Automobile steering system, connecting structure of automobile steering system and auxiliary frame and automobile

Abstract

The invention discloses an automobile steering system which comprises two executing mechanisms and a shell, each executing mechanism comprises an executing rod, and each executing rod is suitable for being connected with a wheel on one side so as to drive the corresponding wheel to steer; a connecting cavity and two mounting cavities are formed in the shell, and the two mounting cavities are formed in the two sides of the connecting cavity and communicate with the connecting cavity in the first direction; a part of each execution rod is correspondingly arranged in the mounting cavity on one side, and one end of each execution rod extends into the corresponding connecting cavity; the execution rod is suitable for moving relative to the shell in the first direction to drive the wheels to steer. Wherein the shell is provided with a first connecting part and two second connecting parts, the first connecting part is formed on the peripheral wall of the connecting cavity, and the two second connecting parts are correspondingly formed on the peripheral walls of the two mounting cavities. The steering of the wheels on the two sides can be independently controlled, the assembling structure can be simplified, the requirement for installation points is reduced, and the adjusting range of the wheel turning angle can be widened.

Description

Technical Field

[0001] This application relates to the field of automotive steering system technology, and in particular to an automotive steering system and its connection structure with the subframe, and a vehicle. Background Technology

[0002] In related technologies, most automotive rear-wheel steering mechanisms are integrated single-actuator mechanisms. This means that a drive motor located on the rear axle drives the steering tie rod, thereby controlling the rear wheels' steering angle in the same direction. However, because an integrated single-actuator rear-wheel steering system only has a single motor controlling the transmission, its control over the displacement of the lead screws on both sides, and more specifically, the control over the steering angle of the two rear wheels, can only be performed in the same direction. This cannot meet the needs of different directions or angles of the vehicle's rear wheels under certain special operating conditions. To address this, automotive rear-wheel steering mechanisms employ a split dual-actuator mechanism. Each wheel is driven by a separate steering mechanism, and there is no direct mechanical connection between the two steering mechanisms. This allows for independent control of the rear wheels in the same or opposite directions.

[0003] A split-type steering system receives the target steering angle command from the vehicle simultaneously through two ECUs (Electronic Control Units). It then calculates the required driving angle for each of the two rear wheels using a motor drive algorithm, enabling separate control. This allows for various multi-directional and multi-angle control and provides redundancy protection. However, the single-sided actuators in a split-type system typically require at least two mounting points on the vehicle subframe for secure installation, which can affect the installation space for structures such as the front fuel tank, battery pack, or rear drive motor. Furthermore, the vehicle's rear track is limited, and to ensure maximum control of wheel steering angles, the steering system's lead screw requires significant axial space. When arranging a split-type system, a minimum 20mm gap must be maintained between the two actuators to prevent interference, resulting in a significant waste of axial space. Summary of the Invention

[0004] This application aims to at least solve one of the technical problems existing in the prior art. To this end, one objective of this application is to provide an automotive steering system and its connection structure with the subframe, as well as a vehicle, aimed at solving the problem of poor spatial layout of split steering mechanisms.

[0005] This application proposes an automotive steering system, which includes two actuators and a housing. Each actuator includes an actuator rod adapted to connect to a wheel on one side to steer the corresponding wheel. The housing has a connecting cavity and two mounting cavities, which are located on both sides of the connecting cavity and communicate with it along a first direction. A portion of each actuator rod is correspondingly disposed in one mounting cavity, and one end of the actuator rod extends into the connecting cavity. The actuator rod is adapted to move relative to the housing along the first direction to steer the wheel. The housing has a first connecting portion adapted to connect to a subframe and two second connecting portions. The first connecting portion is formed on the outer peripheral wall of the connecting cavity, and the two second connecting portions are correspondingly formed on the outer peripheral walls of the two mounting cavities.

