A lead screw bearing damping structure and a rack and pinion steering gear

Abstract

The utility model provides a screw bearing buffer damping structure and gear and rack type steering gear relates to the field of automobile driving technology, including the buffer gasket, steel pad, steering gear bearing and self locking nut of installation in rack and pinion type steering gear casing, steel pad is fixed in the clamping groove of steering gear casing, buffer gasket includes metal base and rubber layer, and rubber layer is located one side of buffer gasket, steering gear bearing is located on screw and nut assembly, is located between steel pad and buffer gasket, self locking nut is fixed in the outside of steering gear casing, passes through the thread connection buffer gasket, and pre -tightening force is applied to buffer gasket, steering gear bearing contacts the rubber layer of buffer gasket when steering gear movement, and the compression deformation of rubber layer realizes buffer damping. The utility model passes through "elastic deformation buffer " principle, has solved the problem that steering gear noise is big, and the vibration is strong, has realized the softening decoupling of steering gear bearing impact, still has promoted the overall performance through simple structure design.

Description

Technical Field

[0001] This utility model relates to the field of mechanical equipment technology, and in particular to a lead screw bearing buffer and shock absorption structure and a gear and rack steering gear. Background Technology

[0002] With the rapid development of automotive intelligence and autonomous driving technologies, users' requirements for vehicle comfort have shifted from "functional usability" to "superior experience." NVH (Noise, Vibration, and Harshness) performance, as one of the core indicators for measuring vehicle quality, directly affects driver confidence and passenger experience. As a key component in human-machine interaction, the operating noise of the steering system (especially at low speeds and on bumpy roads) has become an important dimension for consumers to perceive a vehicle's "premium feel." Industry survey data shows that approximately 35% of users are sensitive to steering system noise. Rack and pinion steering systems are widely used due to their compact structure and high transmission efficiency, but their noise problem is particularly prominent.

[0003] A rack and pinion steering system converts the rotational motion input from the steering wheel into linear motion through the meshing of a gear and a rack, driving the wheels to turn. Its core structure includes a gear shaft, rack, bearing assembly, belt drive mechanism, and limiting and buffering device. In high-frequency steering scenarios of intelligent vehicles (such as automatic parking and lane keeping assist), the steering system needs to frequently withstand dynamic loads (such as road impacts and sudden changes in motor power assist). Noise mainly originates from two types of impacts:

[0004] (1) Belt drive impact: When the motor drives the gear shaft through the belt, the meshing clearance and tension fluctuation between the belt and the pulley can easily cause periodic slapping noise.

[0005] (2) Bearing reversal impact: When the gear shaft and rack reverse direction (such as when switching between straight driving and steering), the bearing assembly will have an instantaneous collision due to inertial force and clearance fit, which will cause high-frequency vibration noise.

[0006] Among them, bearing reversing impact is the main contributor to the noise of rack and pinion steering gear (accounting for more than 60%). Especially in low temperature (below -20℃) or poor lubrication conditions, dry friction and gap impact between metal parts will amplify the noise (up to 65dB or more, exceeding the passenger car NVH standard limit of 55dB).

[0007] To address bearing commutation impact noise, the industry currently widely employs a combination of corrugated shims and steel shims for limiting the bearing's position. The corrugated shims (mostly made of 65Mn spring steel, 0.5-1.2mm thick) are fitted onto the outside of the gear shaft bearing, absorbing commutation impact energy through their elastic deformation. The steel shims (hardness HRC45-50) limit the maximum deformation of the corrugated shims, preventing overload failure. While this solution appears simple, it suffers from significant technical flaws:

[0008] (1) Vibration and impact noise is not fundamentally eliminated: When the wave-shaped gasket is impacted during the reversing moment, it undergoes elastic deformation (the deformation is usually 0.3-0.8mm). During the deformation recovery process, due to the sudden change in the material's internal resistance and contact stiffness, high-frequency elastic vibration (frequency 200-500Hz) is easily excited, and it is transmitted to the housing through the bearing seat, forming a "clunking" abnormal noise. Experiments show that after 100,000 reversing cycles, the vibration noise of this structure is reduced by only 15%-20%, which cannot meet the quietness requirements of high-end models.

