Steering device, steering system, steering control method, apparatus and terminal

Abstract

The application provides a steering device, a steering system, a steering control method, equipment and a terminal. The steering device comprises a first driving assembly, a second driving assembly and a coupling assembly. The first driving assembly is used for driving the first wheel to steer. The second driving assembly is used for driving the second wheel to steer. The coupling assembly is used for coupling or decoupling the first driving assembly and the second driving assembly, so that the steering device can realize linkage steering of the first wheel and the second wheel, and can also realize independent steering adjustment of the first wheel and the second wheel, thereby enabling the steering device to have multiple steering modes and be applied to multiple scenes, and improving the use experience.

Description

Technical Field

[0001] This application relates to the field of steering device technology, specifically to a steering device, steering system, steering control method, equipment, and terminal. Background Technology

[0002] Steering systems are used in devices that include wheels and require steering. Taking vehicles as an example, the vehicle steering system is a series of devices used to change or maintain the direction of travel or reversing of a car, and it is crucial to the vehicle's operation. Currently, vehicle steering systems typically use a two-wheel steering system, resulting in a single steering mode and thus limiting its application scenarios. Summary of the Invention

[0003] This application provides a steering device, a steering system, a steering control method, an apparatus, and a terminal. The steering device includes a first drive component, a second drive component, and a coupling component. The first drive component drives the first wheel to steer, the second drive component drives the second wheel to steer, and the coupling component couples the first drive component with and without the second drive component. This allows the steering device to achieve coordinated steering of the first and second wheels, as well as independent steering adjustment of the first and second wheels. Consequently, the steering device can have multiple steering modes, be applied to various scenarios, and improve the user experience.

[0004] In a first aspect, this application provides a steering device, comprising a first drive assembly, a second drive assembly, and a coupling assembly. The first drive assembly includes a first drive member, a first rotating member, and a first transmission rod. The first rotating member is driveably connected to the first drive member. The first transmission rod is used to connect to a first wheel, and the first rotating member is used to drive the first transmission rod to move axially along the first transmission rod. The second drive assembly includes a second drive member, a second rotating member, and a second transmission rod. The second transmission rod and the first rotating member are spaced apart axially along the first transmission rod. The second rotating member is driveably connected to the second drive member. The second transmission rod is used to connect to a second wheel, and the second rotating member is used to drive the second transmission rod to move axially along the second transmission rod. The coupling assembly is connected to the first rotating member. The coupling assembly may also be used to connect to the second rotating member, or it may be used to disconnect from the second rotating member.

[0005] In this application, the first and second driving components respectively drive the first and second transmission rods, thereby achieving steering of the first and second wheels. The coupling assembly design allows for the connection and disconnection of the first and second transmission rods. When the coupling assembly connects the first and second transmission rods, the first and second wheels steer simultaneously; when the coupling assembly disconnects the first and second transmission rods, the first and second wheels steer independently. Therefore, the coupling assembly assists in achieving coordinated or independent steering adjustment of the first and second wheels, enabling the steering device to have multiple steering modes, be applicable to various scenarios, and improve the user experience. Furthermore, when the coupling assembly connects the first and second transmission rods, only one of the first and second driving components needs to operate to achieve steering; the other can serve as a redundancy design, ensuring the normal operation of the overall steering mechanism even if one of the first or second driving components fails or is damaged.

[0006] In this application, the coupling component is connected to the first rotating member, thereby improving the installation stability of the coupling component by mounting it on the first drive component. Simultaneously, since the coupling component is connected to the first rotating member, it only needs to control the connection and disconnection between itself and the second rotating member to achieve the connection and disconnection between the first and second rotating members, thus realizing the connection and disconnection between the first and second transmission rods, and consequently, the switching between coordinated steering and independent steering modes of the first and second wheels.

[0007] In some possible implementations, the steering mechanism has a first state and a second state. In the first state, the coupling assembly and the second rotating member are spaced apart, and the first and second transmission rods move independently. In the second state, the coupling assembly connects the first and second rotating members, and the first and second transmission rods move together without relative displacement. That is, in the first state, the first and second wheels can achieve independent steering adjustment. In the second state, the first and second wheels can steer collaboratively.