[0006] According to the automotive steering system of this application, because it has two independent actuators, the two actuators are not mutually constrained by mechanical mechanisms, and can achieve independent control of the steering of both wheels, improving the flexibility and adaptability of wheel steering control and meeting the needs of various steering conditions. Since the two actuators are integrally connected into a single assembly through a housing, they can be assembled and fixed as a whole; the multiple mounting points required for separate single-sided actuators are eliminated, requiring only three mounting points for a stable assembly, simplifying the assembly structure. This reduces the need for mounting points and also reduces the need to modify other components of the vehicle's rear axle, facilitating installation and maintenance, and benefiting production and cost. Furthermore, the connecting cavity inside the housing provides more axial space for the two actuator rods, allowing for a greater stroke and expanding the wheel angle adjustment range, optimizing the actuator rod layout and improving the utilization of axial space.

[0007] According to some embodiments of this application, the lines connecting the first connecting portion and each of the two second connecting portions form a triangle.

[0008] According to some embodiments of this application, the first connecting portion protrudes outward from the outer peripheral surface of the housing along the second direction; the second connecting portion protrudes outward from the outer peripheral surface of the housing along the third direction; both the second direction and the third direction are perpendicular to the first direction, and the second direction and the third direction point in opposite directions.

[0009] According to some embodiments of this application, the vehicle steering system further includes two drive mechanisms, each drive mechanism being connected to an actuator respectively; and both drive mechanisms are disposed in the housing, with the output end of the drive mechanism extending into the connecting cavity to be adapted to be connected to a corresponding actuator rod.

[0010] According to some embodiments of this application, the vehicle steering system further includes two detection elements and two algorithm controllers. Each detection element is adapted to detect the displacement of a corresponding actuator in a first direction. Each algorithm controller is communicatively connected to the detection element and the drive mechanism corresponding to an actuator, so as to control the operation of the drive mechanism according to the displacement of the actuator.

[0011] According to some embodiments of this application, the automotive steering system further includes two transmission mechanisms, both of which are disposed within a connecting cavity, and each drive mechanism is connected to its corresponding actuator via a transmission mechanism.

[0012] According to some embodiments of this application, the first connecting portion and / or the second connecting portion are formed with at least one reinforcing rib.

[0013] According to some embodiments of this application, each actuator further includes a tie rod and a steering knuckle, the steering knuckle being connected to a wheel; the tie rod is connected to the steering knuckle and the actuator rod, and at least one end of the tie rod is provided with a universal joint.

[0014] This application also proposes a connection structure between an automotive steering system and a subframe. The connection structure includes an automotive steering system and a subframe. The automotive steering system is constructed as described above. The subframe has a third connecting part and two fourth connecting parts. The third connecting part is connected to the first connecting part, and the two fourth connecting parts are connected to the two second connecting parts in a one-to-one correspondence.

[0015] This application also proposes a vehicle that includes the aforementioned automobile steering system.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of an automobile steering system according to some embodiments of this application; Figure 2 This is a structural cross-sectional view of an automobile steering system according to some embodiments of this application; Figure 3 This is a schematic diagram of the structure of a steering knuckle according to some embodiments of this application; Figure 4 This is an assembly diagram of an automobile steering system and a rear steering knuckle according to some embodiments of this application; Figure 5 This is a schematic diagram of the structure of a connecting nut according to some embodiments of this application; Figure 6 This is a structural schematic diagram of a subframe according to some embodiments of this application; Figure 7 This is a schematic diagram of the connection structure between an automobile steering system and a subframe according to some embodiments of this application; Figure 8 This is a structural schematic diagram of a connecting bolt according to some embodiments of this application.

[0018] Figure label: Automotive steering system 100; subframe 200; connecting bolts 300; Drive mechanism 101; belt drive mechanism 102; reduction mechanism 103; lead screw 104; inner tie rod 105; outer tie rod 106; steering knuckle 107; ball pin 108; mounting housing 109; detection component 110; connecting housing 111; first connecting part 112; second connecting part 113; protective component 114; connecting nut 115; ball pin connecting hole 116; reinforcing rib 117; Third connecting part 201; Fourth connecting part 202. Detailed Implementation

[0019] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0020] The following is for reference. Figures 1-5 Describing a vehicle steering system 100 according to some embodiments of this application, with reference to Figures 6-8 The connection structure between the vehicle steering system 100 and the subframe 200 according to some embodiments of this application is described.

