Steering system, frame assembly and vehicle

Abstract

The invention discloses a steering system, a frame assembly and a vehicle. The steering system comprises a steering column, a steering wheel and a steering wheel, the steering wheel is connected to the upper end of the steering column; the reverser is connected to the lower end of the steering column; the steering gear is provided with a steering input shaft, the steering input shaft is connected with the reverser, and the steering gear is connected with a steering axle; wherein the reverser is located behind the steering input shaft, and the steering input shaft is constructed to obliquely extend downwards from front to back. According to the steering system, the collision displacement transmission direction can be changed, the collision displacement is transmitted to the position below a chassis and is far away from important body parts such as the chest and the head of a driver, and therefore the safety of the driver is improved, and the problem that the vehicle steering system is poor in collision safety is fundamentally solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle manufacturing, and in particular to a steering system, a frame assembly having the steering system, and a vehicle having the frame assembly. Background Art

[0002] Since the steering input shaft in the prior art is arranged rearward and upward, such a force transmission direction of the steering input shaft causes the collision displacement to be transmitted to the steering wheel, which may easily cause the steering wheel to move backward or upward and injure the driver, resulting in poor overall collision safety. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a steering system, which can change the direction of collision displacement transmission so that the collision displacement is transmitted to the bottom of the chassis, thereby improving the safety of the driver and fundamentally solving the problem of poor collision safety of the vehicle steering system.

[0004] According to an embodiment of the present invention, the steering system includes: a steering column; a steering wheel, which is connected to the upper end of the steering column; a commutator, which is connected to the lower end of the steering column; a steering gear, which is provided with a steering input shaft, the steering input shaft is connected to the commutator, and the steering gear is connected to a steering axle; wherein the commutator is located behind the steering input shaft, and the steering input shaft is constructed to extend obliquely downward from front to rear.

[0005] According to the steering system of the embodiment of the present invention, the commutator is arranged behind the steering input shaft, and the steering input shaft is constructed to extend downward from the front to the rear, so as to change the direction of collision displacement transmission, so that the collision displacement is transmitted to the bottom of the chassis, away from the driver's chest, head and other important parts of the body, thereby improving the driver's safety and fundamentally solving the problem of poor collision safety of the vehicle steering system.

[0006] According to some embodiments of the steering system of the present invention, the steering system further comprises an intermediate transmission shaft, the steering input shaft is connected to the commutator via the intermediate transmission shaft, and both the steering input shaft and the steering gear are movable relative to the intermediate transmission shaft.

[0007] According to the steering system of some embodiments of the present invention, the steering input shaft is connected to the intermediate transmission shaft via a first universal joint; and / or the intermediate transmission shaft is connected to the commutator via a second universal joint.

[0008] According to the steering system of some embodiments of the present invention, the commutator is located directly behind the intermediate transmission shaft; and / or the front end of the intermediate transmission shaft is connected to the rear lower end of the steering input shaft.

[0009] According to the steering system of some embodiments of the present invention, the steering column includes a column input component, a column transmission component and a column output component, and the column transmission component is movably connected between the column input component and the column output component; the column input component is connected to the steering wheel, and the column output component is connected to the commutator.

[0010] According to the steering system of some embodiments of the present invention, the column input member and / or the column transmission member is configured to extend obliquely downward from rear to front; and / or the column output member is configured to extend from top to bottom.

[0011] According to the steering system of some embodiments of the present invention, the column input member is connected to the column transmission member via a third universal joint; and / or the column transmission member is connected to the column output member via a fourth universal joint.

[0012] According to the steering system of some embodiments of the present invention, the steering gear is provided with a steering gear rocker arm, the steering axle is provided with a steering axle knuckle arm, and the steering gear rocker arm is connected to the steering axle knuckle arm via a steering tie rod.

[0013] The invention also provides a vehicle frame assembly.

[0014] The vehicle frame assembly according to some embodiments of the present invention comprises a vehicle frame and a steering system according to any one of the above embodiments, wherein the steering gear is mounted at the front end of the vehicle frame, and the steering axle is mounted at the bottom of the vehicle frame.

[0015] According to the vehicle frame assembly of some embodiments of the present invention, the commutator is located at a lower rear portion of the steering gear, and the commutator is located at a lower front portion of the steering column.

