Gear rack steering gear and vehicle

Abstract

The invention discloses a gear rack steering gear and a vehicle, and belongs to the technical field of vehicles. The gear rack steering gear comprises a shell, a rack, a ball cup, a ball pin and a limiting piece. The limiting piece is connected to the end, close to the protruding part, of the main body part and used for abutting against the shell so as to limit the rack in the axial direction of the rack. The limiting piece is installed on the ball cup, a special auxiliary tool used for assembling in a narrow space of an inner cavity of a shell in a traditional scheme does not need to be relied on, the assembling process is simplified, tool investment is reduced, and therefore the assembling difficulty of the limiting piece and the overall production cost are reduced; meanwhile, an annular groove structure matched with the limiting piece and machined in the steering gear shell in a traditional scheme is omitted, the machining procedure of the steering gear shell is simplified, the requirement for the machining precision of the steering gear shell is lowered, and the manufacturing cost is further reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a rack and pinion steering system and a vehicle. Background Technology

[0002] With the rapid development of the automotive market and the accelerating pace of vehicle electrification, the number of vehicles equipped with electric power steering systems is increasing daily. In practical use, when a vehicle is subjected to extreme steering maneuvers, critical components such as the ball screw inside the electric power steering system are prone to damage due to excessive stress. Simultaneously, interference may occur between the electric power steering system and surrounding components such as the chassis suspension. These problems can all lead to the failure of the vehicle's steering function, posing serious safety hazards. Therefore, it is necessary to equip the electric power steering system with a reliable limit position protection device.

[0003] Currently, limit position protection in electric power steering systems is mainly achieved through electronic control functions or mechanical structures. Among these, the mechanical structure approach is widely used due to its high stability. However, existing mechanical structures are usually integrated inside the steering gear housing, which has the following drawbacks: the internal space of the steering gear housing is small, requiring specialized tooling for assembly, increasing assembly difficulty and production costs; to accommodate the assembly of the mechanical structure, specific mounting ring grooves need to be machined inside the steering gear housing, which requires high machining precision, leading to complex manufacturing processes for the steering gear housing and further increasing manufacturing costs. Summary of the Invention

[0004] This application provides a rack and pinion steering system and a vehicle to at least partially solve the above-mentioned technical problems.

[0005] To achieve the above objectives, this application provides a rack and pinion steering gear, comprising: a housing; a rack partially disposed within the housing and slidably connected to the housing; a ball joint including a connected main body and a protrusion, the protrusion being connected to the rack; a ball pin movably connected to the main body; and a limiting member connected to one end of the main body near the protrusion, the limiting member being used to abut against the housing to limit the rack in its axial direction.

[0006] In some embodiments, the limiting member includes: a first limiting part and a second limiting part, the first limiting part being arranged around the periphery of the main body part, the second limiting part being arranged around the periphery of the rack, the inner diameter of the first limiting part being larger than the inner diameter of the second limiting part; the first limiting part is provided with a snap-fit ​​part, and the end of the main body part near the protrusion is provided with a snap-fit ​​mating part that cooperates with the snap-fit ​​part.

[0007] In some embodiments, a snap-fit ​​groove is provided at one end of the main body near the protrusion; the snap-fit ​​portion includes a plurality of snap claws, which are spaced apart circumferentially along the first limiting portion, and all snap claws engage with the snap-fit ​​groove.

[0008] In some embodiments, a plurality of first grooves are provided on the surface of the first limiting portion away from the second limiting portion, and the claws are respectively disposed in the first grooves.

[0009] In some embodiments, a plurality of noise reduction grooves are provided on the surface of the second limiting portion away from the first limiting portion, and the plurality of noise reduction grooves are spaced apart circumferentially along the second limiting portion.

[0010] In some embodiments, the surface of the main body near the protrusion is provided with a sealing ring groove; the gear rack steering gear also includes an elastic seal, which is disposed in the sealing ring groove, and the two ends of the elastic seal in the axial direction of the rack respectively abut against the second limiting part and the sealing ring groove.