[0021] This application proposes an automotive steering system 100, which includes two actuators and a housing. Each actuator includes an actuator rod adapted to connect to a wheel on one side to steer the corresponding wheel. The housing has a connecting cavity and two mounting cavities, which are located on both sides of the connecting cavity and communicate with the connecting cavity along a first direction. A portion of each actuator rod is correspondingly disposed in one mounting cavity, and one end of the actuator rod extends into the connecting cavity. The actuator rod is adapted to move relative to the housing along the first direction to steer the wheel. The housing has a first connecting portion 112 adapted to connect to a subframe 200 and two second connecting portions 113. The first connecting portion 112 is formed on the outer peripheral wall of the connecting cavity, and the two second connecting portions 113 are correspondingly formed on the outer peripheral walls of the two mounting cavities.

[0022] According to the automotive steering system 100 of this application, each actuator independently controls one side of the wheel. By setting two independent actuators, the independent control of the two sides of the wheel can be achieved. Each actuator acts on the corresponding side wheel when moving along a first direction, causing the wheel to deflect, thereby achieving steering. In some embodiments, the wheel refers to the rear wheel of the vehicle, and the first direction refers to the width direction of the vehicle, i.e., the direction in which the two rear wheels are opposite each other. The two actuators are integrally connected through a housing, making the entire automotive steering system 100 a single unit, which can be assembled and fixed as a whole. Specifically, a first connecting portion 112 is formed on the peripheral wall corresponding to the connecting cavity of the housing, and a second connecting portion 113 is formed on the peripheral wall corresponding to the mounting cavity. The first connecting portion 112 and the second connecting portion 113 are adapted to cooperate with the subframe 200, thereby achieving the connection and fixation of the entire automotive steering system 100. There are at least three connection points between the housing and the subframe 200, enabling a stable connection and ensuring reliable connection of each part. Furthermore, a connecting cavity is formed inside the housing, and one end of the actuator extends into the connecting cavity along its moving direction. The connecting cavity can provide axial movement space for the actuator, allowing part of the actuator to move in the first direction within the connecting cavity. This helps to increase the axial movement stroke of the actuator, enabling greater wheel angle control; it also helps to optimize the axial layout of the actuator, making the two actuators more compact in the axial arrangement and improving the utilization rate of its axial space.

[0023] According to the automotive steering system 100 of this application, because it has two independent actuators, the two actuators are not mutually constrained by mechanical mechanisms, and can achieve independent control of the steering of both wheels, improving the flexibility and adaptability of wheel steering control and meeting the needs of various steering conditions. Since the two actuators are integrally connected into a single assembly through a housing, they can be assembled and fixed as a whole; the multiple mounting points required for separate single-sided actuators are eliminated, requiring only three mounting points for a stable assembly, simplifying the assembly structure. This reduces the need for mounting points and also reduces the need to modify other components of the vehicle's rear axle, facilitating installation and maintenance, and benefiting production and cost. Furthermore, the connecting cavity inside the housing provides more axial space for the two actuator rods, allowing for a greater stroke and expanding the wheel angle adjustment range, optimizing the actuator rod layout and improving the utilization of axial space.

[0024] In some embodiments, a clearance gap is formed between the opposite ends of the two actuators, that is, a clearance space is formed between the two actuators in the connecting cavity. This can ensure that the two actuators will not interfere with each other while increasing the axial movement space of the actuators, thus ensuring that the two actuators can operate normally.

