Steering unit, steering gear, steering system and vehicle

Abstract

The invention discloses a steering unit, a steering gear, a steering system and a vehicle, the steering unit comprises at least one steering unit, the steering unit comprises a driving mechanism and a transmission shaft, the transmission shaft comprises a first transmission rod and a second transmission rod, and the first transmission rod and the second transmission rod are connected and extend along a first direction; the first transmission rods and the second transmission rods are staggered in the second direction, the first transmission rods are in transmission fit with the driving mechanism, the second transmission rods are suitable for being connected with wheels to drive the wheels to steer, and the first direction is perpendicular to the second direction. According to the steering unit, interference of other parts in the first direction on movement of the transmission shaft can be avoided, the transmission stroke of the transmission shaft is increased, and the angle range of wheel rotation is enlarged.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a steering unit, a steering gear, a steering system and a vehicle. Background Art

[0002] To meet users' demands for intelligent driving, most vehicle models are equipped with four-wheel steering systems, typically consisting of front-wheel steer-by-wire and rear-wheel steering. Front-wheel steer-by-wire systems cannot achieve independent control of all four wheels, while rear-wheel steering systems can achieve independent control of both rear wheels, but suffer from a limited screw travel, resulting in insufficient rear wheel steering angle. 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, one object of the present invention is to provide a steering unit that can prevent interference with the movement of the drive shaft by other components in a first direction, thereby increasing the transmission stroke of the drive shaft and widening the angular range of wheel rotation.

[0004] A second object of the present invention is to provide a steering gear comprising the above-mentioned steering unit.

[0005] A third object of the present invention is to provide a steering system comprising the above-mentioned steering unit or the above-mentioned steering gear.

[0006] A fourth object of the present invention is to provide a vehicle comprising the above-mentioned steering unit, the above-mentioned steering gear or the above-mentioned steering system.

[0007] According to an embodiment of the first aspect of the present invention, the steering unit includes: a drive mechanism and a transmission shaft. The transmission shaft includes a first transmission rod and a second transmission rod, the first transmission rod and the second transmission rod both extend along a first direction, and the first transmission rod and the second transmission rod are connected and staggered along a second direction, the first transmission rod is coordinated with the drive mechanism for transmission, and the second transmission rod is suitable for being connected to a wheel to drive the wheel to steer, and the first direction is perpendicular to the second direction.

[0008] According to the steering unit of the embodiment of the present invention, at least one steering unit is set up, the steering unit includes a driving mechanism and a transmission shaft, and the first transmission rod and the second transmission rod of the transmission shaft are staggered along the second direction. This can avoid interference with the movement of the transmission shaft by other components in the first direction, increase the transmission stroke of the transmission shaft, and increase the angular range of wheel rotation.

[0009] According to some embodiments of the present invention, the radius of the second transmission rod is R1, the radius of the first transmission rod is R2, and the distance between the central axis of the second transmission rod and the central axis of the first transmission rod in the second direction is L, wherein R1, R2 and L satisfy: L>R1+R2.

[0010] According to some embodiments of the present invention, a connecting portion is connected between the second transmission rod and the first transmission rod, the connecting portion is obliquely connected between the second transmission rod and the first transmission rod, and the second transmission rod and the first transmission rod are arranged on both sides of the connecting portion along the first direction.

[0011] According to some embodiments of the present invention, the first transmission rod and the second transmission rod are an integral structural component or a split structural component.

[0012] According to some embodiments of the present invention, the steering unit further includes: a first shell, the first shell having a first accommodating cavity 131, the first transmission rod being arranged in the first accommodating cavity, a sliding groove being formed on the inner wall of the first accommodating cavity and at least one of the first transmission rods; and at least one ball, the ball being fitted in the sliding groove.

[0013] According to some embodiments of the present invention, the steering unit further includes: a limiting member, which is sleeved on the first transmission rod and is located on the side of the ball away from the second transmission rod; an elastic member, which is sleeved on the first transmission rod and is located on the side of the limiting member away from the ball and is connected to the first shell; wherein the limiting member and the elastic member are suitable for limiting the ball in the slide groove.

[0014] According to some embodiments of the present invention, the driving mechanism includes a driving member and a reduction mechanism, the driving member cooperates with the reduction mechanism, and the first transmission rod cooperates with the reduction mechanism. When the driving member is working, the power of the driving mechanism is transmitted to the transmission shaft through the reduction mechanism to make the transmission shaft move along the first direction.

[0015] According to some embodiments of the present invention, the reduction mechanism includes a planetary gear-worm rack mechanism, or a worm gear-gear rack mechanism, or a belt drive-trapezoidal screw nut mechanism.

[0016] According to some embodiments of the present invention, the deceleration mechanism includes: a second housing having a second accommodating cavity; a first transmission wheel rotatably disposed in the second accommodating cavity, and the first transmission wheel cooperates with the first transmission rod.

[0017] According to some embodiments of the present invention, the reduction mechanism further includes: a sun gear connected to the output shaft of the driving member; an inner ring gear fixed to the driving member; and planetary gears connected to the first transmission wheel via a planetary carrier, and the sun gear is meshed with the planetary gears, and the planetary gears are meshed with the inner ring gear.

