A method of assembling a steering system

Abstract

The application provides an assembling method of a steering system, the steering system comprising a first transmission member, a wheel connected to the first transmission member, the first transmission member comprising a wheel core; the wheel core is rotatably connected to a wheel rim stand column, a threaded part is arranged at an end of the wheel core away from the wheel rim stand column, two or more than two positioning pins are arranged between the threaded part and the wheel rim stand column, and a positioning hole matched with the positioning pin is arranged on the wheel; an end of the wheel core close to the threaded part is threadedly connected to a locking nut through the wheel; the positioning pin is inserted into the positioning hole; a step part is arranged at an end of the threaded part away from the wheel rim stand column, two insertion holes which are axially symmetrically arranged with respect to the wheel core are arranged on the step part, a dislocation prevention device is arranged between the two insertion holes, the dislocation prevention device comprises two insertion pieces, and a torsion spring is connected between the two insertion pieces; the insertion pieces are one-to-one correspondingly inserted into the insertion holes, the insertion pieces are arranged outward from the inner wall of the step part, and an end of the insertion piece outwardly extending from the insertion hole axially limits the locking nut.

Description

Technical Field

[0001] This invention relates to Formula One racing cars, and more specifically to a method for assembling a steering system. Background Technology

[0002] The steering system, used to steer the wheels, includes the steering mechanism and the wheels driven by it. Existing systems only secure the wheels with nuts and bolts, without limiting the nut's position along the bolt's axial direction. This allows the nut to move relative to the bolt, making it prone to loosening and detachment, resulting in poor wheel stability. Furthermore, the connection structure between the wheelpost and wheel hub in existing racing cars is complex.

[0003] Chinese patent application number 201921509968.1, published on May 22, 2020, discloses a racing car steering knuckle pillar structure, including a pillar body with bearings at both ends inside the pillar body, a wheel hub sleeved on the inner side of the pillar body, and a locking nut installed at one end of the pillar body. This racing car steering knuckle pillar structure is fixed to the wheel hub by the locking nut, which presses against the bearing on one side, limiting the bearing's movement away from the wheel hub. The structure is complex and assembly is complicated. Furthermore, because there is no structure within the pillar body to house the bearing, one bearing is movable between the end of the wheel hub near the locking nut and the other end of the wheel hub; resulting in poor movement efficiency between the pillar body and the wheel hub. Summary of the Invention

[0004] This invention provides a method for assembling a steering system. The wheel rim column and wheel hub are connected by bearings, which is simple to assemble. It achieves a rotatable connection between the wheel hub and the wheel rim column, while the wheel rim column limits the axial movement of the wheel hub. It can limit the wheel rim column in the direction of approaching the frame and away from the frame along the axial direction of the wheel hub. The connection between the wheel hub and the wheel rim column, and between the wheel and the wheel hub is stable.

[0005] To achieve the above objectives, the technical solution of the present invention is: a method for assembling a steering system, which is implemented through a steering system, the steering system including a driven wheel assembly, a synchronizing device and a steering device; the driven wheel assembly includes a first transmission member respectively disposed on both sides of the frame, and a wheel is connected to the first transmission member.

[0006] The first transmission component includes a wheel core, a wheel-side column, a locking nut, a rotating assembly, and an anti-disengagement device. The anti-disengagement device includes a torsion spring and two connectors. The rotating assembly includes a first bearing and a second bearing. The wheel-side column is provided with a first hinge seat, a second hinge seat, and a third hinge seat. The first hinge seat is located above the wheel core, the second hinge seat is located below the wheel core, and the first and second hinge seats coincide in the height projection direction of the wheel core. The third hinge seat is located on one side of the wheel core. The first, second, and third hinge seats are all arranged laterally along the axial direction of the wheel core. The synchronization device includes a synchronization bracket, a first transmission rod, a second transmission rod, a third transmission rod, a synchronization gear shaft, and a sleeve assembly.

[0007] The assembly method of the steering system includes the following steps:

[0008] S1. Install the synchronization bracket on the vehicle frame, install the sleeve assembly between two fixed seats, and pass the first transmission rod through the sleeve assembly. The rack of the first transmission rod corresponds to the opening of the sleeve assembly. Install the synchronization gear shaft in the sleeve assembly. The gear of the synchronization gear shaft passes through the opening and meshes with the rack. The synchronization gear shaft is connected to the steering device. One end of the first transmission rod passes through a fixed seat and is connected to the first transmission hinge. The other end of the first transmission rod passes through another fixed seat and is connected to the second transmission hinge.