[0025] In some embodiments, the housing includes a connecting shell 111 and a mounting shell 109. The connecting cavity is formed within the connecting shell 111, and the mounting cavity is formed within the mounting shell 109. The connecting shell 111 and the mounting shells 109 on both sides are integrally connected. In this embodiment, the housing is constructed as a combination of the connecting shell 111 and the mounting shell 109, which facilitates structural assembly and maintenance.

[0026] According to some embodiments of this application, the lines connecting the first connecting part 112 and the two second connecting parts 113 in pairs form a triangle. In this embodiment, the three connecting parts (i.e., the first connecting part 112 and the two second connecting parts 113) satisfy the spatial positional relationship of a triangle, that is, the lines connecting them in pairs form a triangle, and the three connecting parts are located at the three vertices of the triangle, so that the connection between the vehicle steering system 100 and the subframe 200 can have high stability.

[0027] According to some embodiments of this application, the first connecting portion 112 protrudes outward from the outer peripheral surface of the housing along a second direction; the second connecting portion 113 protrudes outward from the outer peripheral surface of the housing along a third direction; both the second and third directions are perpendicular to the first direction, and the second and third directions point in opposite directions. In this embodiment, the housing protrudes outward along the second direction to form the first connecting portion 112, and protrudes outward along the third direction to form the second connecting portion 113. The first connecting portion 112 and the second connecting portion 113 protrude in opposite directions, that is, they are respectively disposed on both sides of the housing. Assembly points can be established on both sides of the housing to form a stable triangular connection, which can improve the connection strength and stability, and reduce the risk of structural shaking or deformation; at the same time, it is convenient to connect with the subframe 200, which can avoid structural interference, improve the local structural strength of the connecting part, and optimize the reliability of the connection.

[0028] According to some embodiments of this application, the vehicle steering system further includes two drive mechanisms 101, each drive mechanism 101 being connected to an actuator; and both drive mechanisms 101 are disposed in the housing, with the output end of the drive mechanism 101 extending into the connecting cavity to be adapted for transmission connection with a corresponding actuator rod. In this embodiment, by setting two drive mechanisms 101 to drive two actuator rods respectively, it can be ensured that the two actuator rods move independently, thereby realizing independent control of the wheels on both sides.

[0029] According to some embodiments of this application, the automotive steering system further includes two detection elements 110 and two algorithm controllers. Each detection element 110 is adapted to detect the displacement of a corresponding actuator in a first direction. Each algorithm controller is communicatively connected to the detection element 110 and the drive mechanism 101 corresponding to an actuator, and is adapted to control the operation of the drive mechanism 101 according to the displacement of the actuator. In this embodiment, by setting the detection element 110 to monitor the displacement of the actuator in real time and feeding it back to the algorithm controller, the algorithm controller controls the next drive output of the drive mechanism 101 according to the displacement of the actuator in the first direction obtained in real time by the detection element 110, which can improve the drive control accuracy of the drive mechanism 101, thereby realizing precise control of the steering of one side of the wheel. The two algorithm controllers independently control the two drive mechanisms 101 respectively, which can realize independent and precise control of the steering of both sides of the wheel, meeting different working conditions.

[0030] In some embodiments, the detection element 110 is configured as a linear displacement sensor, disposed on the housing, to monitor the displacement of the actuator rod in a first direction in real time, and the linear displacement sensor is communicatively connected to the drive mechanism 101 via a wiring harness.

[0031] According to some embodiments of this application, the automotive steering system further includes two transmission mechanisms, both of which are disposed within a connecting cavity. Each drive mechanism 101 is connected to its corresponding actuator via a transmission mechanism. In this embodiment, by setting a transmission mechanism, the output drive of the drive mechanism 101 is transmitted to the actuator. On the one hand, this optimizes the power transmission process, enabling flexible changes in the direction and mode of power transmission, and flexible speed adjustment. On the other hand, it optimizes the layout of the drive mechanism 101 and the actuator, improving space utilization and facilitating assembly and fixation of the structure.

