connected with the limiting matching structure (111).

12. The buffer connection device according to claim 11, characterized in that: Along the axial direction of the mounting hole (11), a second gap (6) is provided between the limiting structure (423) and the limiting matching structure (111).

13. A vehicle, characterized in that: It comprises a buffer connection device as described in any one of claims 1 to 12.

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