Steering gear and steering system

Abstract

The present application relates to a kind of steering gear and steering system.The steering gear includes housing assembly, input shaft, output shaft, transmission assembly rotatably connected to the rotating shell and adjusting assembly, housing assembly includes fixed shell and rotating shell rotatably connected to fixed shell, input shaft and the output shaft are rotatably connected to rotating shell respectively, and input shaft can drive output shaft reverse rotation by means of transmission assembly, steering gear has first mode, second mode and third mode, adjusting assembly is configured to be able to operatively make steering gear from one of first mode, second mode and third mode switch to another one thereof.When steering gear is in first mode, rotating shell is connected with fixed shell by adjusting assembly, when steering gear is in second mode, rotating shell is connected with output shaft by adjusting assembly, when steering gear is in third mode, output shaft is connected with fixed shell by adjusting assembly.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle steering, in particular to a steering gear and a steering system. BACKGROUND

[0002] The steering system of a vehicle is a series of devices used to change or maintain the direction of the vehicle when driving or reversing. The steering system of a vehicle in the related art is generally composed of a steering control assembly and a transmission mechanism, wherein the steering control assembly is mainly used to control the steering direction, and the transmission mechanism is mainly used to increase the steering torque and transmit the steering torque to the axle of the vehicle to realize steering. However, the steering mode of the steering system in the related art is relatively single, and it is difficult to meet the steering needs of users. SUMMARY

[0003] Therefore, it is necessary to provide a steering gear and a steering system to solve the problem of the single steering mode of the steering system in the related art.

[0004] The housing assembly includes a fixed housing and a rotating housing rotatably connected to the fixed housing.

[0005] The input shaft, the output shaft, and the transmission assembly rotatably connected to the rotating housing, the input shaft and the output shaft are rotatably connected to the rotating housing, and the input shaft can drive the output shaft to rotate in the opposite direction by means of the transmission assembly.

[0006] The adjustment assembly is configured to be capable of operatively switching the steering gear from one of the first mode, the second mode, and the third mode to another.

[0007] When the steering gear is in the first mode, the rotating housing is connected to the fixed housing through the adjustment assembly.

[0008] When the steering gear is in the second mode, the rotating housing is connected to the output shaft through the adjustment assembly.

[0009] When the steering gear is in the third mode, the output shaft is connected to the fixed housing through the adjustment assembly.

[0010] The steering gear provided by the present application is used to adjust the rotation direction of the output shaft relative to the input shaft. Specifically, the input shaft and the output shaft can rotate relative to the rotating housing, and the input shaft can drive the output shaft to rotate in the opposite direction by means of the transmission assembly. At this time, the input shaft and the output shaft rotate in opposite directions, and the adjustment assembly can drive the steering gear to switch between the first mode, the second mode, and the third mode.

[0011] When the steering gear is in the first mode, the rotating shell is connected to the fixed shell through the adjusting assembly, at this time the input shaft transmits driving force to the output shaft through the transmission assembly, and the output shaft and the input shaft rotate in opposite directions; when the steering gear is in the second mode, the rotating shell is connected to the output shaft through the adjusting assembly, at this time the rotating shell and the output shaft are fixed to each other and rotate together around the fixed shell, the input shaft transmits driving force to the output shaft through the transmission assembly and drives the output shaft and the input shaft to rotate in the same direction; when the steering gear is in the third mode, the output shaft is connected to the fixed shell through the adjusting assembly, and the output shaft is fixed and the input shaft rotates alone.

[0012] The input shaft can be drivingly connected to the front axle of the vehicle, and the output shaft can be drivingly connected to the rear axle of the vehicle, so that the steering directions of the front axle and the rear axle of the vehicle can be adjusted by the steering gear provided by the application, thereby enriching the steering modes of the steering system of the vehicle and meeting the steering requirements of different vehicles under different working conditions.

[0013] In one of the embodiments, the adjusting assembly comprises an engagement lock ring configured to be operable to move along the axis direction of the input shaft to connect the rotating shell and the fixed shell respectively, or to connect the rotating shell and the output shaft respectively, or to connect the output shaft and the fixed shell respectively.

[0014] In one of the embodiments, the adjusting assembly comprises a first engagement member and a second engagement member arranged in sequence along the axis direction of the input shaft, the first engagement member is connected to the fixed shell, and the second engagement member is connected to the rotating shell.

[0015] In the first mode of the steering gear, the engagement lock ring connects the first engagement member and the second engagement member respectively.

[0016] In one of the embodiments, the adjusting assembly comprises a third engagement member arranged on the side of the second engagement member away from the first engagement member along the axis direction of the input shaft, and the third engagement member is connected to the output shaft.

[0017] In the second mode of the steering gear, the engagement lock ring connects the second engagement member and the third engagement member respectively.