[0032] In some embodiments, the actuator is configured as a lead screw 104, and the drive mechanism 101 is configured as a motor assembly, including a drive motor, the output shaft of which is arranged parallel to the lead screw 104. The transmission mechanism includes a belt drive mechanism 102 and a reduction mechanism 103. The reduction mechanism 103 is connected to the lead screw 104. The belt drive mechanism 102 connects the output shaft of the drive motor and the input shaft of the reduction mechanism 103, transmitting the output rotation of the drive motor to the reduction mechanism 103. The output shaft of the reduction mechanism 103 is connected to the lead screw 104, reducing the rotational speed before transmitting it to the lead screw 104. The lead screw 104 then converts the rotation into linear motion, achieving movement along a first direction. This embodiment, by setting the belt drive mechanism 102 and the reduction mechanism 103, can achieve multi-stage transmission and flexible adjustment of the rotational speed.

[0033] Furthermore, the belt drive mechanism 102 includes a driving pulley and a driven pulley. The driving pulley is coaxially arranged with the output shaft of the drive motor and rotates with the output shaft. The belt is tensioned on the outer circumference of the driving pulley and the driven pulley, transmitting the rotation of the driving pulley to the driven pulley to make it rotate. The driven pulley is connected to the input shaft of the reduction mechanism 103 to realize rotational input. The output shaft of the reduction mechanism 103 is connected to a lead screw nut to drive the lead screw nut to rotate. The lead screw nut is threadedly connected to the lead screw 104. Under circumferential limit constraints, the lead screw 104 is driven by the lead screw nut to achieve linear movement.

[0034] According to some embodiments of this application, the first connecting portion 112 and / or the second connecting portion 113 are provided with at least one reinforcing rib 117. In this embodiment, by providing the reinforcing rib 117, the structural strength of the first connecting portion 112 and the second connecting portion 113 can be improved, thereby improving the stability of the connection and achieving a stable assembly connection between the vehicle steering system 100 and the subframe 200 using a limited number of mounting points.

[0035] Furthermore, the first connecting portion 112 and / or the second connecting portion 113 can be constructed as a triangular protrusion, with the width gradually decreasing along the radial direction of the housing; on the first connecting portion 112 or the second connecting portion 113, there are multiple reinforcing ribs 117, and the multiple reinforcing ribs 117 are arranged circumferentially with the outer edge corner of the triangular protrusion as the center.

[0036] According to some embodiments of this application, each actuator further includes a tie rod and a steering knuckle 107, the steering knuckle 107 being connected to a wheel; the tie rod connects the steering knuckle 107 and the actuator rod, and at least one end of the tie rod is provided with a universal joint. In this embodiment, as... Figure 2 As shown, the actuator and wheel are assembled and connected by a tie rod and a steering knuckle 107. The steering knuckle 107 can adapt to the wheel's structural shape, stably connect to the wheel, and transmit steering power to the wheel. The tie rod connects the actuator and the steering knuckle 107. When the actuator moves in the first direction, the tie rod performs work inward or outward to transmit power to the steering knuckle 107, driving the wheel to deflect. Furthermore, at least one end of the tie rod is provided with a universal joint to facilitate universal connection with the actuator or the steering knuckle 107, which can coordinate structural movement, improve transmission flexibility, and realize variable-angle power transmission.

[0037] In some embodiments, such as Figure 2As shown, one end of the actuator rod connected to the pull rod is provided with a ball groove, and one end of the pull rod is provided with a ball joint. The ball joint and the ball groove are connected to each other to achieve universal rotation connection between the actuator rod and the pull rod. In some embodiments, one end of the actuator rod is provided with a first connector forming the ball groove, and one end of the pull rod is provided with a second connector forming the ball joint. The pull rod and the second connector are fixedly connected by threads, and the actuator rod and the first connector can also be fixedly connected by threads.