[0018] According to some embodiments of the present invention, the first transmission wheel is a worm, and the first transmission rod is a rack.

[0019] According to some embodiments of the present invention, the steering unit further includes: a plurality of oil scrapers, each of which is provided on the first shell, and the plurality of oil scrapers are spaced apart along the second direction, and a gap is set between each of the oil scrapers and the first transmission wheel, so as to be suitable for scraping off the lubricating oil squeezed out during transmission of the first transmission wheel and the first transmission rod.

[0020] The steering gear according to the second embodiment of the present invention includes the steering unit according to the first embodiment of the present invention.

[0021] According to some embodiments of the present invention, the steering gear includes a first steering unit and a second steering unit, and in the first direction, the second transmission rod of the first steering unit and the second transmission rod of the second steering unit extend away from each other; the center axis of the second transmission rod of the first steering unit coincides with the center axis of the second transmission rod of the second steering unit.

[0022] According to some embodiments of the present invention, there are multiple steering units, and the transmission shafts of the multiple steering units are all arranged in the same first housing.

[0023] According to some embodiments of the present invention, the first shell has a plurality of accommodating portions, the plurality of accommodating cavities correspond one-to-one to the plurality of rotating units, and the transmission shaft of each steering unit is disposed in the corresponding accommodating portion.

[0024] According to some embodiments of the present invention, the steering gear further includes: a controller, the driving mechanism of the steering unit is communicatively connected to the controller; a detection element, the detection element is communicatively connected to the controller, and the detection element is used to detect motion parameters of at least one of the driving mechanism and the transmission shaft.

[0025] According to some embodiments of the present invention, the detection element is an angle sensor, which is integrated into the controller, and detects the movement displacement of the first transmission rod along the first direction through the angle sensor.

[0026] The steering system according to the third embodiment of the present invention includes the steering unit according to the first embodiment of the present invention or the steering gear according to the second embodiment of the present invention.

[0027] The vehicle according to the fourth embodiment of the present invention includes the steering unit according to the first embodiment of the present invention, the steering gear according to the second embodiment of the present invention, or the steering system according to the third embodiment of the present invention.

[0028] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0030] Figure 1 is a schematic diagram of a steering unit according to an embodiment of the present invention; Figure 2 is another schematic diagram of a steering unit according to an embodiment of the present invention; Figure 3 is a partial cross-sectional view of a steering unit according to an embodiment of the present invention; Figure 4 is a partial diagram of a steering unit according to an embodiment of the present invention; Figure 5 is a schematic diagram of a transmission shaft of a steering unit according to an embodiment of the present invention; Figure 6 is an assembly diagram of a transmission shaft and a first housing of a steering gear according to an embodiment of the present invention; Figure 7 is a schematic diagram of a subassembly a of a steering gear according to an embodiment of the present invention; Figure 8 is a schematic diagram of a subassembly b of a steering gear according to an embodiment of the present invention; Figure 9 is a schematic diagram of a subassembly c of a steering gear according to an embodiment of the present invention; Figure 10 is a schematic diagram of a subassembly d of a steering gear according to an embodiment of the present invention; Figure 11 is a schematic diagram of a subassembly e of a steering gear according to an embodiment of the present invention; Figure 12 is a schematic diagram of a vehicle according to a first embodiment of the present invention; Figure 13 is a schematic diagram of a vehicle according to a second embodiment of the present invention; Figure 14 is a schematic diagram of a vehicle according to a third embodiment of the present invention; Figure 15 is a schematic diagram of a vehicle according to a fourth embodiment of the present invention; Figure 16 is a schematic diagram of a vehicle according to a fifth embodiment of the present invention.

[0031] Description of reference numerals: 100. Steering gear; 10. Steering unit; 11. Driving mechanism; 111. Driving member; 112. Speed reduction mechanism; 1121. Second housing; 1121a. Second accommodating chamber; 1122. First transmission wheel; 1123. Sun gear; 1124. Ring gear; 1125. Planetary gear; 1126. Planet carrier; 12. Transmission shaft; 121. First transmission rod; 1211. First chute; 122. Second transmission rod; 123. Connecting portion; 13. First housing; 131. First accommodating chamber; 1311. Second chute; 132. Chute; 14. Ball bearing; 15. Limiting member; 16. Elastic member; 20. Oil scraper; 30. Subassembly a; 31. Bearing; 32. Plug screw; 40. Subassembly b; 50. Subassembly c; 60. Subassembly d; 70. Subassembly e; 200. Wheel. DETAILED DESCRIPTION

[0032] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Figures 1-16 A steering unit 100 according to an embodiment of a first aspect of the present invention will be described.

[0033] like Figure 1-Figure 5 As shown, the steering unit 10 according to the first embodiment of the present invention includes: at least one steering unit 10, the steering unit 10 includes a driving mechanism 11 and a transmission shaft 12, the transmission shaft 12 includes a first transmission rod 121 and a second transmission rod 122, the first transmission rod 121 and the second transmission rod 122 are both along a first direction (for example, Figure 2 The first transmission rod 121 and the second transmission rod 122 are connected and extend in the second direction (for example, Figure 2 The first transmission rod 121 is in transmission cooperation with the driving mechanism 11, and the second transmission rod 122 is suitable for being connected to the wheel 200 to drive the wheel 200 to turn, and the first direction is perpendicular to the second direction.