[0018] In one of the embodiments, the adjusting assembly comprises a fourth engagement member arranged on the side of the third engagement member away from the second engagement member along the axis direction of the input shaft, and the fourth engagement member is connected to the fixed shell.

[0019] In the third mode of the steering gear, the engagement lock ring connects the third engagement member and the fourth engagement member respectively.

[0020] In one of the embodiments, the fixed shell comprises a first shell and a second shell arranged on the side of the first shell along the axis direction of the input shaft.

[0021] The first housing has a first end connected to the second housing, and a second end spaced apart from the first end along the axis direction of the input shaft;

[0022] The rotating housing is rotatably connected to the second end of the first housing at one end along the axis direction of the input shaft, and the other end of the rotating housing along the axis direction of the input shaft penetrates the first end of the first housing and extends into the second housing, and the second engaging member is arranged on the part of the rotating housing extending into the second housing;

[0023] The transmission assembly is arranged in the first housing, the adjusting assembly is arranged on the inner side of the second housing, and the output shaft penetrates the second housing along the axis direction of the input shaft and extends into the first housing to be connected with the transmission assembly in the first housing.

[0024] In one embodiment, the transmission assembly includes a first bevel gear arranged on the input shaft near one end of the output shaft, a second bevel gear arranged on the output shaft near one end of the input shaft, and a third bevel gear rotatably connected between the first bevel gear and the second bevel gear;

[0025] The third bevel gear is rotatably connected to the rotating housing around the first axis, and the first axis is perpendicular to the axis direction of the input shaft.

[0026] In one embodiment, the transmission assembly includes a gear shaft, and the two longitudinal ends of the gear shaft are respectively fixedly connected to the rotating housing;

[0027] Two third bevel gears are sleeved on the gear shaft and can rotate relative to the gear shaft around the first axis.

[0028] In one embodiment, the steering device includes a control system, and the control system and the engaging lock ring are electrically connected to drive the steering device to be in the first mode, the second mode, or the third mode by means of the engaging lock ring.

[0029] According to another aspect of the present application, a steering system is provided, which includes the above-mentioned steering device. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 It is a structural schematic diagram of a steering device according to the present application;

[0031] Figure 2 It is a simplified diagram of the steering device according to the present application in the first mode;

[0032] Figure 3 It is a simplified diagram of the steering device according to the present application in the second mode;

[0033] Figure 4 It is a simplified diagram of the steering device according to the present application in the third mode;

[0034] Figure 5 It is a front view of a steering system according to the present application;

[0035] Figure 6 Structure schematic view of one embodiment of a steering system according to the present application;

[0036] Figure 7 Structure schematic view of another embodiment of a steering system according to the present application.

[0037] Explanation of reference signs:

[0038] Steering gear 100;

[0039] Input shaft 1; output shaft 2; housing assembly 3; fixed housing 31; first housing 311; second housing 312; rotating housing 32; support bearing 33; transmission assembly 4; first bevel gear 41; second bevel gear 42; third bevel gear 43; gear shaft 44; adjustment assembly 5; engagement lock ring 51; first engagement member 52; second engagement member 53; third engagement member 54; fourth engagement member 55;

[0040] Steering system 10; integrated assembly 11; power assist control assembly 111; angle commutator 112; steering wheel 113; steering column 114; first commutator 12; second commutator 13; front axle 14; rear axle 15; transmission rod 16; spline hole 17; universal joint 18; transmission bearing 19; first axis F1. DETAILED DESCRIPTION

[0041] In order to make the above objectives, features and advantages of the present application more apparent, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be practiced in a number of different ways beyond the specific embodiments described and it is therefore contemplated that the present application not be limited to the embodiments set forth and any modifications made to these embodiments are to be considered a part of the present application. It is also noted that, as used herein, "and / or" includes any and all combinations of one or more of the associated listed items.

[0042] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0043] In addition, the terms "first", "second", "third", etc. are used herein for descriptive purposes only and are not to be construed as indicating or implying relative importance or an ordered sequence. Thus, features defined with "first", "second" or "third" can include at least one of the features, explicitly or implicitly.

[0044] In the present application, unless specifically defined and limited otherwise, the terms "mounting", "connecting", "connecting", "fixing" and the like should be broadly interpreted, for example, it can be fixed connection, or detachable connection, or integrated; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or internal communication of two elements or interaction relationship between two elements, unless otherwise specifically defined. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0045] In the present application, unless specifically defined and limited otherwise, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be the first feature directly above or obliquely above the second feature, or only indicate that the first feature is higher than the second feature in horizontal height. The first feature "below", "below" and "below" the second feature can be the first feature directly below or obliquely below the second feature, or only indicate that the first feature is lower than the second feature in horizontal height.

[0046] It should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there can be a middle element. When an element is referred to as "connected to" another element, it can be directly connected to the other element or there can be a middle element. The terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used herein are for illustrative purposes only and are not the only embodiment.