[0011] In some embodiments, when the elastic seal is in a relaxed state, there is a first gap between the surface of the second limiting portion near the first limiting portion and the surface of the main body near the protrusion, and there is a second gap between the outer wall of the elastic seal and the inner wall of the first limiting portion; when the elastic seal is in a compressed state, the surface of the second limiting portion near the first limiting portion abuts against the surface of the main body near the protrusion.

[0012] In some embodiments, the housing includes a main housing portion and an abutment portion, the abutment portion being connected to the side of the main housing portion away from the ball joint, and the inner diameter of the abutment portion being smaller than the inner diameter of the main housing portion; wherein, the surface of the second limiting portion away from the first limiting portion is used to abut against the surface of the abutment portion near the main housing portion.

[0013] In some embodiments, the end of the rack is provided with a second groove, and the protrusion is connected to the second groove.

[0014] To achieve the above objectives, this application also provides a vehicle that includes the rack and pinion steering system of this application.

[0015] In the rack and pinion steering gear of this application embodiment, a limiting member is connected to one end of the main body near the protruding part. The limiting member is used to abut against the housing to limit the rack in its axial direction. By installing the limiting member on the ball joint, the assembly process is simplified and the tooling investment is reduced, which eliminates the need for special auxiliary tooling for assembly in the narrow space of the housing cavity in the traditional solution. This reduces the difficulty of assembling the limiting member and the overall production cost. At the same time, the annular groove structure for adapting the limiting member that is machined in the steering gear housing in the traditional solution is eliminated, which simplifies the machining process of the steering gear housing, reduces the requirements for the machining accuracy of the steering gear housing, and further reduces the manufacturing cost. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0018] Figure 1 This is a schematic diagram of the structure of the rack and pinion steering system provided in an exemplary embodiment of this disclosure; Figure 2 This is a cross-sectional view of a portion of the structure of the rack and pinion steering system provided in an exemplary embodiment of this disclosure. Figure 1 ; Figure 3 This is a schematic diagram of the ball joint of the rack and pinion steering gear provided in an exemplary embodiment of this disclosure; Figure 4 This is a cross-sectional view of the ball joint of a rack and pinion steering gear provided in an exemplary embodiment of this disclosure; Figure 5 This is a cross-sectional view of a portion of the structure of the rack and pinion steering system provided in an exemplary embodiment of this disclosure. Figure 2 ; Figure 6 This is a cross-sectional view of the limiting member of the rack and pinion steering system provided in an exemplary embodiment of this disclosure; Figure 7 This is a schematic diagram of the structure of the limiting member of the rack and pinion steering system provided in an exemplary embodiment of this disclosure. Figure 1 ; Figure 8 This is a schematic diagram of the structure of the limiting member of the rack and pinion steering system provided in an exemplary embodiment of this disclosure. Figure 2 ; Figure 9 This is an exploded view of the ball joint, elastic seal, and limiting member of the rack and pinion steering system provided in an exemplary embodiment of this disclosure. Figure 10 This is a cross-sectional view of a portion of the structure of the rack and pinion steering system provided in an exemplary embodiment of this disclosure. Figure 3 .

[0019] Explanation of reference numerals in the attached figures: 1. Housing; 2. Rack; 3. Ball head seat; 4. Ball pin; 5. Limiting element; 6. Gear; 7. Elastic seal; 11. Main shell part; 12. Abutting part; 121. Abutting surface; 21. Second groove; 31. Main body part; 32. Protrusion; 311. Cavity; 312. Stop surface; 313. Snap-fitting part; 314. Sealing ring groove; 41. Head; 42. Rod part; 51. First limiting part; 52. Second limiting part; 53. Through hole; 511. Snap-fitting part; 512. First groove; 521. First limiting surface; 522. Second limiting surface; 523. Noise reduction groove. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0021] Please see Figure 1 This application provides a rack and pinion steering gear. The rack and pinion steering gear includes: a housing 1, a rack 2, a ball joint seat 3, a ball pin 4, and a limiting member 5.