[0034] For example, in Figure 1 and Figure 2In the example, the first direction is consistent with the axial direction of the wheel 200 or the width direction of the vehicle, the second direction is consistent with the forward direction of the vehicle, there can be two steering units 10, the two steering units 10 are arranged along the first direction, the two transmission shafts 12 are spaced apart along the second direction, and the second transmission rod 122 of one of the transmission shafts 12 is adjacent to the first transmission rod 121 of the other transmission shaft 12, and the second transmission rod 122 is connected to one side of the wheel 200 in the second direction.

[0035] When the drive mechanism 11 is in operation, the power of the drive mechanism 11 is first transmitted to the first transmission rod 121, causing the first transmission rod 121 to drive the second transmission rod 122 to move in a first direction (i.e., the axial direction of the wheel 200). The second transmission rod 122 then drives the wheel 200 to rotate about a kingpin (not shown), thereby driving the wheel 200 to deflect about the kingpin to achieve the wheel steering function.

[0036] It should be noted that the second transmission rod 122 can be connected to the wheel 200 through a fixed ball head tie rod or a yoke, but is not limited to this, and this application does not impose specific restrictions on this.

[0037] Specifically, when the steering unit 10 is applied to a vehicle, the steering unit 10 can be arranged between the two front wheels and / or the two rear wheels, and the two transmission shafts 12 are respectively connected to the corresponding two front wheels or rear wheels, so that each steering unit 10 can control the rotation of a wheel 200, thereby realizing independent control of each wheel 200, meeting the vehicle's demand for independent steering of four wheels under different working conditions.

[0038] Moreover, by arranging the first transmission rod 121 and the second transmission rod 122 in a staggered manner along the second direction, the first transmission rod 121 and the second transmission rod 122 will not produce positional interference in the first direction. Therefore, within the limited installation space of the vehicle chassis, interference of other components on the movement of the transmission shaft 12 in the first direction is avoided, and the transmission stroke of the transmission shaft 12 in the first direction is larger, thereby increasing the angular range of rotation of the wheel 200, solving the problem that the linear stroke of the screw of the existing rear-wheel steering unit is small, resulting in insufficient rotation angle of the wheel 200, and the arrangement of the second transmission rod 122 and the first transmission rod 121 fully utilizes the installation space of the vehicle chassis, which is conducive to the compact design of the entire vehicle.

[0039] According to the steering unit 10 of the embodiment of the present invention, by providing a driving mechanism 11 and a transmission shaft 12, and staggering the first transmission rod 121 and the second transmission rod 122 of the transmission shaft 12 along the second direction, interference of other components with the movement of the transmission shaft 12 in the first direction is avoided, the transmission stroke of the transmission shaft 12 can be increased, and the angular range of rotation of the wheel 200 is increased.

[0040] According to some embodiments of the present invention, Figure 5 As shown, the radius of the second transmission rod 122 is R1, the radius of the first transmission rod 121 is R2, and the distance between the central axis of the second transmission rod 122 and the central axis of the first transmission rod 121 in the second direction is L, wherein R1, R2 and L satisfy: L>R1+R2.

[0041] When L<R1+R2, the distance between the center axis of the second transmission rod 122 and the center axis of the first transmission rod 121 in the second direction is too small. When different transmission shafts 12 all move in the first direction, the connection between the second transmission rod 122 and the first transmission rod 121 of one transmission shaft 12 may interfere with the connection between the second transmission rod 122 and the first transmission rod 121 of another transmission shaft 12, resulting in obstruction of the movement of the transmission shaft 12, thereby affecting the steering of the wheel 200, causing the vehicle's driving trajectory to deviate, and affecting the vehicle's driving stability and driving safety. Therefore, by setting the distance L between the center axis of the second transmission rod 122 and the center axis of the first transmission rod 121 in the second direction to be within the range of L>R1+R2, positional interference between two adjacent transmission shafts 12 is avoided, the steering accuracy of the wheel 200 is guaranteed, and the driving stability and driving safety of the vehicle are improved.

[0042] According to some specific embodiments of the present invention, a connecting portion 123 is connected between the second transmission rod 122 and the first transmission rod 121, the connecting portion 123 is obliquely connected between the second transmission rod 122 and the first transmission rod 121, and the second transmission rod 122 and the first transmission rod 121 are arranged along the first direction.

[0043] like Figure 2 and Figure 5 As shown, the connecting portion 123 extends obliquely along the second direction, and the two end portions of the connecting portion 123 in the second direction are respectively connected to the first transmission rod 121 and the second transmission rod 122. The inclined connecting portion 123 provides a structural basis for the staggered arrangement of the first transmission rod 121 and the second transmission rod 122 along the second direction, and the connecting portion 123 can stably transmit the power on the first transmission rod 121 to the second transmission rod 122, thereby ensuring that the wheel 200 can turn smoothly.

[0044] Optionally, the first transmission rod 121 and the second transmission rod 122 may be an integral structure or a split structure. The connection method of the first transmission rod 121 and the second transmission rod 122 is more flexible, making the overall applicability of the steering unit 10 stronger.