[0047] The steering system 10 of the vehicle is mainly used to control the steering direction of the vehicle and provide corresponding torque for the steering of the vehicle to drive the steering of the vehicle. The steering system 10 of the vehicle in the related art is relatively single. The steering system 10 provided by the present application mainly controls and adjusts the different steering directions of the front and rear axles 15 of the vehicle, so as to enrich the steering mode of the steering system 10 of the vehicle and meet the steering requirements of different vehicles under different working conditions.

[0048] Figure 1 A structure diagram of a steering device 100 according to the present application is shown in the figure, Figure 2A simplified diagram of the steering gear 100 of the present application in the first mode, Figure 3 A simplified diagram of the steering gear 100 of the present application in the second mode, Figure 4 A simplified diagram of the steering gear 100 of the present application in the third mode.

[0049] Referring to Figure 1 , in combination with Figure 2 , Figure 3 and Figure 4 , the steering gear 100 of the present application comprises a housing assembly 3, the housing assembly 3 comprises a fixed housing 31 and a rotating housing 32 rotatably connected to the fixed housing 31, the steering gear 100 further comprises an input shaft 1, an output shaft 2, a transmission assembly 4 rotatably connected to the rotating housing 32, and an adjusting assembly 5, the steering system 10 of the present application adjusts the steering direction of the output shaft 2 relative to the input shaft 1 through the transmission connection between the transmission assembly 4, the housing assembly 3, and the adjusting assembly 5 and the input shaft 1 and the output shaft 2, so that the output shaft 2 can rotate in the same direction, in the opposite direction, or be stationary relative to the rotating input shaft 1.

[0050] The input shaft 1 and the output shaft 2 are respectively rotatably connected to the rotating housing 32, and the input shaft 1 can drive the output shaft 2 to rotate in the opposite direction by means of the transmission assembly 4, so that the input shaft 1 can be connected to the front axle 14 of the vehicle, and the output shaft 2 can be connected to the rear axle 15 of the vehicle, at this time, the output shaft 2 is driven by the transmission assembly 4 to rotate in the opposite direction to the input shaft 1, so that the steering directions of the front axle 14 and the rear axle 15 of the vehicle are opposite.

[0051] Specifically, the steering gear 100 has a first mode, a second mode, and a third mode, and the adjusting assembly 5 is configured to be capable of operatively switching the steering gear 100 from one of the first mode, the second mode, and the third mode to another. When the steering gear 100 is in the first mode, the rotating housing 32 is connected to the fixed housing 31 through the adjusting assembly 5, at this time, the input shaft 1 transmits driving force to the output shaft 2 through the transmission assembly 4, and the output shaft 2 rotates in the opposite direction to the input shaft 1, so that the steering directions of the front axle 14 and the rear axle 15 of the vehicle are opposite; when the steering gear 100 is in the second mode, the rotating housing 32 is connected to the output shaft 2 through the adjusting assembly 5, at this time, the rotating housing 32 and the output shaft 2 are fixed to each other and rotate together around the fixed housing 31, the input shaft 1 transmits driving force to the output shaft 2 through the transmission assembly 4, and the output shaft 2 and the input shaft 1 rotate in the same direction, so that the steering directions of the front axle 14 and the rear axle 15 of the vehicle are the same; when the steering gear 100 is in the third mode, the output shaft 2 is connected to the fixed housing 31 through the adjusting assembly 5, the output shaft 2 is stationary, and the input shaft 1 rotates alone, so that the front axle 14 of the vehicle rotates and steers, and the rear axle 15 of the vehicle does not rotate and steer.

[0052] In summary, in combination with the above three modes, the input shaft 1 is drivingly connected to the front axle 14 of the vehicle, and the output shaft 2 is drivingly connected to the rear axle 15 of the vehicle, so that the steering direction of the front axle 14 of the vehicle and the rear axle 15 of the vehicle can be adjusted by the steering gear 100 provided in the present application, thereby enriching the steering mode of the vehicle steering system 10, meeting the steering requirements of different vehicles under different working conditions, and meeting the steering requirements of users.

[0053] Referring to Figure 1 As shown, the adjusting assembly 5 includes an engagement lock ring 51, which is configured to be operable to move along the axis direction of the input shaft 1 to respectively connect the rotating shell 32 and the fixed shell 31, or respectively connect the rotating shell 32 and the output shaft 2, or respectively connect the output shaft 2 and the fixed shell 31. The engagement lock ring 51 is provided with a gear, which is clamped between any two of the rotating shell 32, the fixed shell 31 and the output shaft 2 when it moves along the axis direction of the input shaft 1, thereby switching the steering gear to any one of the first mode, the second mode and the third mode.