[0009] (2) Insufficient long-term reliability: The corrugated gasket is under alternating stress for a long time (maximum stress ≥800MPa), which is prone to fatigue plastic deformation (such as crest collapse, thickness reduction >20%), resulting in a decrease in buffer performance; at the same time, the hard contact between the steel gasket and the corrugated gasket can easily cause abrasive wear, generate metal debris to contaminate the grease, and further aggravate bearing wear and noise deterioration.

[0010] (3) Poor structural adaptability: The elastic parameters (such as stiffness and fatigue limit) of the corrugated gasket need to be strictly matched with the bearing model and steering load. Different models need to be customized, which leads to a longer R&D cycle (3-6 months for single solution verification) and increased costs (mold cost exceeds 100,000 yuan). In addition, the installation of the corrugated gasket requires strict control of the preload (error ≤ 0.1mm), the assembly process is complicated, and the yield rate is only 85%-90%.

[0011] Therefore, there is an urgent need for a new type of bearing limiting buffer unit that can replace traditional elastic deformation with non-elastic deformation mechanisms (such as controllable friction energy dissipation and geometric interference buffering) during reversing impacts, thereby fundamentally suppressing vibration and noise; at the same time, it should have the characteristics of strong versatility, convenient assembly and long service life, so as to be suitable for the mass production of rack and pinion steering gears. Utility Model Content

[0012] In view of the technical problems existing in the background art, the present invention provides a lead screw bearing buffer and shock absorption structure and a gear and rack steering gear.

[0013] To achieve the above objectives, this utility model provides a lead screw bearing buffer and shock absorption structure, comprising: a buffer pad, a steel pad, a steering gear bearing, and a self-locking nut installed in the housing of a rack and pinion steering gear.

[0014] The steel pad is fixed in the slot of the steering gear housing.

[0015] The buffer pad includes a metal base and a rubber layer, with the rubber layer disposed on one side of the buffer pad;

[0016] The steering gear bearing is located on the lead screw and nut assembly, between the steel pad and the buffer pad;

[0017] The self-locking nut is fixed to the outside of the steering gear housing and is connected to the buffer pad by a thread, applying a preload force to the buffer pad;

[0018] The steering gear bearing contacts the rubber layer of the buffer pad when the steering gear moves, and the buffering and shock absorption are achieved through the compression deformation of the rubber layer.

[0019] As a further improvement of this utility model, the buffer pad is a closed ring structure, and its outer diameter is smaller than the inner diameter of the steering gear housing.

[0020] As a further improvement of this utility model, the maximum deformation of the rubber layer of the buffer pad is 0.5mm, which is used to gradually absorb the impact load transmitted by the bearing.

[0021] As a further improvement of this utility model, the steel pad is fitted with the groove step surface of the steering gear housing to prevent interference with the threads of the steering gear housing.

[0022] As a further improvement of this utility model, the steering gear bearing is squeezed against the buffer pad when the rack force increases, causing the rubber layer to undergo elastic deformation and avoiding rigid impact.

[0023] As a further improvement of this utility model, the metal substrate of the buffer pad is spring steel, and the rubber layer is bonded to the substrate through a vulcanization process.

[0024] This utility model also provides a rack and pinion steering gear that utilizes the aforementioned lead screw bearing damping and shock absorption structure.

[0025] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0026] This invention provides an innovative solution to the noise and vibration problems of rack and pinion steering systems. Compared with existing technologies (such as the combination of wave-shaped shims and steel shims), this technology solves the pain points of high noise and strong vibration in traditional steering systems through structural optimization and material innovation. It is particularly suitable for the fields of intelligent vehicles and autonomous driving, where noise control and reliability are of paramount importance. This structure has "broad market application prospects" because of its significant potential to improve product signing rates and operator revenue.

[0027] This invention consists of only a few components, including a buffer gasket, a steel gasket, a bearing, and a self-locking nut, eliminating the need for complex auxiliary parts and reducing manufacturing complexity. Compared to the multi-layered structure of traditional corrugated gaskets, this design reduces assembly steps, improves production efficiency, and facilitates easy replacement during maintenance, making it suitable for large-scale applications.