[0009] S2. The first and second hinge seats of the wheel-side pillar are both hinged to the frame via connecting rods; the center line between the first and second hinge seats along the height direction of the wheel-side pillar is the swing axis of the wheel-side pillar.

[0010] S3. One end of the second transmission rod is hinged to the first transmission hinge, and the other end of the second transmission rod is hinged to the third hinge seat of a wheel-side column; one end of the third transmission rod is hinged to the second transmission hinge, and the other end of the third transmission rod is hinged to the third hinge seat of another wheel-side column; the synchronizing device drives the wheel to swing along the swing axis of the wheel-side column.

[0011] S4. Install the first bearing in the first receiving groove of the wheel-side column, and install the second bearing in the second receiving groove of the wheel-side column.

[0012] S5. One end of the wheel core passes through the first bearing, the rotating hole of the wheel side column, and the second bearing in sequence; there is an interference fit between the wheel core and the inner ring of the first bearing, and between the wheel core and the inner ring of the second bearing; the abutment between the first receiving groove and the second receiving groove limits the wheel core along the axial direction of the wheel core.

[0013] S6. Install the wheel at the end of the wheel hub away from the second bearing, and insert the locating pin on the wheel hub into the locating hole of the wheel.

[0014] S7. Install a lock nut at the end of the wheel hub closest to the wheel, and lock the lock nut onto the threaded part of the wheel hub.

[0015] S8. Install connectors in the two insertion holes of the wheel core respectively. The pressing part of the connector is pressed against the inner wall of the stepped part of the wheel core. The insertion part of the connector extends outward through the insertion hole. Connect a torsion spring between the two connectors. The end of the connector that extends outward through the insertion hole limits the locking nut along the axial direction of the wheel core.

[0016] The above method first connects the first transmission rod through the fixed seat and then to the first and second transmission hinges respectively, realizing the sliding position of the first transmission rod within the sleeve assembly. This prevents the first transmission rod from dislodging due to the synchronous gear shaft driving its movement, and also limits the swing amplitude of the first transmission component. Then, the wheel-side column is hinged to the frame via a connecting rod. The centerline between the first and second hinge seats along the height direction of the wheel-side column serves as the swing axis of the wheel-side column. The connecting rod restricts the movement of the wheel-side column along the width direction of the frame. When the synchronizing device drives the wheel-side column to move, the movement along the wheel-side column is restricted. The oscillating axis swings, thereby realizing the left and right swing of the driven wheel assembly. Then, the first bearing and the second bearing are installed on the wheel rim post, and both the first bearing and the second bearing are interference-fitted with the wheel core. When the wheel core moves axially closer to the frame, the abutment part abuts against the first bearing, thus limiting the axial movement of the wheel core. When the wheel core moves axially away from the frame, the abutment part abuts against the second bearing, thus limiting the axial movement of the wheel core. This achieves a fixed position for the wheel core. At the same time, the interference fit between the wheel core and the first and second bearings enables a rotatable connection between the wheel core and the wheel rim post, which is simple to assemble and has good stability. Then the wheel is installed onto the wheel hub; the locating pin on the wheel hub is inserted into the locating hole on the wheel, and the wheel can be rotated when the wheel hub rotates circumferentially; then the locking nut and the threaded part are used to lock the first transmission component; thus locking the wheels on both sides of the frame; at the same time, only one locking nut is used for fixation, the structure is simple, and the assembly and disassembly are quick; then the locking nut is limited by the anti-disengagement device, so that the locking nut is pressed against the first transmission component, thus achieving a stable connection between the locking nut and the transmission component.

[0017] Furthermore, a limiting block is provided on the side of the second bearing away from the first bearing, and the limiting block is provided with a limiting through hole.

[0018] Furthermore, S5 also includes: one end of the wheel core passes through the first bearing, the rotating hole of the wheel side column, and the second bearing in sequence, and then passes through the limiting hole, with an interference fit between the wheel core and the limiting hole.