[0054] Referring to Figure 1 and Figure 2 As shown, the adjusting assembly 5 includes a first engagement member 52 and a second engagement member 53 arranged in sequence along the axis direction of the input shaft 1, and the engagement lock ring moves along the axis direction of the input shaft 1 to be clamped between the first engagement member 52 and the second engagement member 53 arranged in sequence along the axis direction of the input shaft 1, wherein the first engagement member 52 is connected to the fixed shell 31, and the second engagement member 53 is connected to the rotating shell 32. When the steering gear 100 is in the first mode, the engagement lock ring 51 connects the first engagement member 52 and the second engagement member 53, and the fixed shell 31 and the rotating shell 32 are clamped and fixed relative to each other through the clamping of the engagement members. At this time, the input shaft 1 and the output shaft 2 can rotate relative to the rotating shell 32 about the axis of the input shaft 1, and the input shaft 1 and the output shaft 2 rotate in opposite directions under the driving of the transmission assembly 4.

[0055] Referring to Figure 1 and Figure 3As shown in the figure, the adjusting assembly 5 comprises a third engaging member 54 arranged on the side of the second engaging member 53 away from the first engaging member 52 along the axial direction of the input shaft 1, that is, the third engaging member 54 and the second engaging member 53 are arranged adjacently, and the locking ring can be clamped between the second engaging member 53 and the third engaging member 54 by moving along the axial direction of the input shaft 1. The third engaging member 54 is connected to the output shaft 2. When the steering gear 100 is in the second mode, the locking ring 51 is connected to the second engaging member 53 and the third engaging member 54, respectively, that is, the locking ring 51 clamps and fixes the rotating shell 32 and the output shaft 2. At this time, the transmission assembly 4 is clamped between the input shaft 1 and the output shaft 2 through the rotating shell 32, so that the output shaft 2 is equivalent to being fixedly connected with the input shaft 1. At this time, under the driving of the input shaft 1, the output shaft 2 and the input shaft 1 turn in the same direction.

[0056] Referring to Figure 1 and Figure 4 As shown in the figure, the adjusting assembly 5 comprises a third engaging member 54 arranged on the side of the second engaging member 53 away from the first engaging member 52 along the axial direction of the input shaft 1, that is, the third engaging member 54 and the second engaging member 53 are arranged adjacently, and the locking ring can be clamped between the second engaging member 53 and the third engaging member 54 by moving along the axial direction of the input shaft 1. The third engaging member 54 is connected to the output shaft 2. When the steering gear 100 is in the second mode, the locking ring 51 is connected to the second engaging member 53 and the third engaging member 54, respectively, that is, the locking ring 51 clamps and fixes the rotating shell 32 and the output shaft 2. At this time, the transmission assembly 4 is clamped between the input shaft 1 and the output shaft 2 through the rotating shell 32, so that the output shaft 2 is equivalent to being fixedly connected with the input shaft 1. At this time, under the driving of the input shaft 1, the output shaft 2 and the input shaft 1 turn in the same direction.

[0057] Referring to Figure 1 As shown in the figure, the adjusting assembly 5 comprises a third engaging member 54 arranged on the side of the second engaging member 53 away from the first engaging member 52 along the axial direction of the input shaft 1, that is, the third engaging member 54 and the second engaging member 53 are arranged adjacently, and the locking ring can be clamped between the second engaging member 53 and the third engaging member 54 by moving along the axial direction of the input shaft 1. The third engaging member 54 is connected to the output shaft 2. When the steering gear 100 is in the second mode, the locking ring 51 is connected to the second engaging member 53 and the third engaging member 54, respectively, that is, the locking ring 51 clamps and fixes the rotating shell 32 and the output shaft 2. At this time, the transmission assembly 4 is clamped between the input shaft 1 and the output shaft 2 through the rotating shell 32, so that the output shaft 2 is equivalent to being fixedly connected with the input shaft 1. At this time, under the driving of the input shaft 1, the output shaft 2 and the input shaft 1 turn in the same direction.

[0058] The rotating shell 32 is rotatably connected to the second end of the first shell 311 along the axial direction of the input shaft 1, and the end of the rotating shell 32 facing the second end of the first shell 311 is provided with a through hole through which the input shaft 1 penetrates into the interior of the rotating shell 32. The other end of the rotating shell 32 along the axial direction of the input shaft 1 penetrates through the first end of the first shell 311 and extends into the second shell 312. The second engaging member 53 is arranged on the part of the rotating shell 32 extending into the second shell 312, so that the rotating shell 32 can be locked when the second engaging member 53 is locked by the locking ring 51.

[0059] In some embodiments, the shell assembly 3 comprises a bearing 33, and the rotating shell 32 is arranged in the first shell 311 through the bearing 33, and the rotating shell 32 can rotate relative to the first shell 311 along the axis of the input shaft 1 through the arrangement of the bearing 33.

