Lead screw bearing damping structure

Abstract

The utility model discloses a screw bearing buffering and damping structure, including the steering gear casing, screw, screw nut, bearing and buffering and damping unit. The steering gear casing is equipped with the installation cavity, and the screw with screw nut is placed in the installation cavity, and the bearing is installed in the outer periphery of screw nut. Buffering and damping unit contains steel pad, buffer washer and self locking nut: steel pad is equipped with the bearing near installation cavity side, and forms axial limit with bearing, cavity inner wall, buffer washer is equipped with the bearing far steel pad side, and self locking nut is installed in the steering gear casing and abuts against buffer washer far bearing side, and three are in the cavity in turn abutted into buffering structure by pre -tightening force. The boss of buffer washer side to self locking nut has, can transfer axial force and pass through deformation buffering, reduces bearing impact and steering gear noise, the utility model effectively solves the problem of vibration impact noise of steering gear when commutating due to deformation, and accords with the demand of high quietness of steering gear of automobile intellectualization.

Description

Technical Field

[0001] This utility model relates to the field of steering gear accessories technology, specifically to a lead screw bearing buffer and shock absorption structure. Background Technology

[0002] As the automotive industry rapidly develops towards intelligent and autonomous driving, users' demands for quietness during vehicle operation have significantly increased. As a core component of the automotive steering system, the operating noise of rack and pinion steering gears has gradually become a focus of industry attention. During steering gear operation, noise mainly originates from two core components: friction and vibration of the belt drive mechanism, and impact generated by the bearings during reversal and force changes.

[0003] Currently, the industry commonly uses a combination of "wave-shaped shims + steel shims" for limiting and buffering steering gear bearings. This structure achieves a certain buffering effect through the elastic deformation of the wave-shaped shims. However, its shortcomings are becoming increasingly apparent. At the moment of steering gear reversal, the wave-shaped shims will deform rapidly under the axial force of the bearing. This deformation process is accompanied by significant vibration and impact, which in turn generates high-frequency noise, failing to meet the low noise and high quietness requirements of intelligent vehicles. Utility Model Content

[0004] In view of the shortcomings of the existing technology, this utility model provides a lead screw bearing buffer and shock absorption structure.

[0005] This utility model discloses a lead screw bearing buffer and shock absorption structure, including a steering gear housing, a lead screw and a lead screw nut. The steering gear housing is provided with an installation cavity, and the lead screw equipped with the lead screw nut is located in the installation cavity. The bearing is assembled on the outer periphery of the lead screw nut. The feature is that it also includes a buffer and shock absorption unit.

[0006] The buffer and shock absorption unit includes a steel pad, a buffer pad, and a self-locking nut. The steel pad is disposed on the side of the bearing near the mounting cavity and forms an axial limit with the bearing and the inner wall of the mounting cavity. The buffer pad is disposed on the side of the bearing away from the steel pad. The self-locking nut is assembled on the steering gear housing and abuts against the side of the buffer pad away from the bearing. Through the preload of the self-locking nut, the buffer pad, the bearing, and the steel pad form a buffer and shock absorption mating structure that abuts in sequence within the mounting cavity.

[0007] The buffer pad has a boss on the side facing the self-locking nut. The boss is used to transmit axial force and to achieve buffering by deforming with the self-locking nut, thereby reducing the impact on the bearing and the noise of the steering gear.

[0008] As a further improvement of this utility model, the inner wall of the mounting cavity is formed with a support portion extending radially toward the lead screw, and the support portion has a support surface on the side facing the bearing; the steel pad is placed in the mounting cavity and fits against the support surface.

[0009] As a further improvement of this utility model, the thickness of the steel pad is 1mm to 5mm.

[0010] As a further improvement of this utility model, the buffer pad is a composite structure of spring steel and vulcanized rubber, with one side of the spring steel close to the bearing and the other side of the vulcanized rubber facing the self-locking nut, and the boss is integrally formed from vulcanized rubber.

[0011] As a further improvement of this utility model, the number of the bosses is not less than one; when multiple bosses are provided, the multiple bosses are evenly spaced and arranged in a ring around the buffer pad on the side facing the self-locking nut.

[0012] As a further improvement of this utility model, the thickness of the spring steel is 0.5mm to 5.5mm, and the thickness of the vulcanized rubber is 1.5mm to 4mm.

[0013] As a further improvement of this utility model, the outer periphery of the self-locking nut is coated with thread-locking adhesive, which is used to enhance the sealing and anti-slip properties of the self-locking nut and the steering gear housing assembly.

[0014] As a further improvement of this utility model, the bearing is clearance-fitted with the inner wall of the mounting cavity.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] This utility model effectively solves the problem of vibration and impact noise caused by deformation during reversal of traditional "wave-shaped pads + steel pads" by setting up a buffer and shock absorption unit composed of "steel pads + buffer pads + self-locking nuts".