[0022] Please see Figure 2 The housing 1 includes a main housing portion 11 and an abutment portion 12. The abutment portion 12 is connected to the side of the main housing portion 11 away from the ball joint 3, and the inner diameter of the abutment portion 12 is smaller than the inner diameter of the main housing portion 11. Thus, the surface of the abutment portion 12 near the main housing portion 11 forms an abutment surface 121. Notably, the central axis of the main housing portion 11 and the central axis of the abutment portion 12 coincide. The housing 1 needs to be reliably fixed to the vehicle's load-bearing structure to provide stable support for the meshing transmission of the gear 6 and rack 2 inside, preventing displacement of the housing 1 due to vehicle vibrations, which could lead to steering deviation or abnormal noise. In some embodiments, the main housing portion 11 and the abutment portion 12 are integrally formed using a die-casting process.

[0023] Please see Figure 2 The rack 2 is partially housed within the housing 1 and is slidably connected to the housing 1. When the driver turns the steering wheel, the rotational motion of the steering wheel is transmitted to the gear 6 via the steering shaft. The rack 2, which meshes with the gear 6, moves axially along the rack 2 and is then transmitted to the steering tie rod via the ball joint 3 and ball pin 4. The steering tie rod drives the steering knuckle arm, thereby driving the wheels to steer and achieving the vehicle's steering action.

[0024] Please see Figure 3 and Figure 4The ball joint 3 includes a main body 31 and a protrusion 32 connected together. The outer diameter of the protrusion 32 is smaller than the outer diameter of the main body 31, thus forming a stop surface 312 on the surface of the main body 31 near the protrusion 32. Notably, the central axis of the main body 31 coincides with the central axis of the protrusion 32. A cavity 311 is provided on the side of the main body 31 away from the protrusion 32.

[0025] Please see Figure 2 The protrusion 32 is connected to the rack 2. Specifically, the end of the rack 2 is provided with a second groove 21, and the protrusion 32 is connected to the second groove 21. In some embodiments, the groove wall of the second groove 21 is provided with an internal thread, and the outer wall of the protrusion 32 is provided with an external thread. The external thread of the protrusion 32 and the internal thread of the second groove 21 cooperate with each other to achieve a fixed connection between the protrusion 32 and the rack 2. In other embodiments, the protrusion 32 may also be connected to the second groove 21 by means of interference fit or other methods.

[0026] Please see Figure 2 The ball joint pin 4 is movably connected to the main body 31. This allows for flexible transmission of steering force while compensating for angular deviations caused by wheel bounce. Specifically, the ball joint pin 4 includes a head 41 and a rod 42. The rod 42 is located on the side of the head 41 away from the ball joint seat 3. The head 41 is engaged with the cavity 311 of the main body 31. The head 41 can move within the cavity 311 but does not come out, ensuring smooth force transmission during steering and preventing jamming.

[0027] Please see Figure 5 and Figure 6 The limiting member 5 is connected to one end of the main body 31 near the protrusion 32. The limiting member 5 includes a first limiting part 51 and a second limiting part 52. The first limiting part 51 is circumferentially disposed around the main body 31, and the second limiting part 52 is circumferentially disposed around the rack 2. The inner diameter of the first limiting part 51 is larger than the inner diameter of the second limiting part 52. Thus, the surface of the second limiting part 52 near the first limiting part 51 forms a first limiting surface 521. Notably, the central axis of the first limiting part 51 coincides with the central axis of the second limiting part 52. In this embodiment, the limiting member 5 is made of nylon, which reduces noise when the limiting member 5 contacts the housing 1. In other embodiments, the limiting member 5 can be made of a non-metallic material with impact resistance other than nylon.

[0028] Please see Figure 5 and Figure 6It is worth noting that the limiting member 5 is provided with a through hole 53. The inner diameter of the through hole 53 is greater than or equal to the outer diameter of the rack 2. The through hole 53 provides a clearance channel for the connection between the rack 2 and the protrusion 32, allowing the rack 2 to pass through the through hole 53 of the limiting member 5 and directly mate with the protrusion 32 of the ball joint seat 3. This avoids spatial interference from the limiting member 5 during the connection process, ensuring the integrity and stability of the connection structure. In this embodiment, the inner diameter of the through hole 53 is greater than the outer diameter of the rack 2, that is, a gap is formed between the outer wall of the rack 2 and the inner wall of the through hole 53. This ensures that the rack 2 can pass smoothly through the through hole 53, while avoiding friction or jamming during movement. This ensures that the axial movement of the rack 2 is not affected by the additional resistance of the limiting member 5, maintaining the responsiveness of the steering system.