[0016] According to the vehicle frame assembly of some embodiments of the present invention, the commutator is lower than the vehicle frame.

[0017] The present invention also provides a vehicle.

[0018] A vehicle according to an embodiment of the present invention comprises the frame assembly described in any one of the above embodiments.

[0019] The advantages of the frame assembly, the vehicle and the steering system described above compared to the prior art are the same and will not be described in detail here.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0022] Figure 1 2 is a schematic structural diagram of a vehicle frame assembly according to an embodiment of the present invention.

[0023] Reference numerals:

[0024] Frame assembly 100, steering system 101,

[0025] Steering column 1, column input member 11, column transmission member 12, column output member 13, steering wheel 2, commutator 3, steering gear 4, steering input shaft 41, steering gear rocker arm 42, steering axle 5, steering axle knuckle arm 51, intermediate transmission shaft 6, first universal joint 71, second universal joint 72, third universal joint 73, fourth universal joint 74, steering tie rod 75, frame 8, leaf spring 9. DETAILED DESCRIPTION

[0026] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0027] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0028] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0029] Unless otherwise specified, the front-to-back direction in the present application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0030] Reference below Figure 1 The steering system 101 according to an embodiment of the present invention is described. The steering system 101 can change the direction of collision displacement transmission so that the collision displacement is transmitted below the chassis, thereby improving the safety of the driver and fundamentally solving the problem of poor collision safety of the vehicle steering system 101.

[0031] like Figure 1 As shown, a steering system 101 according to an embodiment of the present invention includes: a steering column 1 , a steering wheel 2 , a commutator 3 and a steering gear 4 .

[0032] It can be understood that the steering wheel 2 is the component for the driver to directly perform steering operations. The driver can rotate the steering wheel 2 to transfer the steering power to the steering gear 4 to achieve turning. The steering wheel 2 can be rotated clockwise or counterclockwise to achieve turning in different directions.

[0033] The steering wheel 2 is connected to the upper end of the steering column 1, and the commutator 3 is connected to the lower end of the steering column 1, that is, the steering column 1 is a connecting piece between the steering wheel 2 and the commutator 3, which is used to realize the connection between the steering wheel 2 and the commutator 3 so as to transmit the power applied to the steering wheel 2 by the driver to the commutator 3 through the steering column 1.

[0034] The steering gear 4 is provided with a steering input shaft 41, which is connected to the commutator 3, and the steering gear 4 is connected to the steering axle 5. That is, after receiving the power transmitted from the steering wheel 2, the commutator 3 transmits the power to the steering input shaft 41, so that the rotational motion of the steering wheel 2 can be converted into the rotational motion of the steering input shaft 41, so as to further transmit the power to the steering gear 4. After receiving the steering power transmitted from the commutator 3, the steering gear 4 transmits it to the steering axle 5 and converts it into the steering motion of the steering axle 5, and then the steering axle 5 continues to transmit the steering power to the wheels to drive the wheels to rotate a certain angle, so as to achieve smooth steering of the wheels.

[0035] Further, see Attachment Figure 1As shown, the commutator 3 is located behind the steering input shaft 41, and the steering input shaft 41 is configured to extend obliquely downward from the front to the rear. Therefore, when the vehicle encounters a head-on collision or an offset collision, the steering gear 4 is impacted by the collision and moves toward the rear of the vehicle. Since the steering input shaft 41 is configured to extend obliquely downward from the front to the rear, the steering input shaft 41 pushes the commutator 3 downward and backward, so that the movement direction of the commutator 3 is synchronously moved toward the rear and downward. Then, when the commutator 3 moves toward the rear and downward, the steering column 1 pulls the steering wheel 2 to generate a downward movement trend, so that the steering wheel 2 will be away from the driver's head and chest, which can reduce the damage to the driver caused by the collision impact and improve the driver's safety.

[0036] And if the vehicle collision displacement is large, after the commutator 3 is knocked off, at this time, the power transmission between the steering gear 4 and the steering column 1 is disconnected, and the steering gear 4 cannot transmit the collision displacement to the steering wheel 2, thereby eliminating the damage to the driver caused by the collision impact and protecting the driver from collision damage.