[0045] When the first transmission rod 121 and the second transmission rod 122 are an integrated structural component, there is no connection gap and assembly error, so the transmission between the first transmission rod 121 and the second transmission rod 122 is smoother and more accurate, ensuring the accuracy and stability of the transmission, and during installation, only the overall positioning and fixing of the transmission shaft 12 needs to be performed, which reduces the installation difficulty and improves work efficiency; when the first transmission rod 121 and the second transmission rod 122 are split structural components, the first transmission rod 121 and the second transmission rod 122 are designed separately according to different functional requirements, so that the performance of the first transmission rod 121 and the second transmission rod 122 can be optimized, and when one of the first transmission rod 121 and the second transmission rod 122 fails, only the damaged part needs to be replaced, and there is no need to replace the entire part, which reduces maintenance costs and time and improves the maintainability of the equipment.

[0046] Furthermore, the steering unit 10 further includes a first housing 13 and at least one ball bearing 14. The first housing 13 has a first accommodating cavity 131, within which the transmission shaft 12 is disposed. A sliding groove 132 is formed on at least one of the inner wall of the first accommodating cavity 131 and the transmission shaft 12, and the ball bearing 14 fits within the sliding groove 132.

[0047] For example, in Figure 3 and Figure 4 In the example, there may be three chute grooves 132, each of which is provided with four balls 14, but the present invention is not limited thereto. The three chute grooves 132 are spaced apart along the circumference of the transmission shaft 12, with two chute grooves 132 being provided on either side of the transmission shaft 12 in the second direction, and another chute 132 being located between the two chute grooves 132 in the circumferential direction of the transmission shaft 12 and on the side of the transmission shaft 12 away from the drive mechanism 11. Since there may be a gap between the transmission shaft 12 and the inner wall of the first accommodating cavity 131, by arranging the three chute grooves 132 at intervals along the circumference of the transmission shaft 12, when the spherical balls 14 are placed in the chute grooves 132, the balls 14 in different chute grooves 132 can secure and position the transmission shaft 12 from different directions, thereby preventing the transmission shaft 12 from shaking or tilting when moving in the first direction. This allows the transmission shaft 12 to be stably disposed within the first accommodating cavity 131, thereby improving transmission accuracy, reducing the probability of malfunctions, and ensuring the steering accuracy of the wheel 200.

[0048] Furthermore, when the drive shaft 12 moves in the first direction, the balls 14 roll within the chute 132, preventing direct contact and friction between the drive shaft 12 and the inner wall of the first accommodating cavity 131. This extends the service life of the drive shaft 12, reduces wear-related failures and repairs, and improves the reliability and stability of the steering unit 10. Furthermore, the low friction between the balls 14 and the drive shaft 12 ensures smoother and more stable transmission of the drive shaft 12's motion to the wheel 200, resulting in more accurate steering of the wheel 200.

[0049] Furthermore, a first sliding groove 1211 is formed on the first transmission rod 121, and the first sliding groove 1211 extends along the first direction. A second sliding groove 1311 is formed on the inner wall of the first accommodating cavity 131, and the second sliding groove 1311 extends along the first direction. The first sliding groove 1211 and the second sliding groove 1311 are opposite to each other, and the ball 14 is fitted in the first sliding groove 1211 and the second sliding groove 1311.

[0050] With this arrangement, the first and second chute 1211, 1311 together form the chute 132. Part of the ball bearing 14 is located within the first chute 1211, while the remaining part is located within the second chute 1311. The first and second chute 1211, 1311 together constrain the ball bearing 14, providing more precise motion guidance for the ball bearing 14. This ensures linear motion of the ball bearing 14 along the first direction, further aligning the motion trajectory of the transmission shaft 12 within the first accommodating cavity 131 and thereby ensuring operational stability and accuracy of the steering unit 10. Furthermore, during assembly, the ball bearing 14 is first placed in either the first or second chute 1211, 1311, and then the first and second chute 1211, 1311, are aligned, making the assembly process more convenient and efficient, thereby improving assembly efficiency.

[0051] According to some embodiments of the present invention, the steering unit 10 further includes a stopper 15 and an elastic member 16. The stopper 15 is sleeved on the first transmission rod 121 and located on the side of the ball 14 away from the second transmission rod 122. The elastic member 16 is sleeved on the first transmission rod 121 and located on the side of the stopper 15 away from the ball 14 and connected to the first housing 13. The stopper 15 and elastic member 16 are adapted to retain the ball within the chute 132.

[0052] like Figure 5 and Figure 10As shown, the limiting member 15 is annular in structure, and the elastic member 16 is semi-annular in structure. The limiting member 15 and the elastic member 16 have approximately the same diameter, and the limiting member 15 has a protruding structure that fits within the first chute 1211 or the second chute 1311. Positioning the limiting member 15 and the elastic member 16 on the side of the ball 14 away from the second transmission rod 122 prevents the ball 14 from rolling out of the chute 132 during movement of the transmission shaft 12, thereby ensuring the operational reliability of the ball 14. Furthermore, the elastic member 16 can cushion and absorb the impact and vibration experienced by the transmission shaft 12 during movement, ensuring a more precise trajectory of the transmission shaft 12 within the first accommodating chamber 131, thereby guaranteeing the operational stability and accuracy of the steering unit 10.