[0029] Please see Figure 2 The limiting member 5 is used to abut against the housing 1 to limit the rack 2 in its axial direction. Specifically, the surface of the second limiting part 52 away from the first limiting part 51 forms a second limiting surface 522, which abuts against the surface of the abutting part 12 near the main housing part 11 (i.e., the abutting surface 121). When the rack and pinion steering gear reaches its limit position, the abutment between the limiting member 5 and the housing 1 can precisely control the maximum displacement of the rack 2, preventing damage to components such as the ball screw due to excessive force during extreme steering; at the same time, since the maximum displacement of the rack 2 is limited, interference between the rack and pinion steering gear and peripheral components such as the chassis suspension can be prevented.

[0030] This application simplifies the assembly process and reduces tooling investment by installing the limiting component 5 on the ball joint seat 3, eliminating the need for the special auxiliary tooling required for assembly in the narrow space inside the housing 1 in traditional solutions. This reduces the assembly difficulty of the limiting component 5 and the overall production cost. At the same time, it eliminates the need for the annular groove structure for the matching limiting component 5 machined inside the steering housing 1 in traditional solutions, simplifying the machining process of the steering housing 1, reducing the requirements for the machining accuracy of the steering housing 1, and further reducing manufacturing costs.

[0031] Please see Figure 5 and Figure 7 The first limiting part 51 is provided with a snap-fit ​​part 511, and the main body 31 near the protrusion 32 is provided with a snap-fit ​​mating part 313 that cooperates with the snap-fit ​​part 511. This application uses the cooperation between the snap-fit ​​part 511 and the snap-fit ​​mating part 313 to connect the limiting member 5 to the main body 31. During assembly, there is no need to rely on bolts, nuts, or other fasteners; only axial thrust is needed to snap the snap-fit ​​part 511 and the snap-fit ​​mating part 313 together, thus achieving rapid fixation of the limiting member 5 to the main body 31. This eliminates complex fastening procedures and can be completed without professional skills, reducing the technical requirements for assembly personnel. Please refer to... Figure 3, Figure 5 and Figure 7 In this embodiment, the main body 31 has a locking ring groove at one end near the protrusion 32; the locking part 511 includes multiple claws, which are spaced apart circumferentially along the first limiting part 51, and all claws engage with the locking ring groove. It is worth noting that the claws have a certain elastic deformation capability. Thus, when the locking part 511 is assembled with the locking mating part 313, the claws are squeezed by the flange on the side of the locking ring groove away from the ball head pin 4 to deform away from the central axis of the limiting member 5; when the claws enter the locking ring groove through the flange on the side of the locking ring groove away from the ball head pin 4, the claws move back towards the central axis of the limiting member 5 under their own elasticity, and then engage with the locking ring groove. The claws engage with the inner wall of the locking ring groove, preventing the limiting member 5 from loosening and generating noise during the operation of the gear rack steering gear.

[0032] Please see Figure 7 The first limiting part 51 has a plurality of first grooves 512 on the surface of the side away from the second limiting part 52, and the claws are respectively disposed in the first grooves 512. The first grooves 512 can provide structural space for the locking part 511.

[0033] The existing solutions place the limiting component 5 inside the steering gear housing 1. However, because the internal space of the steering gear housing 1 is enclosed, it is difficult to visually inspect whether the mechanical structure is installed correctly. Assembly deviations may affect the reliability of the protection function and even lead to new failure risks. This application allows for visual inspection of whether the limiting component 5 is installed correctly via the first groove 512, avoiding the risk of limiting function failure due to assembly deviations and improving the reliability of the limiting component 5 in extreme positions.

[0034] The existing solutions place the limiting component 5 inside the steering gear housing 1. When the limiting component 5 wears out or malfunctions and needs to be replaced, it cannot be disassembled for maintenance due to the closed structure inside the housing 1. The entire steering gear must be replaced, resulting in high maintenance costs. This application provides a first groove 512, which facilitates the application of a locking reaction force in the locking direction to the locking part 511 at the first groove 512. This causes the locking part 511 to disengage from the locking mating part 313, thereby separating the limiting component 5 from the ball joint seat 3. This facilitates the inspection, replacement, or repair of the limiting component 5, reducing maintenance costs.