[0008] In some possible implementations, the coupling component includes a third driving member and a coupling member, the coupling member being drively connected to the third driving member, the coupling member being movably connected to the first rotating member, and the third driving member being used to drive the coupling member to move axially along the first rotating member to connect to or disconnect from the second rotating member.

[0009] In this implementation, the coupling element is designed to move relative to the first rotating element, allowing it to change its position and thus connect or disconnect from the second rotating element, thereby achieving the connection and disconnection between the first and second rotating elements. The fact that the coupling element moves along the axial direction of the first rotating element allows it to connect or disconnect from the second rotating element with a smaller travel distance, reducing the driving force required and thus improving the speed of connecting and disconnecting from the second rotating element, while also saving energy.

[0010] In some possible implementations, the coupling assembly further includes a first positioning element and a second positioning element for fixing the coupling element and the first rotating element relatively in a first state and a second state. In the first state, the coupling assembly and the second rotating element are spaced apart, and the first and second transmission rods move independently. In the second state, the coupling assembly connects the first and second rotating elements, and the first and second transmission rods move together without relative displacement.

[0011] In this implementation, by designing the first positioning member, it can be ensured that in the first state, the coupling member can rotate stably together with the first rotating member, and in the second state, the first rotating member, the coupling member, and the second rotating member can rotate stably together, thus ensuring the stability of the coupling connection between the first rotating member and the second rotating member in the second state.

[0012] In some possible implementations, the first driving component further includes a first spline, which is sleeved on and fixedly connected to the first rotating member. The first spline has multiple first protrusions spaced apart on its outer circumference, with adjacent first protrusions forming a first groove. The second driving component further includes a second spline, which is sleeved on and fixedly connected to the second rotating member. The second spline has multiple second protrusions spaced apart on its outer circumference, with adjacent second protrusions forming a second groove. A coupling member is sleeved on the first spline, and the coupling member has multiple third protrusions spaced apart on its inner circumference. The third protrusions engage with the first groove, and the third driving member drives the coupling member to move along the first groove, thereby driving the third protrusions to slide into or out of the second groove.

[0013] In this implementation, the coupling element, through its connection with the first and second sliding grooves, enables rapid coupling and decoupling between the first and second rotating parts, thus achieving efficient transitions between the first and second states. Specifically, the design of the first spline allows multiple first protrusions to circumferentially limit the coupling element, ensuring that rotation of the first rotating part drives the coupling element to rotate simultaneously, or vice versa. Similarly, the design of the second spline allows multiple second protrusions to circumferentially limit the coupling element. Therefore, in the second state, a portion of the third protrusion is located within the first and a portion within the second sliding groove, allowing rotation of either the first or second rotating part to drive the other through the coupling element, thereby achieving synchronous movement of the first and second transmission rods.

[0014] In some possible implementations, along the axial direction of the second rotating member, the second protrusion has a first guide portion at one end near the first protrusion, and the first guide portion is used to guide the third protrusion into the second groove.

[0015] In this implementation, the design of the first guide portion provides guidance for the third protrusion to slide into the second groove, facilitating a smoother sliding of the third protrusion into the second groove. Furthermore, when there is a partial misalignment between the third protrusion and the second groove, the first guide portion can also guide the third protrusion into the second groove through its guiding function, achieving guidance under partial misalignment. Moreover, even if the third protrusion and the second groove are completely misaligned, i.e., when the third protrusion and the second protrusion are directly opposite each other, and the coupling member moves towards the second spline, there will be contact between the third protrusion and the second protrusion. However, as at least one of the first rotating member and the second rotating member rotates, the first guide portion can still guide the third protrusion into the second groove.

[0016] In some possible implementations, along the axial direction of the first rotating member, the third protrusion has a second guide portion at one end near the second spline, and the second guide portion is used to guide the second slide groove.

[0017] In this implementation, the design of the second guide portion provides guidance for the third protrusion to slide into the second groove, facilitating a smoother sliding of the third protrusion into the second groove. Furthermore, when there is a partial misalignment between the third protrusion and the second groove, the second guide portion can also guide the third protrusion into the second groove through its guiding function, achieving guidance under partial misalignment. Moreover, even if the third protrusion and the second groove are completely misaligned, i.e., when the third protrusion and the second protrusion are directly opposite each other, and the coupling member moves towards the second spline, there will be contact between the third protrusion and the second protrusion. However, as at least one of the first rotating member and the second rotating member rotates, the second guide portion can still guide the third protrusion into the second groove.