[0037] Therefore, by constructing the steering input shaft 41 to extend obliquely downward from the front to the rear, and by providing a steering gear 4 to connect the steering input shaft 41 and the steering column 1, when a head-on collision or an offset collision occurs, the collision displacement transmission direction of the steering system 101 can be changed, and the collision displacement can be transmitted to the bottom of the chassis through the reverser 3, away from the driver's chest, head and other important body parts, thereby fundamentally solving the problem of poor collision safety of the vehicle steering system 101.

[0038] According to the steering system 101 of the embodiment of the present invention, the commutator 3 is arranged behind the steering input shaft 41, and the steering input shaft 41 is constructed to extend downward from the front to the rear, so as to change the direction of collision displacement transmission, so that the collision displacement is transmitted to the bottom of the chassis, away from the driver's chest, head and other important parts of the body, thereby improving the driver's safety and fundamentally solving the problem of poor collision safety of the vehicle steering system 101.

[0039] In some embodiments, Figure 1As shown, the steering system 101 also includes an intermediate transmission shaft 6, and the steering input shaft 41 is connected to the commutator 3 through the intermediate transmission shaft 6. The steering input shaft 41 and the steering gear 4 are both movable relative to the intermediate transmission shaft 6, that is, a flexible and reliable connection between the steering input shaft 41 and the commutator 3 is achieved through the intermediate transmission shaft 6, so that the steering input shaft 41 and the commutator 3 can maintain a certain distance while effectively transmitting the power from the commutator 3 to the steering input shaft 41, thereby achieving effective transmission of the steering force from the steering wheel 2, so that the steering system 101 can cope with different turning requirements, such as sharp turns, slow turns, etc., and the steering input shaft 41 and the steering gear 4 are both movable relative to the intermediate transmission shaft 6, which is beneficial to reducing friction and wear during steering, and improving the durability and reliability of the steering system 101.

[0040] Thus, the connection between the steering input shaft 41 and the commutator 3 is realized through the intermediate transmission shaft 6, and the steering power from the steering wheel 2 is smoothly transmitted to the steering gear 4, so that the driving direction of the vehicle can be flexibly controlled and different steering angle changes can be adapted. At the same time, by reducing friction and wear during the steering process, the overall durability and reliability of the steering system 101 are improved.

[0041] And when a collision occurs, the intermediate transmission shaft 6 can absorb part of the collision displacement, thereby reducing the transmission of the collision displacement.

[0042] In some embodiments, Figure 1 As shown, the steering input shaft 41 and the intermediate transmission shaft 6 are connected via the first universal joint 71, that is, the steering input shaft 41 and the intermediate transmission shaft 6 can rotate relative to each other within a certain angle range via the first universal joint 71. In other words, the steering input shaft 41 and the intermediate transmission shaft 6 can achieve efficient transmission of steering force and torque while maintaining a certain angle change.

[0043] Therefore, the torque and steering force on the intermediate transmission shaft 6 are accurately transmitted to the steering input shaft 41 and the steering gear 4 through the first universal joint 71, and the intermediate transmission shaft 6 can move relative to the intermediate transmission shaft 6, which is beneficial for the steering system 101 to adjust the angle, thereby improving the steering flexibility and driving stability of the vehicle and adapting to different driving needs.

[0044] In other embodiments, Figure 1 As shown, the intermediate transmission shaft 6 and the commutator 3 are connected via the second universal joint 72, that is, the intermediate transmission shaft 6 and the commutator 3 can rotate relative to each other within a certain angle range via the second universal joint 72. In other words, the commutator 3 and the intermediate transmission shaft 6 can achieve efficient transmission of steering force and torque while maintaining a certain angle change.

[0045] Thus, the torque and steering force on the commutator 3 are accurately transmitted to the intermediate transmission shaft 6 through the second universal joint 72, and the commutator 3 and the intermediate transmission shaft 6 can move relative to each other, which is beneficial for the steering system 101 to adjust the angle, thereby improving the steering flexibility and driving stability of the vehicle, and can adapt to different driving needs.

[0046] In some embodiments, Figure 1 As shown, the commutator 3 is located directly behind the intermediate transmission shaft 6 so that the commutator 3 can directly receive power from the intermediate transmission shaft 6. For example, when the vehicle has a head-on collision or an offset collision, the steering input shaft 41 pushes the intermediate transmission shaft 6 to move backward, and the intermediate transmission shaft 6 pushes the commutator 3 to move backward. Since the steering input shaft 41 is tilted downward, the intermediate transmission shaft 6 and the commutator 3 are also arranged downward. In this way, when the commutator 3 moves backward, it will pull the steering wheel 2 downward, so that the collision displacement is transmitted to the bottom of the chassis through the commutator 3, which can reduce the damage to the driver's head, chest, etc.