[0060] The transmission assembly 4 is arranged in the first shell 311 and in the rotating shell 32 in the first shell 311. The adjusting assembly 5 is arranged on the inner side of the second shell 312. The output shaft 2 penetrates into the second shell 312 along the axial direction of the input shaft 1. The end of the second shell 312 away from the first shell 311 is provided with a through hole through which the output shaft 2 penetrates into the second shell 312 and extends into the first shell 311. Specifically, the end of the rotating shell 32 close to the second shell 312 is provided with a penetrating hole through which the output shaft 2 penetrates into the rotating shell 32 after penetrating through the second shell 312 to connect with the transmission assembly 4 in the rotating shell 32 in the first shell 311.

[0061] Continuing to refer to Figure 1 As shown, the transmission assembly 4 comprises a first bevel gear 41 arranged at the end of the input shaft 1 close to the output shaft 2, a second bevel gear 42 arranged at the end of the output shaft 2 close to the input shaft 1, and a third bevel gear 43 transmissionally connected between the first bevel gear 41 and the second bevel gear 42. The first bevel gear 41 and the third bevel gear 43 are adapted to each other, and the second bevel gear 42 and the third bevel gear 43 are adapted to each other. The third bevel gear 43 is rotatably connected to the rotating shell 32 around the first axis F1 which is perpendicular to the axial direction of the input shaft 1. The third bevel gear 43 is engaged with the first bevel gear 41 and the second bevel gear 42, respectively. The third bevel gear 43 is provided with two, and the two third bevel gears 43 are oppositely arranged along the first axis F1. It can be understood that the first bevel gear 41 and the second bevel gear 42 are transmissionally connected through the two third bevel gears 43. When the first bevel gear 41 rotates, the second bevel gear 42 and the third bevel gear 43 can be driven to rotate due to the gear engagement.

[0062] The transmission assembly 4 comprises a gear shaft 44, the longitudinal ends of the gear shaft 44 are fixedly connected to the rotating shell 32 respectively, and it can be understood that the rotating shell 32 can drive the gear shaft 44 to rotate synchronously when the rotating shell 32 rotates relative to the fixed shell 31. The two third bevel gears 43 are sleeved on the gear shaft 44 and can rotate relative to the gear shaft 44 around the first axis F1. If only the steering relationship among the first bevel gear 41, the second bevel gear 42 and the two third bevel gears 43 is considered, that is, when the input shaft 1 drives the first bevel gear 41 to rotate, the two third bevel gears 43 are driven to rotate around the first axis F1, and it can be understood that the directions of rotation of the two third bevel gears 43 around the first axis F1 are opposite, thereby driving the second bevel gear 42 to rotate around the axis of the input shaft 1, and it can be understood that the direction of rotation of the second bevel gear 42 is opposite to that of the first bevel gear 41.

[0063] The steering device 100 comprises a control system, and the control system is electrically connected with the engagement lock ring 51 to drive the steering device 100 to be in the first mode, the second mode or the third mode by means of the engagement lock ring 51, in other words, the control system drives the engagement lock ring 51 to be clamped between the fixed shell 31 and the rotating shell 32, to be clamped between the rotating shell 32 and the output shaft 2, and to be clamped between the output shaft 2 and the fixed shell 31, so as to drive the steering device 100 to be in the first mode, the second mode or the third mode.

[0064] Specifically, when the steering device 100 is in the first mode, referring to Figure 1 and Figure 2 , the controller drives the engagement lock ring 51 to move along the axis direction of the input shaft 1 and to be clamped between the first engagement member 52 and the second engagement member 53, so as to fix the rotating shell 32 to the fixed shell 31, and the input shaft 1 drives the first bevel gear 41 to rotate around the axis of the input shaft 1, thereby driving the two third bevel gears 43 to rotate around the first axis F1 relative to the gear shaft 44, and the directions of rotation of the two third bevel gears 43 are opposite, thereby driving the second bevel gear 42 to rotate around the axis of the input shaft 1, and it can be understood that the direction of rotation of the second bevel gear 42 is opposite to that of the first bevel gear 41, that is, the directions of rotation of the input shaft 1 and the output shaft 2 are opposite, and the input shaft 1 and the output shaft 2 are respectively drivingly connected to the front axle 14 and the rear axle 15 of the vehicle, so that the directions of rotation of the front axle 14 and the rear axle 15 of the vehicle are opposite.