[0028] This utility model's buffer pad features a thin design and a small diameter rubber limiting ring, resulting in a more compact overall structure in the axial dimension. This facilitates the arrangement of locking nuts and pulleys within the space-constrained steering gear housing, particularly aligning with the lightweight and miniaturization trends of electric and intelligent vehicles.

[0029] The annular design of this invention ensures that the impact force is evenly distributed around the circumference of the gasket, preventing premature failure due to localized overload. Compared to open gaskets, this structure improves durability and, due to its outer diameter being smaller than the inner diameter of the housing, facilitates installation and positioning, reducing alignment errors.

[0030] The rubber layer of this invention is gradually compressed under bearing pressure (maximum deformation 0.5mm), absorbing impact energy and preventing rigid collisions. Tests show that this structure can reduce impact noise during reversing by more than 40%, improving driving comfort and particularly meeting the quiet requirements of autonomous driving scenarios.

[0031] When the rack force increases, the bearing is pressed against the buffer pad, and the elastic deformation of the rubber layer increases from zero to its maximum, achieving soft buffering. This gradual characteristic reduces peak loads, protects components such as bearings and steel pads, and extends the overall service life.

[0032] This invention improves vehicle handling precision by ensuring rapid deformation response of the buffer pad and eliminating any lag in the steering system during direction changes. For intelligent vehicles, this contributes to more accurate path tracking and enhanced safety.

[0033] The buffer pad of this utility model is made of spring steel and vulcanized rubber, both of which are common industrial materials with low procurement costs. Furthermore, its simplified structure reduces processing steps and lowers production costs, making this technology more competitive in high-performance, cost-effective vehicle models.

[0034] This invention provides a spring steel matrix with high fatigue strength and a vulcanized rubber layer that resists aging, ensuring that performance is maintained under cyclic loads (such as frequent steering). Attached Figure Description

[0035] Figure 1 This is a schematic diagram of a lead screw bearing buffer and shock absorption structure disclosed in one embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of a buffer pad structure disclosed in one embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram of a self-locking nut structure disclosed in one embodiment of the present utility model;

[0038] Figure 4 This is a schematic diagram of a steel pad structure disclosed in one embodiment of the present utility model.

[0039] Explanation of reference numerals in the attached figures:

[0040] 1. Buffer pad; 2. Self-locking nut; 3. Steering gear bearing; 4. Steel pad; 5. Steering gear housing. Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0042] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, 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," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0043] In the description of this utility model, it should 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.

[0044] The present invention will now be described in further detail with reference to the accompanying drawings:

[0045] like Figure 1-4 As shown, the present invention provides a lead screw bearing buffer and shock absorption structure, comprising: a buffer pad 1, a steel pad 4, a steering gear bearing 3, and a self-locking nut 2 installed in the rack and pinion steering gear housing 5;

[0046] The steel pad 4 is fixed in the slot of the steering gear housing 5 for axial support;

[0047] The buffer pad 1 includes a metal base and a rubber layer, with the rubber layer disposed on one side of the buffer pad 1;

[0048] The steering gear bearing 3 is located on the lead screw and nut assembly, between the steel pad 4 and the buffer pad 1;

[0049] The self-locking nut 2 is fixed to the outside of the steering gear housing 5 and is connected to the buffer pad 1 by a thread, and a preload is applied to the buffer pad 1;

[0050] When the steering gear moves, the steering bearing 3 comes into contact with the rubber layer of the buffer pad 1, and the buffering and shock absorption are achieved through the compression deformation of the rubber layer;

[0051] The screw bearing damping and shock absorption structure of this utility model is installed by first installing the steel pad 4 into the groove of the steering gear housing 5, ensuring it fits against the stepped surface of the groove. Then, the screw and nut assembly and the steering gear bearing 3 are inserted into the steering gear housing 5, ensuring that the steering gear bearing 3 on the assembly lightly touches and flattens against the surface of the steel pad 4. Next, the buffer pad 1 is placed into the rigid end of the housing, with the rubber layer facing outwards (i.e., towards the self-locking nut 2). Taking advantage of its small outer diameter, it is manually adjusted to a centered position to avoid contact with the housing wall. Finally, the self-locking nut 2 is fixed. Figure 3 As shown, apply pre-tightening force by evenly applying medium-strength thread adhesive to the threaded part of the self-locking nut 2, and tighten the nut in stages with a torque wrench. First, manually screw it in until it contacts the buffer pad 1, then pre-tighten it to 50% of the target torque, and then gradually increase it to the full torque. During the tightening process, listen for any abnormal noise, buffer pad 1 misalignment, or bearing misalignment.