[0047] In other embodiments, Figure 1 As shown, the front end of the intermediate transmission shaft 6 is connected to the rear lower end of the steering input shaft 41.

[0048] In this way, a reliable connection is achieved between the intermediate transmission shaft 6 and the steering input shaft 41. When a head-on collision or an offset collision occurs, the steering gear 4 drives the steering input shaft 41 to move backward. Since the steering input shaft 41 is located rearward and downward, the steering input shaft 41 can push the intermediate transmission shaft 6 to move rearward and downward, so as to transmit the collision displacement downward instead of in the direction of the driver, thereby reducing the collision damage to the driver.

[0049] In some embodiments, Figure 1 As shown, the steering column 1 includes a column input member 11, a column transmission member 12 and a column output member 13. The column transmission member 12 can be movably connected between the column input member 11 and the column output member 13, that is, the column transmission member 12 can move relative to the column input member 11 and the column output member 13. In this way, the flexibility of the steering system 101 can be increased, which is conducive to reducing friction and wear during the steering process.

[0050] Furthermore, if Figure 1 As shown, the column input member 11 is connected to the steering wheel 2 , and the column output member 13 is connected to the commutator 3 .

[0051] Therefore, the steering power of the steering wheel 2 can be directly transmitted to the column input member 11, that is, when the steering wheel 2 rotates, the column input member 11 is driven to rotate, and then the column input member 11 transmits the power to the column transmission member 12, and the column transmission member 12 can move relative to the column input member 11 and the column output member 13 to adapt to the relative movement between the steering wheel 2 and the commutator 3. Then the column transmission member 12 transmits the power to the column output member 13, and the column output member 13 transmits the power to the commutator 3, thereby realizing the power transmission from the steering wheel 2 to the commutator 3, improving the efficiency, reliability and flexibility of the steering system 101, and enabling the driver to control the driving direction of the vehicle more easily.

[0052] In some embodiments, the column input member 11 and / or the column transmission member 12 are configured to extend obliquely downward from rear to front.

[0053] Specifically, Figure 1 As shown, the column input member 11 and the column transmission member 12 are both constructed to extend obliquely downward from the rear to the front, that is, a certain angle is formed between the column input member 11 and the column transmission member 12 and the horizontal line. In this way, the space inside the vehicle can be more effectively utilized, and the occupation of the driver's leg space by the steering column 1 can be reduced, thereby improving the driver's driving comfort. At the same time, the inclined column input member 11 and the column transmission member 12 can provide a smoother steering feel, making the driving more stable and controllable, and facilitating the driver to operate the steering wheel 2 more easily.

[0054] In other embodiments, Figure 1 As shown, the column output member 13 is configured to extend from top to bottom.

[0055] Thus, interference between the column output member 13 and other structural components can be avoided, and the steering force received by the steering column 1 can be directly and efficiently transmitted to the commutator 3 .

[0056] In some embodiments, Figure 1 As shown, the column input member 11 and the column transmission member 12 are connected via the third universal joint 73, that is, the column input member 11 and the column transmission member 12 can perform relative rotation within a certain angle range via the third universal joint 73. In other words, the column input member 11 and the column transmission member 12 can achieve efficient transmission of steering force and torque while maintaining a certain angle change.

[0057] Therefore, the torque and steering force on the column input member 11 are accurately transmitted to the column transmission member 12 through the third universal joint 73, and the column input member 11 and the column transmission member 12 can move relative to each other, which is beneficial for the steering system 101 to adjust the angle, enhance the steering flexibility, and realize different driving needs.

[0058] In other embodiments, Figure 1 As shown, the column transmission member 12 and the column output member 13 are connected via the fourth universal joint 74, that is, the column transmission member 12 and the column output member 13 can perform relative rotation within a certain angle range via the fourth universal joint 74. In other words, the column transmission member 12 and the column output member 13 can achieve efficient transmission of steering force and torque while maintaining a certain angle change.