[0053] It should be noted that the elastic member 16 is an elastic retaining spring and the limiting member 15 is a ball plug, and this application does not impose any specific restrictions on this.

[0054] In some optional embodiments, the drive mechanism 11 includes a drive member 111 and a reduction mechanism 112. The drive member 111 cooperates with the reduction mechanism 112, and the first transmission rod 121 cooperates with the reduction mechanism 112. When the drive member 111 is in operation, the power of the drive mechanism 11 is transmitted to the transmission shaft 12 via the reduction mechanism 112, so that the transmission shaft 12 moves in a first direction. Therefore, the reduction mechanism 112 can adjust the power output by the drive member 111 according to the actual power required by the transmission shaft 12, providing smooth power transmission and reasonable torque adjustment for the transmission shaft 12. In addition, the reduction mechanism 112 can prevent the transmission shaft 12 or other components from being overloaded due to excessive power output by the drive member 111, thereby causing component wear, thereby extending the service life of the steering unit 10.

[0055] It should be noted that the driving member 111 can be a steering motor, but is not limited to this, and this application does not impose any specific restrictions on this.

[0056] Furthermore, the speed reduction mechanism 112 includes a planetary gear-worm rack mechanism (such as Figure 2 The reduction mechanism 112 may employ any reduction mechanism that converts the axial rotation of the steering motor into linear motion of the drive shaft 12, providing greater selectivity and versatility, thereby enhancing the versatility of the steering unit 10.

[0057] According to some embodiments of the present invention, the reduction mechanism 112 includes a second housing 1121 and a first transmission wheel 1122. The second housing 1121 has a second accommodating cavity 1121a, and the first transmission wheel 1122 is rotatably disposed in the second accommodating cavity 1121a. The first transmission wheel 1122 cooperates with the first transmission rod 121 and is connected to the output shaft of the driving member 111.

[0058] The first transmission wheel 1122 can transmit the power of the driving member 111 to the transmission shaft 12, providing a reliable power source for the transmission shaft 12. The second accommodating chamber 1121a provides stable support for the first transmission wheel 1122, preventing the first transmission wheel 1122 from being interfered with by the outside world, ensuring the reliability of power transmission, and thus ensuring the accuracy and stability of the movement of the transmission shaft 12. Moreover, the first transmission wheel 1122 is arranged in the second housing 1121 to form a relatively independent space. When the reduction mechanism 112 fails, it is only necessary to inspect and repair the first transmission wheel 1122 or other related components in the second housing 1121, without having to disassemble the entire steering unit 10, thereby improving the maintainability of the steering unit 10.

[0059] Furthermore, the reduction mechanism 112 further includes a sun gear 1123, an inner ring gear 1124, and planetary gears 1125. The sun gear 1123 is connected to the output shaft of the driver 111, the inner ring gear 1124 is fixed to the driver 111, and the planetary gears 1125 are connected to the first transmission gear 1122 via a planet carrier 1126. The sun gear 1123 meshes with the planetary gears 1125, and the planetary gears 1125 mesh with the inner ring gear 1124.

[0060] Among them, the sun gear 1123 is fixed to the output shaft of the steering motor by pressing or the like, rotates as the output shaft of the steering motor rotates, and transmits torque to the planetary gear 1125, and the planetary gear 1125 drives the planetary carrier 1126 to rotate, wherein the inner ring gear 1124 is fixed, and the first transmission wheel 1122 can rotate as the planetary carrier 1126 rotates through the claws that cooperate with the planetary carrier 1126, and the first transmission wheel 1122 then drives the first transmission rod 121 to make a linear motion.

[0061] In this arrangement, the high-speed and low-torque output by the driving member 111 is converted into the low-speed and high-torque required by the first transmission rod 121, and the rotational motion of the output shaft of the steering motor is converted into the linear motion of the first transmission rod 121, thereby realizing the steering of the wheel 200 and improving the reliability and safety of the steering of the wheel 200.

[0062] According to some embodiments of the present invention, the first transmission wheel 1122 is a worm, and the first transmission rod 121 is a rack. The worm and rack are relatively simple in structure and occupy a small space, making full use of limited installation space and facilitating the compactness of the steering unit 10. Furthermore, as common first transmission rods, the worm and rack are easy to select and assemble, enhancing the versatility of the entire reduction mechanism 112.

[0063] Furthermore, the first transmission wheel 1122 may be a nut, and the first transmission rod 121 may be a lead screw (not shown). Alternatively, the first transmission wheel 1122 may be a gear, and the first transmission rod 121 may be a rack (not shown). The first transmission wheel 1122 may be a sprocket, and the first transmission rod 121 may be a chain (not shown).

[0064] According to some embodiments of the present invention, the steering unit 10 further includes: a plurality of oil scrapers 20, each of which is disposed on the first housing 13. The plurality of oil scrapers 20 are spaced apart along the second direction, and each oil scraper 20 is spaced apart from the first transmission wheel 1122. In the description of the present invention, "plurality" means two or more.