[0065] When the steering device 100 is in the second mode, referring to Figure 1 and Figure 3, the controller drives the engaging lock ring 51 to move along the axis direction of the input shaft 1, and is clamped with the third engaging member 54 and the fourth engaging member 55, so as to fix the output shaft 2 on the fixed housing 31. The input shaft 1 rotates to drive the first bevel gear 41 to rotate along the axis of the input shaft 1. At this time, the output shaft 2 and the second engaging gear on the output shaft 2 are fixed relative to the fixed housing 31, and the rotating housing 32 can rotate relative to the fixed housing 31. The input shaft 1 rotates to drive the two third bevel gears 43 to rotate along the axis of the input shaft 1, engaging with the second bevel gear 42. In other words, at this time, the two third bevel gears 43 rotate around the input shaft 1 under the drive of the first bevel gear 41, and at the same time drive the gear shaft 44 and the rotating housing 32 to rotate along the axis of the input shaft 1, so as to realize the rotation of the input shaft 1 and the non-rotation of the output shaft 2. The input shaft 1 and the output shaft 2 are respectively connected to the front axle 14 and the rear axle 15 of the vehicle. At this time, one of the front axle 14 and the rear axle 15 of the vehicle connected with the input shaft 1 rotates, and the other one connected with the output shaft 2 does not rotate.

[0066] When the steering gear 100 is in the third mode, referring to Figure 1 and Figure 4 , the controller drives the engaging lock ring 51 to move along the axis direction of the input shaft 1, and is clamped with the third engaging member 54 and the fourth engaging member 55, so as to fix the output shaft 2 on the fixed housing 31. The input shaft 1 rotates to drive the first bevel gear 41 to rotate along the axis of the input shaft 1. At this time, the output shaft 2 and the second engaging gear on the output shaft 2 are fixed relative to the fixed housing 31, and the rotating housing 32 can rotate relative to the fixed housing 31. The input shaft 1 rotates to drive the two third bevel gears 43 to rotate along the axis of the input shaft 1, engaging with the second bevel gear 42. In other words, at this time, the two third bevel gears 43 rotate around the input shaft 1 under the drive of the first bevel gear 41, and at the same time drive the gear shaft 44 and the rotating housing 32 to rotate along the axis of the input shaft 1, so as to realize the rotation of the input shaft 1 and the non-rotation of the output shaft 2. The input shaft 1 and the output shaft 2 are respectively connected to the front axle 14 and the rear axle 15 of the vehicle. At this time, one of the front axle 14 and the rear axle 15 of the vehicle connected with the input shaft 1 rotates, and the other one connected with the output shaft 2 does not rotate.

[0067] Figure 5 is a front view of a steering system 10 of the present application, Figure 6 is a structural schematic view of an embodiment of a steering system 10 of the present application, Figure 7 is a structural schematic view of another embodiment of a steering system 10 of the present application.

[0068] Referring to Figure 5As shown, the present application also provides a steering system 10 comprising the above-mentioned steering gear 100. The steering system 10 comprises an integrated assembly 11 which is drivingly connected to front axle 14 and rear axle 15 of the vehicle respectively to drive the front axle 14 and the rear axle 15 of the vehicle to steer, wherein the steering gear 100 can be drivingly connected to the driving path between the integrated assembly 11 and the front axle 14, or the steering gear 100 can be drivingly connected to the driving path between the integrated assembly 11 and the rear axle 15 to drive the front axle 14 and the rear axle 15 of the vehicle to steer in the same direction, or in different directions, or only one of the front axle 14 and the rear axle 15 is actively steered while the other is not actively steered.

[0069] The steering system 10 comprises a first steering gear 12 and a second steering gear 13, the input end of the first steering gear 12 is drivingly connected to the integrated assembly 11, and the output end is drivingly connected to the front axle 14 of the vehicle, the input end of the second steering gear 13 is drivingly connected to the integrated assembly 11, and the output end is drivingly connected to the rear axle 15 of the vehicle, the first steering gear 12 and the second steering gear 13 are configured to increase the steering torque transmitted by the integrated assembly 11 to the front axle 14 and the rear axle 15 of the vehicle to drive the front axle 14 and the rear axle 15 of the vehicle to steer.

[0070] The steering system 10 further comprises a plurality of transmission rods 16 and a plurality of spline holes 17, the output end of the first steering gear 12 is drivingly connected to the front axle 14 of the vehicle through the plurality of transmission rods 16, and the output end of the second steering gear 13 is drivingly connected to the rear axle 15 of the vehicle through the plurality of transmission rods 16, wherein the first steering gear 12 and the transmission rod 16 are drivingly connected through the spline hole 17, and the second steering gear 13 and another transmission rod 16 are drivingly connected through another spline hole 17.

[0071] The steering system 10 further comprises a plurality of universal joints 18 and a plurality of transmission bearings 19, one of the output ends of the integrated assembly 11 is drivingly connected to the first steering gear 12 through the transmission bearing 19, specifically, one of the output ends of the integrated assembly 11 is drivingly connected to one end of the transmission shaft through the universal joint 18, and the input end of the first steering gear 12 is drivingly connected to the other end of the transmission shaft through the other universal joint 18.

[0072] Similarly, the other output end of the integrated assembly 11 is drivingly connected to the second steering gear 13 through the transmission bearing 19 and the universal joint 18, and the steering gear 100 is arranged on the driving connection path between the integrated assembly 11 and the second steering gear 13, specifically, the other output end of the integrated assembly 11 is drivingly connected to the input end of the steering gear 100 through the transmission bearing 19 and the universal joint 18, and the output end of the steering gear 100 is drivingly connected to the second steering gear 13 through the transmission bearing 19 and the universal joint 18.