[0059] Therefore, the torque and steering force on the column transmission member 12 are accurately transmitted to the column output member 13 through the fourth universal joint 74, and the column transmission member 12 and the column output member 13 can move relative to each other, which is beneficial for the steering system 101 to adjust the angle, enhance the steering flexibility, and realize different driving needs.

[0060] In practice, when a vehicle collides, the steering gear 4 has a large displacement toward the rear of the vehicle, that is, the steering gear 4 moves toward the rear of the vehicle, and the collision displacement is transmitted to the rear commutator 3 along the intermediate transmission shaft 6. When the collision is more serious, that is, the collision impact is large, the displacement of the steering gear 4 increases, and the commutator 3 will be hit to fall off. At this time, the power between the commutator 3 and the intermediate transmission shaft 6 is disconnected, and the steering gear 4 cannot transmit the collision displacement to the steering column 1 and the steering wheel 2. At this time, the first universal joint 71, the second universal joint 72, the third universal joint 73 and the fourth universal joint 74 are equivalent to freely swinging iron chains, that is, the four universal joints can make the intermediate transmission shaft 6 rigid and flexible, thereby isolating the collision displacement transmission to the steering column 1 and the steering wheel 2, which can eliminate the damage to the driver caused by the collision impact and protect the driver from collision damage.

[0061] In some embodiments, Figure 1 As shown, the steering gear 4 is provided with a steering gear rocker arm 42 , and the steering axle 5 is provided with a steering axle knuckle arm 51 . The steering gear 4 rocker arm and the steering axle knuckle arm 51 are connected via a steering tie rod 75 .

[0062] Specifically, after the steering gear 4 receives the steering power transmitted by the steering wheel 2, it can rotate and drive the steering gear rocker arm 42 to swing, thereby converting the rotational motion of the steering gear 4 into the swinging motion of the steering gear rocker arm 42. The steering axle 5 is used to support the vehicle and steer the wheels. By connecting the steering gear rocker arm 42 and the steering axle knuckle arm 51 through the steering tie rod 75, the steering gear rocker arm 42 can transmit power to the steering axle knuckle arm 51 through the steering tie rod 75. The steering tie rod 75 can be used to push or pull the steering axle knuckle arm 51 to move, and then the steering axle knuckle arm 51 drives the steering axle 5 to move, thereby realizing the steering of the wheels.

[0063] Thus, the power of the steering gear 4 is transmitted to the steering axle 5 through the steering gear rocker arm 42, the steering tie rod 75, and the steering axle knuckle arm 51, so as to realize the steering of the wheels. The structure is simple, and the movement is reliable and efficient.

[0064] In reality, Figure 1 As shown, when steering is required, the driver can turn the steering wheel 2 to drive the steering column 1 to move. The steering column 1 drives the intermediate transmission shaft 6 to rotate through the commutator 3. The intermediate transmission shaft 6 transmits power to the steering gear 4. The steering gear 4 controls the steering gear rocker arm 42 to swing back and forth, and then pushes the steering axle knuckle arm 51 to rotate around the kingpin of the steering axle 5 through the steering tie rod 75, driving the steering wheel to complete the steering.

[0065] The present invention also provides a vehicle frame assembly 100 .

[0066] The vehicle frame assembly 100 according to the embodiment of the present invention comprises a vehicle frame 8 and a steering system 101 of any one of the above embodiments. The steering gear 4 is installed at the front end of the vehicle frame 8 , and the steering axle 5 is installed at the bottom of the vehicle frame 8 .

[0067] Specifically, Figure 1 As shown, the frame assembly 100 includes a frame 8 and the above-mentioned steering system 101, wherein the steering gear 4 is installed at the front end of the frame 8 to facilitate receiving the steering power input by the driver through the steering wheel 2 and ensure that the driver can conveniently operate the steering wheel 2, wherein the steering axle 5 is installed at the bottom of the frame 8, and is connected to the wheels of the frame 8, so that it can receive the power transmitted by the steering gear 4 to realize the steering of the wheels, and can also make the wheels move in the vertical direction to absorb the impact and vibration of the road surface, thereby ensuring the stability and safety of the vehicle's driving.

[0068] In practice, when the vehicle is subjected to a head-on collision or an offset collision, the front end of the frame 8 is impacted and crushed and moves backward, thereby driving the steering gear 4 to move synchronously toward the rear of the vehicle.