[0019] The above method uses a limit stop to block the second bearing, preventing it from dislodging and further improving the connection stability between the wheel core and the wheel side post.

[0020] Furthermore, the sleeve assembly includes a mounting base, the opening is disposed in the mounting base, a receiving groove is formed in the mounting base, and the receiving groove communicates with the opening; two or more support portions are provided on the top outer wall of the mounting base, and a first connecting hole is provided on the support portion; the synchronous gear shaft is provided with a mounting bracket, and the mounting bracket is provided with two or more mounting portions, each mounting portion corresponding to a support portion, and a second connecting hole corresponding to the first connecting hole is provided in the mounting portion.

[0021] Furthermore, in S1, the synchronous gear shaft is installed in the sleeve assembly, specifically including: placing the synchronous gear shaft in the receiving groove, the mounting part abutting against the supporting part, and the mounting connector passing through the first connecting hole and the second connecting hole to connect with the mounting fastener. This achieves the installation of the synchronous gear shaft. Attached Figure Description

[0022] Figure 1 A three-dimensional schematic diagram showing the steering system of the present invention installed on a racing car.

[0023] Figure 2 A three-dimensional schematic diagram of the steering system for implementing the present invention.

[0024] Figure 3 A three-dimensional schematic diagram of the synchronization device in the steering system of the present invention.

[0025] Figure 4 A three-dimensional schematic diagram showing the elimination of the second and third transmission rods in the synchronization device of the steering system of the present invention.

[0026] Figure 5 A schematic diagram illustrating the connection between the wheel and the first transmission component in the steering system of the present invention.

[0027] Figure 6 An exploded view of the wheel, first transmission component, and locking nut in the steering system of this invention.

[0028] Figure 7 A three-dimensional schematic diagram of the wheel in the steering system of the present invention.

[0029] Figure 8 An exploded view of the first transmission component in the steering system of the present invention.

[0030] Figure 9 A cross-sectional view showing the connection between the wheel hub and the wheel-side column in the steering system of this invention.

[0031] Figure 10 This is a sectional view of the wheel hub and wheel-side column in the steering system of the present invention. Detailed Implementation

[0032] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0033] like Figure 1-10 The diagram illustrates a method for assembling a steering system. The steering system is mounted on a racing car, which includes a chassis 1. The steering system includes a driven wheel assembly 51. Each driven wheel assembly 51 includes first transmission members 53 respectively disposed on both sides of the chassis 1. Wheels 54 are connected to the first transmission members 53. A synchronizing device 55 is connected between the two first transmission members 53 and is connected to a steering device 56. Synchronous steering of the two wheels 54 is achieved through the synchronizing device 55.

[0034] The first transmission component 53 includes a wheel core 531 and a wheel-side column 532. The wheel-side column 532 is oscillatingly connected to the frame 1. The wheel core 531 passes through the wheel-side column 532 and is rotatably connected to the wheel-side column 532 through a rotating assembly.

[0035] The wheel-side post 532 includes a rotating hole 5321, a first receiving groove 5322 on one side of the rotating hole 5321, and a second receiving groove 5323 on the other side of the rotating hole 5321. A stop portion 5324 is formed between the first receiving groove 5322 and the second receiving groove 5323. The rotating assembly includes a first bearing 541 and a second bearing 542. The first bearing 541 is disposed in the first receiving groove 5322, and the second bearing 542 is disposed in the second receiving groove 5323. The side of the outer ring of the first bearing 541 abuts against the stop portion 5324, and the side of the outer ring of the second bearing 542 abuts against the stop portion 5324.

[0036] One end of the wheel core 531 passes through the first bearing 541, the second bearing 542, and the rotating hole 5321. The wheel core 531 is interference-fitted with the inner ring of the first bearing 541 and with the inner ring of the second bearing 542. The outer ring of the first bearing 541 fits against the inner wall of the first receiving groove 5322; the outer ring of the second bearing 542 fits against the inner wall of the second receiving groove 5323. Through the interference fit between the wheel core 531 and the inner rings of the first bearing 541 and the second bearing 542, the first bearing 541 and the second bearing 542 are axially fixed on the wheel core 531. The abutment part 5324 abuts against the axially fixed first bearing 541 and second bearing 542, thus limiting the axial movement of the wheel core 531 and achieving a rotatable connection between the wheel core 531 and the wheel edge post 532.