[0035] Please see Figure 8Multiple noise-reducing grooves 523 are provided on the surface of the second limiting part 52 away from the first limiting part 51. These grooves are spaced apart circumferentially along the second limiting part 52. By providing multiple noise-reducing grooves 523 on the second limiting part 52, forming a honeycomb-like structure, the air inside the grooves 523 is compressed upon impact, creating an air damping effect that absorbs 30%-50% of the impact energy, reducing vibration transmission to the housing 1, significantly reducing the noise level of the rack and pinion steering gear at its limit position, and improving the overall NVH (Noise, Vibration, Harshness) performance of the vehicle. Furthermore, the noise-reducing grooves 523 divide the originally continuous second limiting surface 522 into multiple independent force-bearing units, dispersing the vibration frequency generated by the collision into multiple frequency bands, avoiding the concentrated burst of a single high-frequency noise, making the noise softer and the subjective auditory experience more comfortable. Furthermore, the noise reduction groove 523 provides a small deformation space for the material (such as nylon) of the limiting member 5. During a collision, the material can further absorb energy through local deformation, reducing the sharp noise generated by rigid impact.

[0036] Furthermore, while ensuring the structural strength of the limiting part, the noise reduction groove 523 reduces the material usage of the second limiting part 52, achieving a lightweight design for the limiting part 5, which helps to reduce the overall weight of the steering system. This lightweight effect can reduce the additional mass of the rack 2 and ball joint 3, thereby reducing the inertial load on the steering system, weakening the lag when turning the steering wheel, and improving steering sensitivity; it can also reduce the drive load of the motor, indirectly reducing vehicle energy consumption.

[0037] Please see Figure 3 , Figure 5 and Figure 9 The main body 31 has a sealing ring groove 314 on the side near the protrusion 32. The rack and pinion steering gear also includes an elastic seal 7, which is disposed in the sealing ring groove 314. The two ends of the elastic seal 7 in the axial direction of the rack 2 respectively abut against the second limiting part 52 and the sealing ring groove 314. By providing the elastic seal 7 between the limiting part 5 and the ball joint 3, when the ball joint 3 approaches the limiting part 5, the elastic seal 7 is first squeezed and deformed. The elastic deformation of the elastic seal 7 itself absorbs part of the impact energy, reducing the impact force of the rigid contact between the ball joint 3 and the limiting part 5. By utilizing the damping characteristics of the elastic material, the high-frequency vibration generated by the collision is suppressed from being transmitted to the ball joint 3, the rack 2 and the vehicle body, further reducing noise. Combined with the noise reduction groove 523 of the limiting part 5, a dual noise reduction effect is formed. In this embodiment, the elastic seal 7 is an O-ring. In other embodiments, the elastic seal 7 can be replaced by other elastic elements, such as: rectangular rings, rubber, springs, etc.

[0038] Please see Figure 5 When the elastic seal 7 is in a relaxed state, there is a first gap L1 between the surface of the second limiting part 52 near the first limiting part 51 (i.e., the first limiting surface 521) and the surface of the main body part 31 near the protrusion 32 (i.e., the stop surface 312), thereby providing a compression deformation space for the elastic seal 7.

[0039] Please see Figure 10 When the elastic seal 7 is under compression, the surface of the second limiting part 52 near the first limiting part 51 abuts against the surface of the main body 31 near the protrusion 32. When the rack and pinion steering gear is in its extreme position, the impact between the ball joint 3 and the limiting part 5 can be mitigated by the compression deformation of the elastic seal 7.

[0040] Please see Figure 5 When the elastic seal 7 is in a relaxed state, there is a second gap L2 between the outer wall of the elastic seal 7 and the inner wall of the first limiting part 51; thereby providing space for compression deformation of the elastic seal 7.

[0041] When assembling the rack and pinion steering gear of this application, the rack 2 is installed inside the housing 1; the limiting member 5 is sleeved on the end of the rack 2; the ball head pin 4 is assembled with the ball head seat 3, and the protrusion 32 of the ball head seat 3 is connected to the second groove 21 of the rack 2; the limiting member 5 is connected to the main body 31 of the ball head seat 3.