[0052] This invention achieves dynamic buffering through component collaboration. When the steering gear is in operation, the rack force drives the steering gear bearing 3 to press against the buffer pad 1, causing the rubber layer to undergo elastic deformation (maximum deformation 0.5mm), gradually absorbing impact energy and avoiding instantaneous rigid collisions. This design solves the vibration and noise problem generated by traditional wave-shaped pads during steering, and is particularly suitable for intelligent vehicles and autonomous driving scenarios, where noise control is crucial. During installation, the components are arranged in the order of "steel pad 4 - bearing - buffer pad 1 - self-locking nut 2" to form a closed force chain, ensuring axial stability.

[0053] Among them, such as Figure 2 As shown, the buffer pad 1 has a closed-loop structure with an outer diameter smaller than the inner diameter of the steering gear housing 5, facilitating installation and positioning. Furthermore, the closed-loop structure ensures uniform force distribution and avoids localized stress concentration. The design of an outer diameter smaller than the housing's inner diameter allows the buffer pad 1 to slide directly into the housing without precise alignment during installation, reducing assembly time. This structure occupies little axial space, which is beneficial for layout in compact steering gears, and is particularly suitable for configurations with self-locking nuts 2 and pulleys where axial space is limited. In addition, the closed loop prevents the rubber layer from laterally overflowing during compression, improving durability.

[0054] The maximum deformation of the rubber layer in buffer pad 1 is 0.5 mm, designed to gradually absorb the impact load transmitted by the bearing. Furthermore, the 0.5 mm deformation is a threshold determined through optimized experiments, achieving a balance between buffering efficiency and structural strength. When the bearing is subjected to pressure, the rubber layer undergoes a gradual process from initial contact to maximum deformation, with stress increasing progressively to avoid noise caused by sudden force changes. This deformation design reduces the impact load by more than 30%, and the viscoelastic properties of the rubber disperse energy, reducing peak loads on the bearing and self-locking nut 2. Quality control requires verification of the deformation using a thickness gauge to ensure consistency.

[0055] Steel pad 4 Figure 4 As shown, it fits against the stepped surface of the slot in the steering gear housing 5 (e.g.) Figure 1 As shown in the diagram, this design prevents interference with the threads of the steering gear housing 5. Furthermore, the fitted design ensures that the steel pad 4 acts as a rigid base, bearing the axial force of the steering gear bearing 3. If the fit is not tight, the steel pad 4 may shift, rubbing against the housing threads, causing abnormal noise or wear. During installation, use a feeler gauge to check the gap (less than 0.05mm) and gently press the steel pad 4 to ensure it is flat. This measure not only prevents interference but also improves the alignment of the overall structure and extends the component's lifespan.

[0056] When the rack force increases, the steering gear bearing 3 is pressed against the buffer pad 1, causing elastic deformation of the rubber layer and avoiding rigid impact. Furthermore, the compression process is divided into three stages: initial contact (no rubber deformation), gradual compression (deformation increases to 0.5mm), and stable buffering. This mechanism converts impact energy into the internal energy of the rubber, absorbing vibration through a hysteresis effect and reducing noise by 3-5dB. Compared with traditional rigid limiting, elastic deformation avoids metal fatigue problems and is particularly suitable for high-frequency steering operations, such as continuous path correction in autonomous vehicles.

[0057] The metal substrate of buffer pad 1 is spring steel, and the rubber layer is bonded to the substrate through a vulcanization process. Furthermore, the spring steel provides high elasticity and fatigue strength, ensuring that the substrate does not deform under cyclic loading. The vulcanization process forms a chemical bond between the rubber layer and the metal substrate, preventing delamination and maintaining adhesion even under temperature variations. This material combination is low-cost and has excellent mechanical properties; the damage rate of buffer pad 1 during bearing impact is less than 5%, significantly improving reliability.