[0017] This utility model, by setting a steel pad and a buffer pad with a boss structure, can transmit axial force through the boss and gradually deform it, avoiding rigid impact on the bearing. At the same time, the steel pad limits the position and the threaded adhesive prevents loosening, achieving the functional goals of "reducing noise, simplifying installation, reducing costs, and improving reliability", which meets the high quietness requirements of automotive intelligence for steering systems. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a lead screw bearing buffer and shock absorption structure disclosed in one embodiment of the present utility model;

[0019] Figure 2This is a schematic diagram of the steel pad structure of the lead screw bearing buffer and shock absorption structure disclosed in one embodiment of the present utility model;

[0020] Figure 3 This is a schematic diagram of the buffer pad of the lead screw bearing buffer and shock absorption structure disclosed in one embodiment of the present utility model;

[0021] Figure 4 This is a schematic diagram of the self-locking nut of the lead screw bearing buffer and shock absorption structure disclosed in one embodiment of this utility model.

[0022] In the picture:

[0023] 1. Steering gear housing; 11. Mounting cavity; 12. Support part; 121. Support surface; 2. Lead screw; 3. Lead screw nut; 4. Bearing; 5. Steel pad; 6. Buffer pad; 61. Spring steel; 62. Vulcanized rubber; 621. Boss; 7. Self-locking nut. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0025] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0027] The present invention will now be described in further detail with reference to the accompanying drawings:

[0028] like Figure 1 As shown, a lead screw bearing damping and shock absorption structure according to this utility model includes a steering gear housing 1, a lead screw 2, and a lead screw nut 3. An installation cavity 11 is provided inside the steering gear housing 1. The lead screw 2, equipped with the lead screw nut 3, is located in the installation cavity. The lead screw nut 3 and the lead screw 2 together form a lead screw assembly. A bearing 4 is mounted on the outer periphery of the lead screw nut 3. The structure also includes a damping and shock absorption unit, which includes a steel pad 5, a damping shim 6, and a self-locking nut 7. The steel pad 5 is located on the side of the bearing 4 closest to the installation cavity 11 and forms an axial limit with the bearing 4 and the inner wall of the installation cavity 11. The damping shim 6 is located on the side of the bearing 4 furthest from the installation cavity 11. On the side away from the steel pad 5, the self-locking nut 7 is assembled on the steering gear housing 1 and abuts against the side of the buffer pad 6 away from the bearing 4. Through the preload of the self-locking nut 7, the buffer pad 6, the bearing 4, and the steel pad 5 form a buffer and shock absorption mating structure in sequence within the mounting cavity 11. A boss 621 is formed on the side of the buffer pad 6 facing the self-locking nut 7. The boss 621 is used to transmit axial force. When the steering gear moves, the bearing 4 pushes the buffer pad 6 to press against the self-locking nut 7. The boss 621 of the buffer pad 6 and the self-locking nut 7 deform to achieve buffering, reducing the impact on the bearing 4 and the noise of the steering gear operation.

[0029] Specifically:

[0030] like Figure 1 As shown, in the above embodiment, preferably, the inner wall of the mounting cavity 11 is formed with a support portion 12 extending radially toward the lead screw 2, and the support portion 12 is formed with a support surface 121 on the side facing the bearing 4; the steel pad 5 is placed in the mounting cavity and fits against the support surface 121.

[0031] In the above embodiments, preferably, the bearing 4 is clearance-fitted with the inner wall of the mounting cavity 11.

[0032] like Figure 2 As shown, in the above embodiments, preferably, the steel pad 5 has a ring-shaped structure, and the thickness of the steel pad 5 is 1mm to 5mm. In this embodiment, the thickness of the steel pad 5 is preferably 1.5mm.

[0033] like Figure 3 As shown, in the above embodiment, preferably, the buffer pad 6 is a closed ring structure, and the outer diameter of the buffer pad 6 is smaller than the inner diameter of the steering gear housing 1 to facilitate installation. The buffer pad 6 is a composite structure of spring steel 61 and vulcanized rubber 62. One side of the spring steel 61 is close to the bearing 4, and the other side of the vulcanized rubber 62 faces the self-locking nut 7. The boss 621 is integrally formed from vulcanized rubber 62. In this embodiment, the vulcanized rubber 62 is plated on the side of the spring steel 61 near the self-locking nut 7.

[0034] In the above embodiments, preferably, the number of bosses 621 is not less than one; when multiple bosses 621 are provided, the multiple bosses 621 are evenly spaced and arranged in a ring around the buffer pad on the side facing the self-locking nut 7. In this embodiment, the extending direction of the bosses 621 is towards the self-locking nut 7.

[0035] In the above embodiments, preferably, the thickness of the spring steel 61 is 0.5mm to 5.5mm, and the thickness of the vulcanized rubber 62 is 1.5mm to 4mm. In this embodiment, the thickness of the spring steel 61 is preferably 1.5mm, and the thickness of the vulcanized rubber 62 is preferably 2.5mm. The height of the boss 621 is 1.5mm.