[0038] In some embodiments, such as Figure 2 As shown, a ball seat is formed at the end of the tie rod that connects to the steering knuckle 107, and the tie rod and steering knuckle 107 are connected by a ball pin 108; wherein, the ball head of the ball pin 108 engages with the ball seat to achieve universal rotation connection between the ball pin 108 and the tie rod, thereby achieving the connection between the tie rod and the steering knuckle 107. Further, as... Figure 3-5 As shown, the steering knuckle 107 has a ball pin connection hole 116 suitable for connection with the ball pin 108, and is further stably connected with the ball pin 108 by a connecting nut 115.

[0039] According to some embodiments of this application, each actuator further includes a protective member 114, which covers the portion of the pull rod and the portion of the actuator rod, and the protective member 114 is adapted to deform. In this embodiment, as... Figure 1 As shown, by providing the protective component 114, the connection between the pull rod and the actuator rod can be shielded, achieving the effect of dust and dirt prevention. Furthermore, in some embodiments, the pull rod and actuator rod are connected by a universal joint as described above. The connection structure is precise and lubricated. By providing the dustproof component 114, dust and other particles can be prevented from entering, avoiding structural wear or jamming, and maintaining lubrication and sealing. Even further, the protective component 114 is adapted to deform to accommodate the relative movement between the structures, avoiding structural interference; specifically, the dustproof component 114 can be constructed as a bellows cover, with both ends fixedly connected to the pull rod and the housing by clamps.

[0040] Furthermore, in some embodiments, such as Figure 2 As shown, the tie rod includes an inner tie rod 105 and an outer tie rod 106. The inner tie rod 105 is connected to the actuator rod, and the outer tie rod 106 is connected to the steering knuckle 107. The inner tie rod 105 and the outer tie rod 106 are fixedly connected as one unit by tie rod bolts and tie rod nuts. The tie rod of this embodiment is easy to assemble and adjust, and also easy to maintain and replace in a modular manner.

[0041] According to some embodiments of this application, such as Figure 1 , 2 As shown, the two actuators are symmetrically arranged to ensure consistent steering control on both sides.

[0042] This application also proposes a connection structure between an automobile steering system 100 and a subframe 200. The connection structure includes the automobile steering system 100 and the subframe 200. The automobile steering system 100 is constructed as described in the above embodiments. The subframe 200 has a third connecting portion 201 and two fourth connecting portions 202. The third connecting portion 201 is connected to the first connecting portion 112, and the two fourth connecting portions 202 are connected to the two second connecting portions 113 in a one-to-one correspondence.

[0043] According to the connection structure between the automotive steering system 100 and the subframe 200 of this application, when the automotive steering system 100 and the subframe 200 are assembled, the first connecting part 112 and the third connecting part 201 are connected, and the second connecting part 113 and the fourth connecting part 202 are connected. Stable assembly of the automotive steering system 100 on the subframe 200 can be achieved through only three assembly points. The structure is simple, easy to assemble and operate, and easy to maintain. It also reduces the need for modification of the existing subframe 200, which is beneficial to production and cost.

[0044] The first connecting part 112 and the second connecting part 113 are positioned to ensure the stability and balance of the steering system under force, and are respectively located on both sides of the housing. At the same time, they take into account the existing subframe 200 structure to reduce modification costs.

[0045] In some embodiments, such as Figure 7-8 As shown, the first connecting portion 112, the second connecting portion 113, the third connecting portion 201, and the fourth connecting portion 202 are all formed with fastening connection holes, and further connected by means of, Figure 8 The connecting bolts 300 and nuts shown are used to achieve the corresponding connection.

[0046] This application also proposes a vehicle that includes the aforementioned automobile steering system 100.

[0047] The vehicle according to this application, having the aforementioned vehicle steering system 100, can achieve independent and precise control of the steering of both wheels, meeting different operating conditions.