[0069] And in actual design, such as Figure 1 As shown, the steering axle 5 can be connected to the vehicle frame 8 via a leaf spring 9 to ensure the stability of the steering axle 5 .

[0070] In some embodiments, Figure 1 As shown, the commutator 3 is located at the rear and lower part of the steering gear 4, and the commutator 3 is located at the front and lower part of the steering column 1. In this way, when the vehicle is subjected to a head-on collision or an offset collision, the steering gear 4 moves toward the rear of the vehicle to push the commutator 3 to move toward the rear and lower part of the vehicle. The commutator 3 pulls the steering wheel 2 through the steering column 1 to produce a downward movement trend, thereby achieving the collision displacement no longer being transmitted toward the position of the driver's head and chest, thereby reducing the damage to the driver caused by the collision.

[0071] In some embodiments, Figure 1As shown, the commutator 3 is lower than the frame 8, thereby protecting the commutator 3 and ensuring its stable installation, avoiding interference between the commutator and the frame 8, and also helping to lower the center of gravity of the vehicle to improve the stability of the vehicle.

[0072] The present invention also proposes a vehicle.

[0073] The vehicle according to the embodiment of the present invention comprises the frame assembly 100 according to any one of the above embodiments.

[0074] The vehicle according to the embodiment of the present invention is provided with the above-mentioned frame assembly 100, thereby reducing the damage to the driver caused by a collision and greatly improving the safety of the vehicle.

[0075] Among them, by arranging the commutator 3 behind the steering input shaft 41 and constructing the steering input shaft 41 to extend downward from the front to the rear, the direction of collision displacement transmission is changed, so that the collision displacement is transmitted to the bottom of the chassis, away from the driver's chest, head and other important parts of the body, thereby improving the driver's safety and fundamentally solving the problem of poor collision safety of the vehicle steering system 101.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0077] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A steering system, characterized in that: include: Steering column; A steering wheel connected to the upper end of the steering column; A commutator connected to the lower end of the steering column; A steering gear, wherein the steering gear is provided with a steering input shaft, the steering input shaft is connected to the commutator, and the steering gear is connected to the steering axle; The commutator is located behind the steering input shaft, and the steering input shaft is configured to extend obliquely downward from front to rear.

2. The steering system according to claim 1, characterized in that: It also includes an intermediate transmission shaft, the steering input shaft is connected to the commutator through the intermediate transmission shaft, and the steering input shaft and the steering gear are both movable relative to the intermediate transmission shaft.

3. The steering system according to claim 2, characterized in that: The steering input shaft and the intermediate transmission shaft are connected via a first universal joint; And / or, the intermediate transmission shaft and the commutator are connected via a second universal joint.

4. The steering system according to claim 2, characterized in that: The commutator is located directly behind the intermediate transmission shaft; And / or, the front end of the intermediate transmission shaft is connected to the rear lower end of the steering input shaft.

5. The steering system according to claim 1, characterized in that: The steering column comprises a column input member, a column transmission member and a column output member, wherein the column transmission member is movably connected between the column input member and the column output member; The column input is connected to the steering wheel, and the column output is connected to the commutator.

6. The steering system according to claim 5, characterized in that: The pipe column input member and / or the pipe column transmission member are configured to extend obliquely downward from the rear to the front; And / or, the column output member is configured to extend from top to bottom.

7. The steering system according to claim 5, characterized in that: The pipe column input member and the pipe column transmission member are connected via a third universal joint; And / or, the column transmission member and the column output member are connected via a fourth universal joint.

8. The steering system according to claim 1, characterized in that: The steering gear is provided with a steering gear rocker arm, the steering axle is provided with a steering axle knuckle arm, and the steering gear rocker arm is connected with the steering axle knuckle arm through a steering tie rod.

9. A vehicle frame assembly, characterized in that: It comprises a vehicle frame and the steering system according to any one of claims 1 to 8, wherein the steering gear is installed at the front end of the vehicle frame, and the steering axle is installed at the bottom of the vehicle frame.

10. The vehicle frame assembly according to claim 9, characterized in that: The commutator is located at the rear lower part of the steering gear, and the commutator is located at the front lower part of the steering column.

11. The vehicle frame assembly according to claim 9, characterized in that: The commutator is lower than the frame.

12. A vehicle, characterized in that: A vehicle frame assembly comprising any one of claims 9-11.

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