[0037] A limiting block 543 is provided on the side of the second bearing 542 away from the first bearing 541. The limiting block 543 has a limiting through hole 5431. The wheel core 531 passes through the limiting through hole 5431 and is interference-fitted with the limiting through hole 5431. The limiting block 543 blocks the second bearing 542 to prevent the second bearing 542 from dislodging, and further improves the connection stability between the wheel core 531 and the wheel side column 532.

[0038] The wheel-side post 532 has a first hinge seat 5325 at its top and a second hinge seat 5326 at its bottom. The first hinge seat 5325 is located above the wheel core 531, and the second hinge seat 5326 is located below the wheel core 531. The first and second hinge seats coincide in the height projection direction of the wheel core. A third hinge seat 5327 is also provided on the wheel-side post 532, located on one side of the wheel core 531. The first hinge seat 5325, the second hinge seat 5326, and the third hinge seat 5327 are all arranged laterally along the axial direction of the wheel core 531. The third hinge seat 5327 is connected to the synchronization device 55. (Refer to...) Figure 1 As shown; the first hinge seat 5325 and the second hinge seat 5326 are hinged to the frame via a connecting rod 57, as shown in the reference. Figure 1 As shown, the wheel-side column 532 can swing left and right relative to the frame along the length of the frame. The third hinge seat 5327 is driven by the synchronization device 55 to move, thereby realizing the swing of the wheel-side column 532, and thus the swing of the wheel 54.

[0039] The synchronization device 55 includes a synchronization bracket 550, a first transmission rod 551, a second transmission rod 552, a third transmission rod 553, a synchronization gear shaft 554, and a sleeve assembly 555. Fixed seats 5501 are respectively provided at both ends of the synchronization bracket 550, and the sleeve assembly 555 is fixed between the two fixed seats 5501. The first transmission rod 551 passes through the sleeve assembly 555, and one end of the first transmission rod 551 passes through a fixed seat 5501 and connects to a transmission hinge member 5512. The transmission hinge member 5512 is hinged to the second transmission rod 552. Connect the first transmission rod 551; the other end slides through another fixed seat 5501 and connects to the second transmission hinge 5513, the second transmission hinge 5513 is hinged to the third transmission rod 553; the first transmission rod 551 is slidably mounted on the two fixed seats 5501; the first transmission hinge 5512 and the second transmission hinge 5513 limit the sliding of the first transmission rod 551; the second transmission rod 552 is hinged to the third hinge seat 5327 of a first transmission member; the third transmission rod 553 is hinged to the third hinge seat 5327 of another first transmission member.

[0040] A rack 5511 is provided on one side of the first transmission rod 551. The sleeve assembly 555 includes a mounting base 5551, in which a receiving groove 5552 is formed. An opening 5553 is provided on one side of the receiving groove 5552. The opening 5552 corresponds to the rack 5511 and communicates with the receiving groove 5552. Two or more support portions 5554 are provided on the top outer wall of the mounting base 5551. A first connecting hole 5555 is provided on the support portion 5554. The synchronous gear shaft 554 is provided with a mounting bracket 5541. Two or more mounting portions 5542 are provided on the mounting bracket 5541. The mounting portions 5541 correspond one-to-one with the support portions 5554. A second connecting hole 5543 corresponding to the first connecting hole 5555 is provided in the mounting portion 5541. Mounting bracket 5541 is mounted on mounting base 5551. Mounting part 5542 abuts against support part 5554. Mounting connector (not shown in the figure) passes through first connecting hole 5555 and second connecting hole 5543 and connects to mounting fastener (not shown in the figure). Synchronous gear shaft 554 is disposed in receiving groove of mounting base 5551. Gear of synchronous gear shaft 554 passes through opening 5552 and meshes with rack 5511. In this embodiment, mounting connector is bolt and mounting fastener is nut.

[0041] The synchronous gear shaft 554 is connected to the steering device; the steering device drives the synchronous gear shaft 554 to rotate, the synchronous gear shaft 554 drives the first transmission rod 551 to slide, and the first transmission rod 551 drives the first transmission rod 551 and the second transmission rod 552 to move synchronously; thus realizing the synchronous steering of the two wheels 54.