[0058] This invention also provides a rack and pinion steering gear that utilizes the aforementioned lead screw bearing damping structure. Furthermore, this steering gear achieves overall noise control and vibration suppression through an integrated damping structure. Installation requires only conventional tools (such as a torque wrench), and the process is simplified (first place the steel pad 4, then install the assembly, and finally fix the damping pad 1 and self-locking nut 2), making it suitable for mass production. In real-vehicle testing, the steering gear reduced impact noise during steering changes by more than 40%, improving driving comfort, especially meeting the quiet requirements of electric vehicles. In addition, its compact structure allows for placement in narrow engine compartments, expanding its application scenarios.

[0059] Example 1:

[0060] The installation process of the lead screw bearing buffer and shock absorption structure for a rack and pinion steering gear provided by this utility model includes:

[0061] Step 1: Install the steel pad 4 into the slot of the steering gear housing 5.

[0062] First, clean the slot area of ​​the steering gear housing 5 to ensure there is no oil or debris, so as not to affect the fit of the steel pad 4; gently press the steel pad 4 into the slot by hand or non-metallic tool (such as plastic tweezers) to avoid scratching the housing threads; check whether the steel pad 4 is completely flat: visually or by touch confirm that it fits seamlessly with the stepped surface of the slot, without lifting or tilting.

[0063] If the steel pad 4 is not properly fitted, it may cause the steering gear bearing 3 to become misaligned, affecting the cushioning effect. After installation, the steel pad 4 needs to be rotated for testing to ensure there is no friction noise.

[0064] Step 2: Install the lead screw and nut assembly into the steering gear housing 5.

[0065] Slowly insert the lead screw and nut assembly axially into the steering gear housing 5, avoiding impact with the steel pad 4; adjust the position of the assembly so that its end face is completely flush with the steel pad 4 without gap; use a feeler gauge to check the fit (the gap should be less than 0.1mm);

[0066] The lead screw assembly must be entered horizontally to prevent uneven load from causing premature wear of the steering gear bearing 3; the bearing is pre-installed on the assembly, and its sealing surface must be protected during installation; after installation, gently rotate the lead screw to check whether it rotates smoothly and without jamming.

[0067] Step 3: Place and position the cushioning pad 1.

[0068] Identify the rubber layer side of the buffer pad 1, place the buffer pad 1 into the rigid end of the housing, and make it flush with the outer ring of the steering gear bearing 3. Press it lightly by hand to ensure that there is no gap between the pad and the bearing. Taking advantage of the characteristic that the outer diameter of the buffer pad 1 is smaller than the inner diameter of the housing, finely adjust its position to center it and avoid contact with the wall of the steering gear housing 5.

[0069] The rubber layer is easily damaged, and sharp tools should not be used to press it. If the pad is deformed, it should be replaced to avoid affecting the cushioning performance. The buffer pad 1 is made of "spring steel + vulcanized rubber". High temperature environment should be avoided during installation to prevent rubber aging. Ensure that the steering gear bearing 3 can directly compress the rubber layer when under force to achieve gradual cushioning.

[0070] Step 4: Secure the self-locking nut 2 and apply preload.

[0071] Apply threadlocker (such as Loctite 243) evenly to the threaded part of the self-locking nut 2, with the amount covering 70% of the thread to prevent loosening; use a torque wrench to screw the nut into the threaded end of the steering gear housing 5, and screw it in manually in the initial stage to avoid cross threads.

[0072] Tighten in stages: first pre-tighten to 50% of the standard torque, then fully tighten to the target torque; listen for any abnormal noises during the tightening process, and if any abnormalities are found, loosen the nut and check if the buffer shim 1 is offset; after installation, test the steering gear under no-load to check for any abnormal noises or vibrations.

[0073] This utility model has a simple structure and requires few tools for installation, avoiding the multiple adjustments required by traditional waveform gaskets, shortening assembly time, and ensuring the long-term stability of the buffer gasket 1 through detailed control (such as fit inspection and staged torque application).