[0065] For example, in Figure 11 In the example shown, two oil scrapers 20 may be provided, one of which is located on the rack and the other on a sidewall of the first housing 13 adjacent to the rack in the second direction. Both oil scrapers 20 extend in the first direction. The oil scrapers 20 can scrape lubricating oil extruded from the meshing tooth surfaces during worm rotation and retain the lubricating oil between the two scrapers 20, thereby improving lubrication between the worm and rack and extending the overall service life of the steering unit 10.

[0066] The steering gear 100 according to the second embodiment of the present invention includes the steering unit 10 according to the first embodiment of the present invention.

[0067] According to the steering gear 100 of the embodiment of the present invention, by adopting the above-mentioned steering unit 10, independent control of each wheel 200 can be achieved, thereby meeting the vehicle's demand for independent steering control of four wheels under different working conditions and increasing the angular range of rotation of the wheel 200.

[0068] According to some embodiments of the present invention, the steering unit 10 includes a first steering unit and a second steering unit, and in a first direction, the second transmission rod of the first steering unit and the second transmission rod of the second steering unit extend in a direction away from each other; the center axis of the second transmission rod of the first steering unit coincides with the center axis of the second transmission rod of the second steering unit.

[0069] For example, in Figure 6In the example, the two steering units 10 correspond to the two front wheels or rear wheels respectively. By aligning the central axes of the second transmission rods 122 of the two steering units 10, it is ensured that the two steering units 10 output the same torque to the corresponding wheels 200, thereby improving the coordination of the steering action of the wheels 200 and avoiding the situation where the driving force for steering the left and right wheels 200 is inconsistent, thereby improving the stability and safety of the vehicle.

[0070] According to some embodiments of the present invention, there are multiple steering units 10, and the transmission shafts 12 of the multiple steering units 10 are all disposed in the same first housing 13. The transmission shafts 12 of the multiple steering units 10 share the same first housing 13. Compared with using a separate housing for each steering unit 10, the space occupied by the overall structure is reduced, thereby improving the overall structural compactness and space utilization.

[0071] Furthermore, the first housing 13 has a plurality of accommodating portions, and the plurality of accommodating portions correspond one-to-one to the plurality of rotating units 10 , and the transmission shaft 12 of each steering unit 10 is disposed in the corresponding accommodating portion.

[0072] like Figure 6 As shown, there can be two steering units 10, and the first accommodating cavity 131 of the first shell 13 has two accommodating parts. The two steering units 10 are respectively arranged in the corresponding accommodating parts. The cavity shape of the accommodating part is adapted to the structure and movement trajectory of the transmission shaft 12, ensuring that the transmission shaft 12 will not produce position interference with the inner wall of the first accommodating cavity 131 during movement, and can better guide and constrain the movement of the transmission shaft 12, thereby improving the movement stability and reliability of the steering shaft.

[0073] In addition, the central axis of the first transmission rod 121 of multiple steering units 10 can be flexibly changed according to the layout of the entire vehicle. The first transmission rod 121 of multiple steering units 10 can rotate around the axis of the second transmission rod 122. The first transmission rod 121 and the second transmission rod 122 of multiple steering units 10 may not be on the same plane to adapt to the layout of the entire vehicle.

[0074] In some optional embodiments, the steering gear 100 further includes a controller (not shown) and a detection element (not shown). The driving mechanism 11 of the steering unit 10 is communicatively connected to the controller, and the detection element is communicatively connected to the controller. The detection element is configured to detect a motion parameter of at least one of the driving mechanism 11 and the transmission shaft 12.

[0075] The detection element monitors the motion parameters of the drive mechanism 11 and the transmission shaft 12, providing the controller with accurate real-time data, enabling it to control the operating state of the drive mechanism 11 based on the real-time operating conditions. The combination of the controller and detection element enhances the overall intelligence and operational reliability of the steering gear 100, ensuring precise steering of the wheels 200 and, consequently, ensuring reliable and safe driving of the vehicle.

[0076] According to some embodiments of the present invention, the detection element is an angle sensor integrated into the controller, which detects the displacement of the first transmission rod 121 along the first direction. The angle sensor can accurately measure the angular displacement of the first transmission rod 121 in the first direction, thereby ensuring that the first transmission rod 121 moves at the desired angle, thereby ensuring accurate steering of the wheel 200, improving the control accuracy of the steering gear 100, and ensuring the reliability and safety of vehicle driving.

[0077] It should be noted that the real-time position of the rack can also be monitored by a linear displacement sensor, and the angle sensor can also monitor the rotational position of other parts.

[0078] According to the steering gear 100 of the present invention, under different assembly positions, the rotation angle range of the wheel 200 is as follows: like Figure 12 and Figure 16 As shown, the steering gear 100 is placed behind the front wheel kingpin and in front of the rear wheel kingpin. When the rack is retracted to the extreme position in the first housing 13 (for example, Figure 6 When the rack extends outward to the limit position outside the first housing 13 (as shown in the figure), the two front wheels rotate 45° around the vehicle's driving direction toward the vehicle's exterior to a first limit position, and the two rear wheels rotate 45° around the vehicle's driving direction toward the vehicle's interior to a first limit position; when the rack extends outward to the limit position outside the first housing 13 (as shown in the figure), the two front wheels rotate 45° around the vehicle's driving direction toward the vehicle's interior to a first limit position. Figure 6 When the transmission shaft 12 (shown by a dotted line) is rotated, the two front wheels rotate 90° around the vehicle's travel direction toward the vehicle's interior to a second limit position, and the two rear wheels rotate 90° around the vehicle's travel direction toward the vehicle's exterior to a second limit position. In this way, each wheel 200 can rotate between the first limit position and the second limit position.