[0042] A threaded portion 5311 is provided at the end of the wheel core 531 away from the wheel rim post 532. The end of the wheel core 531 near the threaded portion 5311 passes through the wheel 54 and is threadedly connected to the locking nut 533. Two or more locating pins 5312 are provided between the threaded portion 5311 and the wheel rim post 532. The wheel 54 has locating holes 541 that mate with the locating pins 5312, and the locating pins 5312 are inserted into the locating holes 541. The rotating wheel core 531 drives the wheel 54 to rotate. A stepped portion 5313 is provided at the end of the threaded portion 5311 away from the wheel rim post 532. The diameter of the stepped portion 5313 is smaller than the diameter of the threaded portion 5311.

[0043] Two axially symmetrical insertion holes 5314 are provided on the step portion 5313 about the wheel core 531. An anti-disengagement device 58 is provided in the two insertion holes 5314, which axially limits the locking nut 533. The locking nut 533 is locked by cooperating with the threaded portion 5311; thus locking the wheels 5454 on both sides of the frame 1; and only one locking nut 533 is used for fixation, which is simple in structure and quick to assemble and disassemble; at the same time, the locking nut 533 is limited by the anti-disengagement device 58, so that the locking nut 533 is pressed against the first transmission member 53, thus achieving a stable connection between the locking nut 533 and the transmission member.

[0044] The anti-dislocation device 58 includes two connectors 581, each corresponding to a connector hole 5314. The connectors 581 are inserted outwards from the inner wall of the stepped portion 5313. Each connector 581 includes a connector portion 582 and a clamping portion 583. The connector portion 582 is located on one side of the clamping portion 583. The connector portion 582 matches the size of the connector hole 5314 but is smaller than the clamping portion 583. The connector portion 582 passes through the connector hole 5314. The pressing part 583 is blocked from the inner wall of the step part 5313; the pressing part 583 is provided with a locking hole 5831, and the two plug-in parts 581 are connected by a torsion spring 584. One lever arm of the torsion spring 584 is connected to one locking hole 5831, and the other lever arm of the torsion spring 584 is connected to another locking hole 5831; under the elastic force of the torsion spring 584, the pressing parts 583 of the two plug-in parts 581 are pressed against the inner wall of the step part 5313.

[0045] The insertion part 582 extends through the insertion hole 5314 to the outside of the stepped part 5313. The insertion part 582 blocks the locking nut 533, thereby limiting the axis of the locking nut 533. At the same time, the two insertion parts 581 are connected by a torsion spring 584. The torsion spring 584 exerts pressure on the two insertion parts 581 under its own elastic force, so that the two pressing parts 583 are pressed against the inner wall of the stepped part 5313 at the same time. The structure is simple.

[0046] The assembly method of the steering system includes the following steps:

[0047] S1. Install the synchronizing bracket on the vehicle frame, install the sleeve assembly between the two fixed seats, and pass the first transmission rod through the sleeve assembly. The rack of the first transmission rod corresponds to the opening of the sleeve assembly. Then, place the synchronizing gear shaft in the receiving groove, with the mounting part abutting against the supporting part. The mounting connector passes through the first connecting hole and the second connecting hole and connects to the mounting fastener. The gear of the synchronizing gear shaft passes through the opening and meshes with the rack. The synchronizing gear shaft is connected to the steering device. One end of the first transmission rod passes through a fixed seat and connects to the first transmission hinge, and the other end of the first transmission rod passes through another fixed seat and connects to the second transmission hinge.

[0048] S2. The first and second hinge seats of the wheel-side pillar are both hinged to the frame via connecting rods; the center line between the first and second hinge seats along the height direction of the wheel-side pillar is the swing axis of the wheel-side pillar.

[0049] S3. One end of the second transmission rod is hinged to the first transmission hinge, and the other end of the second transmission rod is hinged to the third hinge seat of a wheel-side column; one end of the third transmission rod is hinged to the second transmission hinge, and the other end of the third transmission rod is hinged to the third hinge seat of another wheel-side column; the synchronizing device drives the wheel to swing along the swing axis of the wheel-side column.

[0050] S4. Install the first bearing in the first receiving groove of the wheel-side column, and install the second bearing in the second receiving groove of the wheel-side column.