[0048] In combination with the various embodiments, the automobile steering system 100, the connection structure between the automobile steering system 100 and the subframe 200, and the vehicle of this application have the following significant technical effects compared with the prior art: (1) Since the actuator, drive mechanism 101 and transmission mechanism are equipped on both sides of the wheel, and the lead screw 104 with transmission function is disconnected, that is, two independent actuators are set, so that the two actuators on both sides will not restrict each other due to mechanical structure when operating; in addition, in terms of electrical architecture, since each wheel on one side is controlled by an independent ECU (algorithm controller), the rear wheel can be precisely and independently controlled to cope with different operating conditions. (2) Compared with the existing split rear wheel steering system, this application connects the two separate actuators on the left and right sides into a whole assembly through the housing, which reduces the installation point requirements and can also take into account the subframe 200 and surrounding assembly requirements that are compatible with the existing integrated rear wheel steering system, which is convenient for installation and maintenance, and is beneficial to production and cost. (3) Because the housing has a connecting cavity, the actuator has the advantage of a larger stroke, which allows the actuator to push a larger stroke during transmission and expand the range of the vehicle's rear wheel turning angle.

[0049] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0050] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0051] In the description of this application, "multiple" means two or more.

[0052] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0053] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0054] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0055] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A car steering system, characterized in that, include: Two actuators, each of which includes an actuator rod adapted to connect to a wheel on one side to steer the corresponding wheel; The housing has a connecting cavity and two mounting cavities, the two mounting cavities being disposed on both sides of the connecting cavity and communicating with the connecting cavity along a first direction; a portion of each actuator is correspondingly disposed within one of the mounting cavities, and one end of the actuator extends into the connecting cavity; the actuator is adapted to move relative to the housing along the first direction to steer the wheel; wherein, The housing has a first connecting portion and two second connecting portions adapted to connect to the subframe. The first connecting portion is formed on the outer peripheral wall of the connecting cavity, and the two second connecting portions are formed on the outer peripheral walls of the two mounting cavities respectively.

2. The automotive steering system according to claim 1, characterized in that, The lines connecting the first connecting part and each of the two second connecting parts form a triangle.

3. The automotive steering system according to claim 2, characterized in that, The first connecting portion protrudes outward from the outer peripheral surface of the housing along the second direction; the second connecting portion protrudes outward from the outer peripheral surface of the housing along the third direction; both the second direction and the third direction are perpendicular to the first direction, and the second direction and the third direction point in opposite directions.

4. The automotive steering system according to claim 1, characterized in that, Also includes: Two drive mechanisms, each of which is connected to one of the actuators; Both drive mechanisms are located in the housing, and the output end of the drive mechanism extends into the connecting cavity to be connected to a corresponding actuator rod.

5. The automotive steering system according to claim 4, characterized in that, Also includes: Two detection elements, each of which is adapted to detect the displacement of a corresponding actuator in the first direction; Two algorithm controllers, each of which is communicatively connected to the detection element and the drive mechanism corresponding to one of the actuators, are adapted to control the operation of the drive mechanism according to the displacement of the actuator.

6. The automotive steering system according to claim 4, characterized in that, Also includes: Two transmission mechanisms are provided, both of which are disposed within the connecting cavity. Each drive mechanism is connected to the corresponding actuator through one of the transmission mechanisms.

7. The automotive steering system according to claim 1, characterized in that, The first connecting portion and / or the second connecting portion are provided with at least one reinforcing rib.

8. The automotive steering system according to claim 1, characterized in that, Each of the aforementioned actuators further includes: Steering knuckle, which connects to the wheel; A tie rod, which connects the steering knuckle and the actuator, and at least one end of the tie rod is provided with a universal joint.

9. A connection structure between an automotive steering system and a subframe, characterized in that, include: A vehicle steering system, wherein the vehicle steering system is configured as described in any one of claims 1-8; The subframe has a third connecting part and two fourth connecting parts. The third connecting part is connected to the first connecting part, and the two fourth connecting parts are connected to the two second connecting parts in a one-to-one correspondence.

10. A vehicle, characterized in that, Including the vehicle steering system as described in any one of claims 1-8.

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