[0036] In the above embodiment, preferably, when the steering gear moves, the bearing 4 just contacts the buffer pad 6. At this time, the limiting force is small, and the vulcanized rubber 62 of the buffer pad 6 is not compressed. As the rack force on the bearing 4 gradually increases, the bearing 4 pushes the buffer pad 6 against the self-locking nut 7, and the compression force of the buffer pad 6 gradually increases. The vulcanized rubber 62 of the buffer pad 6 deforms under the pressure of the self-locking nut 7, with a maximum deformation of 0.5 mm. The impact on the bearing 4 gradually increases, and no rigid impact occurs, reducing noise and vibration. This buffer and shock absorption unit thus achieves the limiting and buffering effect.

[0037] like Figure 4 As shown, in the above embodiment, preferably, the outer periphery of the self-locking nut 7 is coated with thread-locking adhesive, which is used to enhance the sealing and anti-slip properties of the self-locking nut 7 and the steering gear housing 1. In this embodiment, the self-locking nut 7 has a conventional structure, which will not be described in detail here.

[0038] The assembly method of this embodiment:

[0039] 1) Place the steel pad 5 into the mounting cavity 11 of the steering gear housing 1, ensuring that the steel pad 5 is flat and fits well against the support surface 121 inside the mounting cavity 11.

[0040] 2) Assemble the lead screw 2, which is equipped with lead screw nut 3 and bearing 4, into the mounting cavity 11, so that the bearing 4 is in clearance fit with the inner wall of the mounting cavity 11, and the end face of the bearing 4 near the mounting cavity 11 is in contact with the steel pad 5.

[0041] 3) Place the buffer pad 6 into the mounting cavity 11, ensuring that the spring steel 61 side of the buffer pad 6 faces the bearing 4 and is in contact with the bearing 4, and the vulcanized rubber 62 side of the buffer pad 6 is away from the steel pad 5 and faces the outside of the steering gear housing 1.

[0042] 4) Apply thread-locking adhesive to the outer circumference of the self-locking nut 7 and tighten it to the end of the steering gear housing 1 with a stress torque. Through the preload of the self-locking nut 7, the buffer pad 6, bearing 4, and steel pad 5 form a buffer and shock-absorbing fit structure that abuts in sequence in the mounting cavity 11.

[0043] Advantages of this utility model:

[0044] This utility model effectively solves the problem of vibration and impact noise caused by deformation during reversal of the traditional "wave-shaped shim + steel shim" by setting a buffer and shock absorption unit composed of "steel shim 5 + buffer shim 6 + self-locking nut 7".

[0045] This utility model, by setting a steel pad 5 and a buffer pad 6 with a boss 621 structure, can transmit axial force through the boss 621 and gradually deform, avoiding rigid impact of the bearing 4. At the same time, the steel pad 5 limits the position and the threaded adhesive prevents loosening, thus achieving the functional goals of "reducing noise, simplifying installation, reducing costs, and improving reliability", which meets the high quietness requirements of automotive intelligence for steering systems.

[0046] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A lead screw bearing damping and shock absorption structure, comprising a steering gear housing, a lead screw, and a lead screw nut, wherein a mounting cavity is provided within the steering gear housing, the lead screw fitted with the lead screw nut is located within the mounting cavity, and the bearing is fitted onto the outer periphery of the lead screw nut, characterized in that, It also includes a buffer and shock absorption unit; The buffer and shock absorption unit includes a steel pad, a buffer pad, and a self-locking nut. The steel pad is disposed on the side of the bearing near the mounting cavity and forms an axial limit with the bearing and the inner wall of the mounting cavity. The buffer pad is disposed on the side of the bearing away from the steel pad. The self-locking nut is assembled on the steering gear housing and abuts against the side of the buffer pad away from the bearing. Through the preload of the self-locking nut, the buffer pad, the bearing, and the steel pad form a buffer and shock absorption mating structure that abuts in sequence within the mounting cavity. The buffer pad has a boss on the side facing the self-locking nut. The boss is used to transmit axial force and to achieve buffering by deforming with the self-locking nut, thereby reducing the impact on the bearing and the noise of the steering gear.

2. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that, The inner wall of the mounting cavity is formed with a support portion extending radially toward the lead screw, and the support portion has a support surface on the side facing the bearing; the steel pad is placed in the mounting cavity and fits against the support surface.

3. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that, The thickness of the steel pad is 1mm to 5mm.

4. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that, The buffer pad is a composite structure of spring steel and vulcanized rubber. One side of the spring steel is close to the bearing, and the other side of the vulcanized rubber faces the self-locking nut. The boss is integrally molded from vulcanized rubber.

5. The lead screw bearing buffer and shock absorption structure according to claim 4, characterized in that, The number of the bosses is not less than one; when multiple bosses are provided, the multiple bosses are evenly spaced and arranged in a ring around the buffer pad on the side facing the self-locking nut.

6. The lead screw bearing buffer and shock absorption structure according to claim 4, characterized in that, The thickness of the spring steel is 0.5mm to 5.5mm, and the thickness of the vulcanized rubber is 1.5mm to 4mm.

7. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that, The outer periphery of the self-locking nut is coated with thread-locking adhesive, which is used to enhance the sealing and anti-slip properties of the self-locking nut and the steering gear housing assembly.

8. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that, The bearing is clearance-fitted with the inner wall of the mounting cavity.

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