[0051] S5. One end of the wheel core passes through the first bearing, the rotating hole of the wheel edge column, the second bearing, and the limiting through hole of the limiting block in sequence; there is an interference fit between the wheel core and the inner ring of the first bearing, between the wheel core and the inner ring of the second bearing, and between the wheel core and the limiting through hole; the abutment between the first receiving groove and the second receiving groove limits the wheel core along the axial direction of the wheel core.

[0052] S6. Install the wheel at the end of the wheel hub away from the second bearing, with the locating pin on the wheel hub inserted into the locating hole of the wheel.

[0053] S7. Install a lock nut at the end of the wheel hub closest to the wheel, and lock the lock nut onto the threaded part of the wheel hub.

[0054] S8. Install connectors in the two insertion holes of the wheel core respectively. The pressing part of the connector is pressed against the inner wall of the stepped part of the wheel core. The insertion part of the connector extends outward through the insertion hole. Connect a torsion spring between the two connectors. The end of the connector that extends outward through the insertion hole limits the locking nut along the axial direction of the wheel core.

[0055] The above method first connects the first transmission rod through the fixed seat and then to the first and second transmission hinges respectively, realizing the sliding position of the first transmission rod within the sleeve assembly. This prevents the first transmission rod from dislodging due to the synchronous gear shaft driving its movement, and also limits the swing amplitude of the first transmission component. Then, the wheel-side column is hinged to the frame via a connecting rod. The centerline between the first and second hinge seats along the height direction of the wheel-side column serves as the swing axis of the wheel-side column. The connecting rod restricts the movement of the wheel-side column along the width direction of the frame. When the synchronizing device drives the wheel-side column to move, the movement along the wheel-side column is restricted. The oscillating axis swings, thereby realizing the left and right swing of the driven wheel assembly. Then, the first bearing and the second bearing are installed on the wheel rim post, and both the first bearing and the second bearing are interference-fitted with the wheel core. When the wheel core moves axially closer to the frame, the abutment part abuts against the first bearing, thus limiting the axial movement of the wheel core. When the wheel core moves axially away from the frame, the abutment part abuts against the second bearing, thus limiting the axial movement of the wheel core. This achieves a fixed position for the wheel core. At the same time, the interference fit between the wheel core and the first and second bearings enables a rotatable connection between the wheel core and the wheel rim post, which is simple to assemble and has good stability. Then the wheel is installed onto the wheel hub; the locating pin on the wheel hub is inserted into the locating hole on the wheel, and the wheel can be rotated when the wheel hub rotates circumferentially; then the locking nut and the threaded part are used to lock the first transmission component; thus locking the wheels on both sides of the frame; at the same time, only one locking nut is used for fixation, the structure is simple, and the assembly and disassembly are quick; then the locking nut is limited by the anti-disengagement device, so that the locking nut is pressed against the first transmission component, thus achieving a stable connection between the locking nut and the transmission component.