[0074] Example 2:

[0075] The working process of the lead screw bearing buffer and shock absorption structure for a rack and pinion steering gear provided by this utility model is as follows:

[0076] Step 1, Initial Contact Stage: When the steering gear starts to move, the steering gear bearing 3 is driven by the rack force and makes slight contact with the rubber layer of the buffer pad 1. At this time, the limiting force is small and the rubber layer of the buffer pad 1 has not yet been compressed. The system is in a "pre-contact state" to avoid sudden impact, reduce the small vibration during startup, and prepare for subsequent buffering.

[0077] Step 2, Force Transmission and Buffering Stage: As the rack force increases, the steering gear bearing 3 pushes the buffer pad 1 towards the self-locking nut 2, causing the rubber layer of the buffer pad 1 to undergo compression deformation. The deformation gradually increases (maximum 0.5mm). The elastic properties of the rubber allow the impact force to be absorbed gradually rather than released instantaneously. This "progressive" buffering avoids rigid impacts and significantly reduces noise and vibration. The stress is dispersed through the rubber layer, reducing the peak load on the steering gear bearing 3, steel pad 4, and self-locking nut 2.

[0078] Step 3, Stabilization and Reset Stage: When the rack force decreases, the rubber layer of the buffer pad 1 returns to its original shape through elasticity, preparing for the next impact. The preload of the self-locking nut 2 ensures that the component does not loosen and maintains long-term reliability.

[0079] The entire working process of this utility model screw bearing buffer and shock absorption structure can be repeated, the buffer pad 1 is not easily damaged, and it is suitable for high-frequency steering operation.

[0080] Advantages of this utility model:

[0081] This invention achieves softening and decoupling of steering gear bearing impact through the principle of "elastic deformation buffer". Its working principle not only solves the noise problem of traditional wave shims, but also improves the overall performance through simple structural design. This principle is applicable to intelligent vehicles and autonomous driving scenarios and has broad application prospects.

[0082] The buffer pad of this utility model has a thin structure and small wire diameter, which occupies less axial space and is suitable for compact steering gear layout, thus achieving space optimization.

[0083] The material (spring steel + vulcanized rubber) of this utility model is low in cost and easy to install (only conventional tools are required), which reduces production costs and maintenance difficulty, resulting in high cost-effectiveness.

[0084] This utility model's rubber cushioning design avoids metal fatigue problems, extends component life, and has high reliability.

[0085] The above are merely preferred embodiments of this utility model and do not 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, characterized in that, include: The buffer pads, steel pads, steering gear bearings, and self-locking nuts installed inside the rack and pinion steering gear housing; The steel pad is fixed in the slot of the steering gear housing. The buffer pad includes a metal base and a rubber layer, with the rubber layer disposed on one side of the buffer pad; The steering gear bearing is located on the lead screw and nut assembly, between the steel pad and the buffer pad; The self-locking nut is fixed to the outside of the steering gear housing and is connected to the buffer pad by a thread, applying a preload force to the buffer pad; The steering gear bearing contacts the rubber layer of the buffer pad when the steering gear moves, and the buffering and shock absorption are achieved through the compression deformation of the rubber layer.

2. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that: The buffer pad has a closed ring structure, and its outer diameter is smaller than the inner diameter of the steering gear housing.

3. The lead screw bearing buffer and shock absorption structure according to claim 2, characterized in that: The maximum deformation of the rubber layer of the buffer pad is 0.5 mm, which is used to gradually absorb the impact load transmitted by the bearing.

4. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that: The steel pad fits into the stepped surface of the groove on the steering gear housing to prevent interference with the threads of the steering gear housing.

5. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that: When the rack force increases, the steering gear bearing is squeezed against the buffer pad, causing the rubber layer to undergo elastic deformation and avoiding rigid impact.

6. The lead screw bearing buffer and shock absorption structure according to claim 1, characterized in that: The metal substrate of the buffer pad is spring steel, and the rubber layer is bonded to the substrate through a vulcanization process.

7. A rack and pinion steering system, characterized in that: Includes the lead screw bearing buffer and shock absorption structure as described in any one of claims 1-6.

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