[0073] In some embodiments, the integrated assembly 11 comprises a power-assisted control assembly 111, as shown in Figure 5The power-assisted control assembly 111 is arranged to increase the torque of the vehicle steering, and drive the vehicle to steer.

[0074] In some embodiments, the integrated assembly 11 further comprises an angle reverser 112, a steering wheel 113 and a steering column 114, as shown in Figure 6 and Figure 7 The angle reverser 112 and the power-assisted control assembly 111 are integrated, two output ends of the angle reverser 112 are respectively in transmission connection with the front axle and the rear axle of the vehicle, and the input end of the angle reverser 112 is in transmission connection with the steering wheel 113 and the steering column 114 through the power-assisted control assembly 111. The steering wheel 113 and the steering column 114 are arranged such that the steering wheel 113 is rotated to drive the integrated assembly 11 to issue a steering instruction through the steering column 114, that is, the angle reverser 112, the steering wheel 113 and the steering column 114 are arranged to enable the steering wheel to be manually rotated to control the steering of the vehicle and the steering direction.

[0075] The steering reverser 100 and the steering system 10 provided by the present application are used to enrich the steering modes of the vehicle and meet the steering requirements of different vehicles under different working conditions. When the control system controls the steering reverser 100 to be in the first mode, the output end of the power-assisted control assembly 111 issues a steering drive, the angle reverser 112 receives the steering drive and drives the input end of the first reverser 12 and the input shaft 1 of the steering reverser 100 through the universal joint 18 and the transmission bearing 19 respectively, the first reverser 12 receives the drive and transmits the drive to the front axle 14 of the vehicle through the spline hole 17 and the transmission rod 16 to control the steering of the front axle 14, the input shaft 1 of the steering reverser 100 receives the drive and transmits the drive to the output shaft 2 through the transmission assembly 4 and the adjusting assembly 5, the output shaft 2 transmits the rotating drive to the second reverser 13 through the universal joint 18 and the transmission bearing 19, and the second reverser 13 transmits the drive to the rear axle 15 of the vehicle through the spline hole 17 and the transmission rod 16 to drive the rear axle 15 to steer. At this time, the output shaft 2 and the input shaft 1 steer in opposite directions, so the rear axle 15 and the front axle 14 of the vehicle steer in opposite directions.

[0076] When the control system controls the steering gear 100 to be in the second mode, the output end of the power-assisted control assembly 111 sends a steering drive, and the angular commutator 112 receives the steering drive and transmits the drive to the input end of the first commutator 12 and the input shaft 1 of the steering gear 100 through the universal joint 18 and the transmission bearing 19, respectively. The first commutator 12 receives the drive and transmits the drive to the front axle 14 of the vehicle through the spline hole 17 and the transmission rod 16, so as to control the front axle 14 to steer. The input shaft 1 of the steering gear 100 receives the drive and transmits the drive to the output shaft 2 through the transmission assembly 4 and the adjusting assembly 5. The output shaft 2 transmits the steering drive to the second commutator 13 through the universal joint 18 and the transmission bearing 19, and the second commutator 13 transmits the drive to the rear axle 15 of the vehicle through the spline hole 17 and the transmission rod 16, so as to drive the rear axle 15 to steer. At this time, the output shaft 2 and the input shaft 1 steer in the same direction, so as to drive the front axle 14 and the rear axle 15 of the vehicle to steer in the same direction.

[0077] When the control system controls the steering gear 100 to be in the third mode, the output end of the power-assisted control assembly 111 sends a steering drive, and the angular commutator 112 receives the steering drive and transmits the drive to the input end of the first commutator 12 and the input shaft 1 of the steering gear 100 through the universal joint 18 and the transmission bearing 19, respectively. The first commutator 12 receives the drive and transmits the drive to the front axle 14 of the vehicle through the spline hole 17 and the transmission rod 16, so as to control the front axle 14 to steer. The input shaft 1 of the steering gear 100 receives the drive and transmits the drive to the output shaft 2 through the transmission assembly 4 and the adjusting assembly 5. The output shaft 2 transmits the steering drive to the second commutator 13 through the universal joint 18 and the transmission bearing 19, and the second commutator 13 transmits the drive to the rear axle 15 of the vehicle through the spline hole 17 and the transmission rod 16, so as to drive the rear axle 15 to steer. At this time, the output shaft 2 does not steer, and the input shaft 1 steers alone, so that the rear axle 15 of the vehicle does not steer, and the input shaft 1 drives the front axle 14 to steer.

