Cross-country vehicle steering drag link with damping and limiting structure

Abstract

The utility model discloses an off -road vehicle steering pull rod with shock attenuation and spacing structure belongs to the field of automobile manufacturing technology. It mainly includes: including pull rod main part and ball head pole, the pull rod main part inside is equipped with cavity and connecting chamber, and both intercommunication, the one end of ball head pole is equipped with ball head seat, and the other end embeds in connecting chamber, wherein, the connecting chamber inner wall and ball head pole between embed shock attenuation rubber bushing. The utility model discloses through to the traditional steering pull rod structure optimization, sets up bushing buffer structure at its pull rod main part and ball head pole's connecting place, makes vehicle to be able to satisfy the normal steering intention of driver, and when, bushing deforms and absorbs impact, protects the steering gear of vehicle to receive big impact process, reduces steering wheel beat hand phenomenon. In addition, through the design rigid spacing structure and anchoring component cooperation, ensure that rubber bushing fails and pull rod main part will not fall off, has improved the driving safety. The utility model mainly is used to the structural optimization of steering pull rod.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive steering systems, and more specifically, it relates to an off-road vehicle steering tie rod with shock absorption and limiting structure. Background Technology

[0002] In the driving system of off-road vehicles, the steering tie rod, as a key transmission component connecting the steering gear and the wheel steering knuckles, primarily functions to transmit the steering torque input by the driver through the steering wheel, driving the wheels to deflect along a preset trajectory and ensuring synchronized steering movements of the left and right wheels. This directly affects the vehicle's steering response speed and handling stability. With the popularization of off-road sports and the diversification of off-road conditions, when vehicles travel on complex road surfaces such as cobblestone roads and continuous cross-axle obstacles, the wheels are prone to significant longitudinal or lateral swaying due to road bumps, depressions, or impacts from obstacles. This, in turn, applies instantaneous, high-frequency impact loads to the steering tie rod, placing higher demands on its structural design.

[0003] However, most off-road vehicle steering tie rods currently on the market use an integrated rigid rod structure. While this type of structure can meet the steering torque transmission requirements on conventional paved roads, it lacks buffering or shock absorption design for complex off-road conditions. Specifically, during off-road driving, due to the complex and ever-changing road environment, the impact load on the wheels is directly transmitted to the rigid steering tie rod through the steering knuckle. The rigid tie rod cannot absorb or buffer this impact energy, leading to the following key problems: On the one hand, the instantaneous and large impact load is directly transmitted to the vehicle's steering gear. Over time, repeated impacts can cause wear and tear on the internal gears, racks, or ball joints, and may even lead to cracks in the steering gear housing or transmission failure. In severe cases, this can cause the vehicle to lose steering control, posing a significant threat to driving safety. On the other hand, the vibration generated by the impact is transmitted along the steering tie rod to the steering wheel, causing it to rotate unexpectedly and excessively, a phenomenon known in the industry as "hand kicking." This not only significantly reduces driver comfort but may also lead to driver fatigue or temporary loss of control, further increasing the operational risks during off-road driving.

[0004] In existing technologies, while steering tie rods for ordinary passenger cars occasionally incorporate simple dustproof or lightweight designs, no dedicated shock-absorbing structures have been developed for the high-impact conditions of off-road vehicles. Some vehicles only strengthen the material of the steering tie rod to resist impacts, but this fails to fundamentally solve the problem of impact energy transmission. In fact, excessive tie rod rigidity may cause impact loads to concentrate on the steering gear or wheel steering knuckles, exacerbating wear on other components. In summary, the current rigid structure design of off-road vehicle steering tie rods can no longer meet the safety and comfort requirements under complex off-road conditions. There is an urgent need for an improved steering tie rod structure that can effectively absorb impact energy and prevent steering gear failure and steering wheel "kickback." Utility Model Content

[0005] The technical problem this invention aims to solve is to overcome the shortcomings of existing technologies and provide an off-road vehicle steering tie rod with shock absorption and limiting structures. The traditional steering tie rod structure is optimized by incorporating a bushing buffer structure at the connection between the tie rod body and the ball joint. This allows the vehicle to meet the driver's normal steering intentions while the bushing deforms to absorb impacts during large impacts, protecting the steering gear and reducing steering wheel kickback. Furthermore, by designing a rigid limiting structure in conjunction with the anchoring components, the tie rod body will not detach in the event of rubber bushing failure, thus improving driving safety.