[0079] like Figure 13 and Figure 16As shown, the steering gear 100 is placed in front of the front wheel kingpin and the rear wheel kingpin. When the rack is retracted to the limit position within the first housing 13, all four wheels 200 rotate 45° around the vehicle's travel direction toward the interior of the vehicle to a first limit position. When the rack is extended to the limit position outside the first housing 13, all four wheels 200 rotate 90° around the vehicle's travel direction toward the exterior of the vehicle to a second limit position. In this way, each wheel 200 can rotate between the first and second limit positions.

[0080] like Figure 14 and Figure 16 As shown, the steering gear 100 is placed in front of the front wheel kingpin and behind the rear wheel kingpin. When the rack is retracted to the limit position within the first housing 13, the two front wheels rotate 45° around the vehicle's travel direction toward the interior to the first limit position, and the two rear wheels rotate 45° around the vehicle's travel direction toward the exterior to the first limit position. When the rack is extended to the limit position outside the first housing 13, the two front wheels rotate 90° around the vehicle's travel direction toward the exterior to the second limit position, and the two rear wheels rotate 90° around the vehicle's travel direction toward the interior to the second limit position. In this way, each wheel 200 can rotate between the first and second limit positions.

[0081] like Figure 15 and Figure 16 As shown, the steering gear 100 is placed behind the front wheel kingpin and the rear wheel kingpin. When the rack is retracted to the limit position within the first housing 13, all four wheels 200 rotate 45° around the vehicle's travel direction toward the outside of the vehicle to a first limit position. When the rack is extended to the limit position outside the first housing 13, all four wheels 200 rotate 90° around the vehicle's travel direction toward the inside of the vehicle to a second limit position. In this way, each wheel 200 can rotate between the first and second limit positions.

[0082] According to the steering gear 100 of the present invention, the specific assembly steps are as follows: S1. Press the bearing 31 into the worm (i.e., the first transmission wheel 1122), and then tighten the screw plug 32 to form a subassembly a30 (e.g., Figure 7 shown); S2. Press the subassembly a30 into the second housing 1121 to form the subassembly b40 (as shown in FIG. Figure 8 shown); S3. Assemble the planet carrier 1126 and the worm gear, fit the claws between them together, assemble the planet gear 1125 and the planet carrier 1126, and then assemble the inner ring gear 11246 so that the planet gear 1125 and the inner ring gear 1124 are meshed with each other. Then connect the sun gear 1123 to the output shaft of the steering motor and mesh the sun gear 1123 and the planet gear 1125 with each other. Then tighten the bolts and seal the gaps between the exposed parts by applying glue to form subassembly C50 (as shown in the figure). Figure 9 shown); S4, put the rack (i.e. the first transmission rod 121 of the transmission shaft 12) into the first housing 13, and put the designed amount of balls 14 into the chute 132, cover the limiter 15 (ball plug), and then assemble the elastic member 16 (elastic retaining spring) into the second chute 1311 on the first housing 13, clamp the ball plug, and form the subassembly d60 (as shown in FIG. Figure 10 shown); S5. Install the oil scraper 20 into the first housing 13, place the sub-assembly C50 in the preset position so that the worm can mesh with the rack, and tighten the locking bolts. The gap between the sub-assembly C50 and the first housing 13 is sealed by applying glue to form the sub-assembly E70 (as shown in FIG. Figure 11 shown); S6. Assemble the two sub-assemblies e70 together and tighten the locking bolts. Then, write different software to the steering motor (ie, the driving component 111 ), mark them to distinguish them, and connect them to the corresponding wheels 200 .

[0083] The steering system according to the third embodiment of the present invention (not shown) includes the steering unit 10 according to the first embodiment of the present invention or the steering gear 100 according to the second embodiment of the present invention.

[0084] According to the steering system of an embodiment of the present invention, by adopting the above-mentioned steering unit 10 or steering gear 100, independent control of each wheel 200 can be achieved, thereby meeting the vehicle's demand for independent steering control of four wheels under different working conditions, increasing the angular range of rotation of the wheel 200, avoiding the problem of being unable to turn due to insufficient thrust, and improving the working reliability of the steering system.

[0085] Other structures and operations of the steering system according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail here.

[0086] A vehicle according to a fourth embodiment of the present invention (not shown) includes a steering unit 10 according to the first embodiment of the present invention, a steering gear 100 according to the second embodiment of the present invention, or a steering system according to the second embodiment of the present invention.

[0087] The vehicle according to the embodiment of the present invention can meet the vehicle's demand for four-wheel independent steering control under different working conditions by adopting the above-mentioned steering unit 10, steering gear 100 or steering system, thereby improving the reliability and safety of vehicle driving.