[0042] When the rack and pinion steering gear is in its extreme position, the ball joint 3 is impacted by the ball pin 4. The ball joint 3 compresses the elastic seal 7, the stop surface 312 abuts against the first limiting surface 521, and the second limiting surface 522 of the limiting member 5 abuts against the abutting surface 121. The impact on the ball joint 3 is transmitted to the limiting member 5, and the limiting member 5 transmits the impact to the housing 1.

[0043] This application also provides a vehicle that includes the rack and pinion steering system of this application. By employing the rack and pinion steering system of this invention, the vehicle not only improves handling stability and driving safety but also reduces noise generation, providing the driver with a more comfortable driving experience.

[0044] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0045] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0046] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0047] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A rack and pinion steering system, characterized in that, include: Shell (1); A rack (2) is partially disposed within the housing (1), and the rack (2) is slidably connected to the housing (1); The ball head seat (3) includes a connected main body (31) and a protrusion (32), the protrusion (32) being connected to the rack (2); Ball head pin (4) is movably connected to the main body (31); as well as A limiting member (5) is connected to one end of the main body (31) near the protrusion (32), and the limiting member (5) is used to abut against the housing (1) to limit the rack (2) in its axial direction.

2. The rack and pinion steering gear according to claim 1, characterized in that, The limiting member (5) includes: a first limiting part (51) and a second limiting part (52). The first limiting part (51) is arranged around the periphery of the main body part (31), and the second limiting part (52) is arranged around the periphery of the rack (2). The inner diameter of the first limiting part (51) is larger than the inner diameter of the second limiting part (52). The first limiting part (51) is provided with a snap-fit ​​part (511), and the main body part (31) is provided with a snap-fit ​​mating part (313) that cooperates with the snap-fit ​​part (511) at one end near the protrusion (32).

3. The gear and rack steering system according to claim 2, characterized in that, The main body (31) has a snap-fit ​​ring groove at one end near the protrusion (32); The latching part (511) includes a plurality of latches, which are spaced apart circumferentially along the first limiting part (51), and all latches engage with the latching ring groove.

4. The gear and rack steering system according to claim 3, characterized in that, The first limiting part (51) has a plurality of first grooves (512) on the side away from the second limiting part (52), and the claws are respectively disposed in the first grooves (512).

5. The rack and pinion steering gear according to claim 2, characterized in that, The second limiting part (52) has a plurality of noise reduction grooves (523) on the side away from the first limiting part (51), and the plurality of noise reduction grooves (523) are arranged at intervals along the circumference of the second limiting part (52).

6. The gear and rack steering system according to claim 2, characterized in that, The main body (31) has a sealing ring groove (314) on the side of the protrusion (32); The gear rack steering gear also includes an elastic seal (7), which is disposed in the sealing ring groove (314). The elastic seal (7) abuts against the second limiting part (52) and the sealing ring groove (314) at both ends of the rack (2) in the axial direction.

7. The gear and rack steering system according to claim 6, characterized in that, When the elastic seal (7) is in a relaxed state, there is a first gap between the surface of the second limiting part (52) near the first limiting part (51) and the surface of the main body part (31) near the protrusion (32), and there is a second gap between the outer wall of the elastic seal (7) and the inner wall of the first limiting part (51). When the elastic seal (7) is in a compressed state, the surface of the second limiting part (52) near the first limiting part (51) abuts against the surface of the main body part (31) near the protrusion (32).

8. The rack and pinion steering gear according to claim 2, characterized in that, The housing (1) includes a main housing portion (11) and an abutment portion (12), the abutment portion (12) being connected to the side of the main housing portion (11) away from the ball head seat (3), and the inner diameter of the abutment portion (12) being smaller than the inner diameter of the main housing portion (11); The surface of the second limiting part (52) away from the first limiting part (51) is used to abut against the surface of the abutting part (12) near the main shell part (11).

9. The rack and pinion steering gear according to claim 1, characterized in that, The rack (2) has a second groove (21) at its end, and the protrusion (32) is connected to the second groove (21).

10. A vehicle, characterized in that, The gear and rack steering system includes any one of claims 1-9.

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