[0006] The aforementioned off-road vehicle steering tie rod with shock absorption and limiting structure includes a tie rod body and a ball joint rod. The tie rod body has a cavity and a connecting cavity inside, and the two are interconnected. One end of the ball joint rod has a ball joint seat, and the other end is embedded in the connecting cavity. A shock-absorbing rubber bushing is embedded between the inner wall of the connecting cavity and the ball joint rod.

[0007] Preferably, the outer wall of the shock-absorbing rubber bushing is provided with a first groove that fits into the inner wall of the connecting cavity; the inner wall of the shock-absorbing rubber bushing is provided with a second groove that fits into the outer wall of the ball head rod.

[0008] Preferably, the connecting cavity is provided with multiple limiting teeth surrounding its inner wall, and the limiting teeth are engaged with the first slot.

[0009] Preferably, the outer wall of the ball joint embedded in the connecting cavity is provided with multiple teeth that surround its outer wall, and the teeth engage with the second slot.

[0010] Preferably, an anchoring through hole is provided between the cavity and the connecting cavity, and an anchoring component is provided in the anchoring through hole.

[0011] Preferably, the anchoring assembly includes a cup and an anchoring screw. The cup is embedded in the cavity from one end of the pull rod body and is fixedly connected to the anchoring through hole. The anchoring screw is embedded in the cup from one end and protrudes into the connecting cavity and is fixedly connected to the end of the ball head rod.

[0012] Compared with the prior art, the beneficial effects of this utility model are: 1. The traditional steering tie rod structure is optimized by installing a bushing buffer structure at the connection between the tie rod body and the ball joint. This allows the vehicle to meet the driver's normal steering intentions while the bushing deforms to absorb the impact during a large impact, protecting the steering gear and reducing steering wheel kickback.

[0013] 2. By designing a rigid limiting structure that works in conjunction with the anchoring components, the tie rod body will not fall off when the rubber bushing fails, thus improving driving safety. Attached Figure Description

[0014] Figure 1 This is the front view of the present invention; Figure 2 This is an assembly diagram of the present invention; Figure 3 This is a cross-sectional structural diagram of the present invention; Figure 4 This is a schematic diagram of the shock-absorbing rubber bushing structure of this utility model.

[0015] In the diagram, 1 is the main body of the tie rod; 11 is the cavity; 12 is the connecting cavity; 121 is the limiting tooth; 13 is the anchoring through hole; 2 is the ball head rod; 21 is the ball head seat; 22 is the tooth; 3 is the shock-absorbing rubber bushing; 31 is the first slot; 32 is the second slot; 4 is the anchoring assembly; 41 is the cup; and 42 is the anchoring screw. Detailed Implementation

[0016] The present invention will be further described below with reference to the accompanying drawings: The directional terms used in the detailed description paragraphs are only for the convenience of those skilled in the art to understand the technical solutions described in this application based on the visual orientation shown in the accompanying drawings. Unless otherwise expressly specified and limited, the terms "setting," "installation," "connection," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0017] like Figures 1 to 4As shown, an off-road vehicle steering tie rod with shock absorption and limiting structure includes a tie rod body 1 and a ball joint 2. The tie rod body 1 has a cavity 11 and a connecting cavity 12 inside, and the two are interconnected. One end of the ball joint 2 has a ball joint seat 21, and the other end is embedded in the connecting cavity 12. A shock-absorbing rubber bushing 3 is embedded between the inner wall of the connecting cavity 12 and the ball joint 2. In this way, by adding a shock-absorbing rubber bushing 3 at the connection between the tie rod body 1 and the ball joint 2 as a buffer structure, while the vehicle can meet the driver's steering intention, the bushing will absorb the impact through deformation when the vehicle is impacted, thereby achieving the purpose of protecting the steering gear and reducing the steering wheel "kickback" phenomenon (i.e., steering backlash).

[0018] like Figures 2 to 4 As shown, the outer wall of the shock-absorbing rubber bushing 3 is provided with a first groove 31 that fits into the inner wall of the connecting cavity 12; the inner wall of the shock-absorbing rubber bushing 3 is provided with a second groove 32 that fits into the outer wall of the ball joint 2. In this way, the shock-absorbing rubber bushing 3 can be firmly fixed between the tie rod body 1 and the ball joint 2 through the first groove 31 and the second groove 32. It is not easy to fall out between the tie rod body 1 and the ball joint 2 during vehicle steering and impact and deformation buffering, thus ensuring the effectiveness of the shock-absorbing rubber bushing 3.