[0078] In summary, the steering gear 100 connected to the front axle 14 and the rear axle 15 of the vehicle adjusts the steering direction of the front axle 14 and the rear axle 15 of the vehicle, so that the front axle 14 and the rear axle 15 of the vehicle can steer in the same direction at the same time, or the front axle 14 and the rear axle 15 of the vehicle steer in opposite directions at the same time, or the front axle 14 of the vehicle steers while the rear axle 15 of the vehicle does not steer. Therefore, the steering gear 100 and the steering system 10 provided by the present application are used to enrich the steering modes of the vehicle, meet the steering requirements of different vehicles under different working conditions, and meet the steering requirements of users.

[0079] The technical features of the above-mentioned embodiments can be combined in any manner. In order to make the description simple, not all possible combinations of the technical features in the above-mentioned embodiments are described, but as long as the combinations of the technical features do not exist, they should be considered as the scope of the present application.

[0080] The above-described embodiments are merely illustrative of several embodiments of the present application, which are described in more detail and in a more specific and detailed manner, but should not be construed as limiting the scope of the patent. It should be noted that, for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A steering system, characterized in that, The steering system includes: A housing assembly includes a fixed housing and a rotating housing rotatably connected to the fixed housing; An input shaft, an output shaft, and a transmission assembly rotatably connected to the rotating housing, wherein the input shaft and the output shaft are respectively rotatably connected to the rotating housing, and the input shaft can drive the output shaft to rotate in the opposite direction by means of the transmission assembly; An adjustment component, the steering gear having a first mode, a second mode and a third mode, the adjustment component being configured to operablely switch the steering gear from one of the first mode, the second mode and the third mode to another; When the steering gear is in the first mode, the rotating housing is connected to the fixed housing via the adjustment assembly; When the steering gear is in the second mode, the rotating housing is connected to the output shaft via the adjustment assembly; When the steering gear is in the third mode, the output shaft is connected to the fixed housing via the adjustment assembly; The transmission assembly includes a first bevel gear disposed at one end of the input shaft near the output shaft and a second bevel gear disposed at one end of the output shaft near the input shaft, and a third bevel gear that is transmissionally connected between the first bevel gear and the second bevel gear; The third bevel gear is rotatably connected to the rotating housing about a first axis, the first axis being perpendicular to the axial direction of the input shaft; The input shaft is connected to the front axle of the vehicle, and the output shaft is connected to the rear axle of the vehicle. The transmission assembly includes a gear shaft, with both ends of the gear shaft fixedly connected to the rotating housing. The two third bevel gears are fitted onto the gear shaft and are rotatable relative to the gear shaft about the first axis.

2. The steering system according to claim 1, characterized in that, The adjustment assembly includes an engagement lock ring configured to be operably movable along the axial direction of the input shaft to connect the rotating housing and the fixed housing, or the rotating housing and the output shaft, or the output shaft and the fixed housing, respectively.

3. The steering system according to claim 2, characterized in that, The adjustment assembly includes a first engagement member and a second engagement member arranged sequentially along the axial direction of the input shaft. The first engagement member is connected to the fixed housing, and the second engagement member is connected to the rotating housing. When the steering gear is in the first mode, the engagement lock ring connects the first engagement member and the second engagement member respectively.

4. The steering system according to claim 3, characterized in that, The adjustment assembly includes a third engagement member disposed along the axial direction of the input shaft on the side of the second engagement member away from the first engagement member, and the third engagement member is connected to the output shaft; When the steering gear is in the second mode, the engagement lock ring connects the second engagement member and the third engagement member respectively.

5. The steering gear according to claim 4, characterized in that, The adjustment assembly includes a fourth engagement member disposed along the axial direction of the input shaft on the side of the third engagement member away from the second engagement member, and the fourth engagement member is connected to the fixed housing; When the steering gear is in the third mode, the engagement lock ring connects the third engagement member and the fourth engagement member respectively.

6. The steering system according to claim 3, characterized in that, The fixed housing includes a first housing and a second housing disposed on one side of the first housing along the axial direction of the input shaft; The first housing has a first end connected to the second housing, and a second end spaced apart from the first end along the axial direction of the input shaft; One end of the rotating housing along the axial direction of the input shaft is rotatably connected to the second end of the first housing, and the other end of the rotating housing along the axial direction of the input shaft passes through the first end of the first housing and extends into the second housing. The second engaging member is provided on the portion of the rotating housing that extends into the second housing. The transmission assembly is located inside the first housing, the adjustment assembly is located inside the second housing, and the output shaft passes through the second housing along the axial direction of the input shaft and extends into the first housing to connect with the transmission assembly inside the first housing.

7. The steering system according to claim 2, characterized in that, The steering gear includes a control system electrically connected to the engagement lock ring to drive the steering gear in the first mode, the second mode, or the third mode by means of the engagement lock ring.

8. A steering system, characterized in that, Includes the steering gear as described in any one of claims 1-7.

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