Claims

1. A method of assembling a steering system, characterised in that: The steering system is realized by a steering system, which comprises a driven wheel assembly, a synchronization device and a steering device; the driven wheel assembly comprises first transmission members arranged on both sides of a vehicle frame respectively, and wheels connected to the first transmission members; The first transmission member comprises a wheel core, a wheel edge stand, a locking nut, a rotating assembly and an anti-dislocation device; the anti-dislocation device comprises a torsion spring and two plug-in members; the rotating assembly comprises a first bearing and a second bearing; the wheel edge stand is provided with a first hinged seat, a second hinged seat and a third hinged seat; the first hinged seat is located above the wheel core, the second hinged seat is located below the wheel core, the first hinged seat and the second hinged seat coincide in the height projection direction of the wheel core, and the third hinged seat is located on one side of the wheel core; the first hinged seat, the second hinged seat and the third hinged seat are all arranged transversely along the axial direction of the wheel core; the synchronization device comprises a synchronization bracket, a first transmission rod, a second transmission rod, a third transmission rod, a synchronization gear shaft and a sleeve assembly; The assembly method of the steering system comprises the following steps: S1, the synchronization bracket is installed on the vehicle frame, the sleeve assembly is installed between the two fixed seats, the first transmission rod is arranged in the sleeve assembly, the rack of the first transmission rod corresponds to the opening of the sleeve assembly; the synchronization gear shaft is installed in the sleeve assembly, the gear of the synchronization gear shaft passes through the opening and engages with the rack; the synchronization gear shaft is connected with the steering device; one end of the first transmission rod passes through one fixed seat and is connected with the transmission hinged member one, and the other end of the first transmission rod passes through the other fixed seat and is connected with the transmission hinged member two; S2, the first hinged seat and the second hinged seat of the wheel edge stand are hinged with the vehicle frame through connecting rods; the center line of the first hinged seat and the second hinged seat in the height direction of the wheel edge stand is the swing axis of the wheel edge stand; S3, one end of the second transmission rod is hinged with the transmission hinged member one, and the other end of the second transmission rod is hinged with the third hinged seat of one wheel edge stand; one end of the third transmission rod is hinged with the transmission hinged member two, and the other end of the third transmission rod is hinged with the third hinged seat of the other wheel edge stand; the synchronization device drives the wheels to swing along the swing axis of the wheel edge stand; S4, the first bearing is installed in the first accommodating groove of the wheel edge stand, and the second bearing is installed in the second accommodating groove of the wheel edge stand; S5, one end of the wheel core passes through the first bearing, the rotating hole of the wheel edge stand and the second bearing in sequence; the wheel core is in interference fit with the inner ring of the first bearing and the inner ring of the second bearing; the resisting part between the first accommodating groove and the second accommodating groove limits the wheel core in the axial direction of the wheel core; S6, the wheel is installed on one end of the wheel core away from the second bearing, and the positioning pin on the wheel core is inserted into the positioning hole of the wheel; S7, the locking nut is installed on one end of the wheel core close to the wheel, and the locking nut is locked on the threaded part of the wheel core; S8, the two insertion holes of the wheel core are respectively installed with the insertion pieces, the compression of the compression part of the insertion piece is in the inner wall of the step part of the wheel core, the insertion part of the insertion piece extends outward through the insertion hole; the torsion spring is connected between the two insertion pieces, the insertion piece is limited to the lock nut along the axial direction of the wheel core from the end extending outward through the insertion hole; the wheel rim upright can swing left and right relative to the frame along the length direction of the frame; the third hinge seat is driven by the synchronous device to move, the swinging of the wheel rim upright is realized, and the swinging of the wheel is realized, the insertion piece is outwardly inserted from the inner wall of the step part, the insertion piece comprises an insertion part and a compression part, the insertion part is arranged on one side of the compression part, the insertion part is matched with the size of the insertion hole and is smaller than the compression part, the insertion part passes through the insertion hole and resists the compression part from the inner wall of the step part; the locking hole is arranged on the compression part, the two insertion pieces are connected by the torsion spring, one force arm of the torsion spring is connected with one locking hole, and the other force arm of the torsion spring is connected with the other locking hole; the compression parts of the two insertion pieces are compressed on the inner wall of the step part under the elastic force of the torsion spring.

2. A method of assembling a steering system according to claim 1, characterised in that: A limiting stop block is arranged on the side of the second bearing away from the first bearing, and the limiting stop block is provided with a limiting through hole.

3. A method of assembling a steering system according to claim 2, wherein: S5 further comprises: one end of the wheel core passes through the first bearing, the rotating hole of the wheel rim upright, and the second bearing in sequence, and is arranged in the limiting through hole, and the wheel core is in interference fit with the limiting through hole.

4. The method of claim 1, wherein: The sleeve assembly comprises a mounting seat, the opening is arranged in the mounting seat, a containing groove is formed in the mounting seat, and the containing groove is communicated with the opening; two or more supporting portions are arranged on the outer wall of the top of the mounting seat, and a first connecting hole is arranged on each supporting portion; the synchronous gear shaft is provided with a mounting bracket, two or more mounting portions are arranged on the mounting bracket, the mounting portions correspond to the supporting portions one by one, and a second connecting hole corresponding to the first connecting hole is arranged in each mounting portion.

5. A method of assembling a steering system according to claim 4, wherein: In S1, the synchronous gear shaft is installed in the sleeve assembly, specifically including: placing the synchronous gear shaft in the containing groove, the mounting portions abut against the supporting portions, and the mounting connecting piece is connected with the mounting fixing piece through the first connecting hole and the second connecting hole.

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