[0019] like Figure 3 As shown, the connecting cavity 12 is provided with multiple limiting teeth 121 surrounding its inner wall, and the limiting teeth 121 engage with the first slot 31. Thus, the number of first slots 31 matches the number of limiting teeth 121. When the limiting teeth 121 and the first slots 31 engage, multiple fixed positions are formed between the outer wall of the shock-absorbing rubber bushing 3 and the inner wall of the connecting cavity 12, making it difficult for the shock-absorbing rubber bushing 3 to detach from the tie rod body 1.

[0020] like Figure 3 As shown, the outer wall of the ball joint 2, which is embedded in the connecting cavity 12, is provided with multiple teeth 22 surrounding its outer wall, and the teeth 22 engage with the second slot 32. Thus, the number of second slots 32 matches the number of teeth 22. When the teeth 22 and the second slots 32 engage, multiple fixing positions are formed between the inner wall of the shock-absorbing rubber bushing 3 and the outer wall of the ball joint 2, making it difficult for the shock-absorbing rubber bushing 3 to detach from the ball joint 2.

[0021] like Figure 3 As shown, an anchoring through hole 13 is provided between the cavity 11 and the connecting cavity 12, and an anchoring component 4 is provided in the anchoring through hole 13. In this way, the anchoring component 4 can further improve the axial connection stability between the tie rod body 1 and the ball joint 2. Even if the shock-absorbing rubber bushing 3 completely fails, it can ensure that the ball joint 2 is not easily separated from the tie rod body 1, thus ensuring driving safety.

[0022] like Figure 3 As shown, the anchoring assembly 4 includes a cup 41 and an anchoring screw 42. The cup 41 is embedded in the cavity 11 from one end of the pull rod body 1 and is fixedly connected to the anchoring through hole 13. The anchoring screw 42 is embedded in the cup 41 from one end and protrudes into the connecting cavity 12, where it is fixedly connected to the end of the ball head rod 2. Thus, while the anchoring screw 42 axially fixes the pull rod body 1 and the ball head rod 2, it also moves slightly with the ball head rod 2. To avoid unnecessary wear caused by direct contact between the anchoring screw 42 and the anchoring through hole 13, a cup 41 is embedded in the anchoring through hole 13. The cup 41 not only prevents direct contact between the anchoring screw 42 and the anchoring through hole 13, improving the service life of both the anchoring screw 42 and the pull rod body 1, but also reduces the impact of the anchoring screw 42 on the anchoring through hole 13, thus achieving a buffering effect.

[0023] Finally, although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A steering tie rod for off-road vehicles with shock absorption and limiting structure, comprising a tie rod body (1) and a ball joint (2), characterized in that: The pull rod body (1) has a cavity (11) and a connecting cavity (12) inside, and the two are connected to each other; one end of the ball head rod (2) is provided with a ball head seat (21), and the other end is embedded in the connecting cavity (12); wherein, a shock-absorbing rubber bushing (3) is embedded between the inner wall of the connecting cavity (12) and the ball head rod (2).

2. The off-road vehicle steering tie rod with shock absorption and limiting structure according to claim 1, characterized in that: The outer wall of the shock-absorbing rubber bushing (3) is provided with a first groove (31) that fits into the inner wall of the connecting cavity (12); the inner wall of the shock-absorbing rubber bushing (3) is provided with a second groove (32) that fits into the outer wall of the ball head rod (2).

3. The off-road vehicle steering tie rod with shock absorption and limiting structure according to claim 1, characterized in that: The connecting cavity (12) is provided with multiple limiting teeth (121) surrounding its inner wall, and the limiting teeth (121) are engaged with the first slot (31).

4. The off-road vehicle steering tie rod with shock absorption and limiting structure according to claim 1, characterized in that: The ball head rod (2) is embedded in the connecting cavity (12) and has multiple teeth (22) surrounding its outer wall, and the teeth (22) are engaged with the second slot (32).

5. The off-road vehicle steering tie rod with shock absorption and limiting structure according to claim 1, characterized in that: An anchoring through hole (13) is provided between the cavity (11) and the connecting cavity (12), and an anchoring component (4) is provided in the anchoring through hole (13).

6. The off-road vehicle steering tie rod with shock absorption and limiting structure according to claim 5, characterized in that: The anchoring assembly (4) includes a cup (41) and an anchoring screw (42). The cup (41) is embedded in the cavity (11) by one end of the pull rod body (1) and is fixedly connected to the anchoring through hole (13). The anchoring screw (42) is embedded in one end of the cup (41) and protrudes into the connecting cavity (12) and is fixedly connected to the end of the ball head rod (2).

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