[0088] Other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail here.

[0089] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0090] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0091] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0092] While 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 invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A steering unit, characterized in that: include: The drive mechanism and the transmission shaft include a first transmission rod and a second transmission rod, the first transmission rod and the second transmission rod both extend in a first direction, and the first transmission rod and the second transmission rod are connected and staggered along the second direction, the first transmission rod is in transmission cooperation with the drive mechanism, and the second transmission rod is suitable for being connected to the wheel to drive the wheel to turn, and the first direction is perpendicular to the second direction.

2. The steering unit according to claim 1, characterized in that The radius of the second transmission rod is R1, the radius of the first transmission rod is R2, and the distance between the central axis of the second transmission rod and the central axis of the first transmission rod in the second direction is L, wherein R1, R2 and L satisfy: L>R1+R2.

3. The steering unit according to claim 1, characterized in that A connecting portion is connected between the second transmission rod and the first transmission rod. The connecting portion is obliquely connected between the second transmission rod and the first transmission rod, and the second transmission rod and the first transmission rod are arranged on both sides of the connecting portion along the first direction.

4. The steering unit according to claim 1, characterized in that The first transmission rod and the second transmission rod are an integral structural component or a split structural component.

5. The steering unit according to any one of claims 1 to 4, characterized in that: The steering unit further comprises: a first housing, the first housing having a first accommodating cavity, the first transmission rod being disposed in the first accommodating cavity, and a sliding groove being formed on at least one of an inner wall of the first accommodating cavity and the first transmission rod; At least one ball is fitted in the slide groove.

6. The steering unit according to claim 5, characterized in that The steering unit further comprises: a limiting member, the limiting member being sleeved on the first transmission rod and located on a side of the ball away from the second transmission rod; an elastic member, the elastic member being sleeved on the first transmission rod, the elastic member being located on a side of the limiting member away from the ball and connected to the first housing; Wherein, the limiting member and the elastic member are suitable for limiting the ball in the sliding groove.

7. The steering unit according to any one of claims 1 to 4, characterized in that: The driving mechanism includes a driving member and a reduction mechanism. The driving member cooperates with the reduction mechanism, and the first transmission rod cooperates with the reduction mechanism. When the driving member is working, the power of the driving mechanism is transmitted to the transmission shaft through the reduction mechanism to make the transmission shaft move along the first direction.

8. The steering unit according to claim 7, characterized in that The speed reduction mechanism includes a planetary gear-worm rack mechanism, a worm gear-gear rack mechanism, or a belt drive-trapezoidal screw nut mechanism.

9. The steering unit according to claim 7, characterized in that The deceleration mechanism comprises: a second housing, the second housing having a second accommodating cavity; A first transmission wheel is rotatably disposed in the second accommodating cavity, and the first transmission wheel cooperates with the first transmission rod.

10. The steering unit according to claim 9, characterized in that The deceleration mechanism further includes: a sun gear connected to an output shaft of the driving member; an inner gear ring, the inner gear ring being fixed to the driving member; The planetary gears are connected to the first transmission gear via a planetary carrier, the sun gear is meshed with the planetary gears, and the planetary gears are meshed with the inner gear ring.

11. The steering unit according to claim 9, characterized in that The first transmission wheel is a worm, and the first transmission rod is a rack.

12. The steering unit according to claim 9, characterized in that Also includes: Multiple oil scrapers are provided on the first shell, and the multiple oil scrapers are spaced apart along the second direction. Each of the oil scrapers is provided with a gap between itself and the first transmission wheel, and is suitable for scraping off the lubricating oil squeezed out during transmission by the first transmission wheel and the first transmission rod.

13. A steering gear, characterized in that: Comprising a steering unit according to any one of claims 1-12.

14. The steering gear according to claim 13, characterized in that The steering gear includes a first steering unit and a second steering unit, In the first direction, the second transmission rod of the first steering unit and the second transmission rod of the second steering unit extend in a direction away from each other; A central axis of the second transmission rod of the first steering unit coincides with a central axis of the second transmission rod of the second steering unit.

15. The steering gear according to claim 13, characterized in that There are multiple steering units, and the transmission shafts of the multiple steering units are all arranged in the same first housing.

16. The steering gear according to claim 15, characterized in that The first housing has a plurality of accommodating portions, and the plurality of accommodating portions correspond one-to-one to the plurality of rotating units. The transmission shaft of each steering unit is arranged in the corresponding accommodating portion.

17. The steering gear according to claim 13, characterized in that Also includes: a controller, wherein the driving mechanism of the steering unit is communicatively connected to the controller; A detection element is communicatively connected to the controller, and is used to detect a motion parameter of at least one of the driving mechanism and the transmission shaft.

18. The steering gear according to claim 17, characterized in that The detection element is an angle sensor, which is integrated into the controller. The angle sensor detects the movement displacement of the first transmission rod along the first direction.

19. A steering system, characterized in that: The device comprises a steering unit according to any one of claims 1 to 12 or a steering gear according to any one of claims 13 to 18.

20. A vehicle, characterized in that: The invention comprises a steering unit according to any one of claims 1 to 12, a steering gear according to any one of claims 13 to 18, or a steering system according to claim 19.

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