[0018] In some possible implementations, the coupling assembly further includes a first positioning element, which is used to relatively fix the coupling element and the first spline in both a first state and a second state. In the first state, the coupling assembly and the second rotating element are spaced apart, and the first and second transmission rods move independently. In the second state, the coupling assembly connects the first and second rotating elements, and the first and second transmission rods move together without relative displacement.

[0019] In this implementation, by designing the first positioning element, it is possible to ensure that the coupling element can be stable relative to the first spline in both the first and second states. This allows the coupling element to rotate stably along with the first spline in the first state, and the first spline, coupling element, and second spline to rotate stably together in the second state, thus ensuring the stability of the coupling connection between the first spline and the second spline in the second state.

[0020] In some possible implementations, the first positioning element is mounted on the first spline. The first positioning element is used to connect the coupler and the first spline in a first state, and the first positioning element is also used to connect the coupler and the first spline in a second state.

[0021] In this implementation, the first positioning member is installed on the first spline so that the first positioning member can directly connect the coupling member and the first spline in both the first and second states, thereby improving the stability between the coupling member and the first spline in both states. At the same time, in the second state, since the coupling member cooperates with the second spline, the first positioning member can also improve the stability of the cooperation between the coupling member and the second spline, thereby improving the stability of the first transmission rod and the second transmission rod moving together, and further improving the stability of the first wheel and the second wheel turning at the same time.

[0022] In some other possible implementations, the first positioning element is mounted on the coupling element, the first positioning element is used to connect the coupling element and the first spline in a first state, and the first positioning element is also used to connect the coupling element and the second spline in a second state.

[0023] In this implementation, the first positioning member can be installed on the coupling member so that the first positioning member can move together with the coupling member. Therefore, in the first state, the first positioning member can connect the coupling member and the first spline, and in the second state, it connects the coupling member and the second spline, thus ensuring the installation stability of the coupling member in the first and second states.

[0024] In some possible implementations, the first protrusion has a first receiving groove with its opening facing the coupling member. The coupling member has a second receiving groove and a third receiving groove, which are spaced apart along the extending direction of the first sliding groove. The openings of both the second and third receiving grooves face the first protrusion, and the second receiving groove is closer to the second protrusion than the third receiving groove. A first positioning member is mounted within the first receiving groove, and at least a portion of the first positioning member is movable relative to the first protrusion. When at least a portion of the first positioning member extends into the second receiving groove, the third protrusion is located within the first sliding groove and spaced apart from it. When at least a portion of the first positioning member extends into the third receiving groove, a portion of the third protrusion is located within the first sliding groove, and a portion is located within the second sliding groove.

[0025] In this implementation, the first positioning member is installed within the first receiving groove of the first protrusion and is movable relative to the first protrusion, allowing the first positioning member to extend out of or retract into the first receiving groove. Therefore, when the first receiving groove and the second receiving groove of the coupling member are aligned, the first positioning member can extend into the second receiving groove to connect the coupling member to the first spline, at which point the steering device switches to the first state. When the first receiving groove and the third receiving groove of the coupling member are aligned, the first positioning member can extend into the third receiving groove to connect the coupling member to the second spline, at which point the steering device switches to the second state.

[0026] In some possible implementations, the first positioning member includes multiple first positioning parts and multiple first ejection driving parts. The first ejection driving parts are installed in a first receiving groove, and the first positioning parts are connected to the first ejection driving parts. The first ejection driving parts are used to drive the first positioning parts to partially extend out of the first receiving groove. The multiple first positioning parts, multiple first ejection driving parts, and multiple first receiving grooves are installed in a one-to-one correspondence. When a portion of the first positioning part is located in the first receiving groove and a portion is located in the second receiving groove, the third protrusion is located in the first sliding groove and spaced apart from the second sliding groove. When a portion of the first positioning part is located in the first receiving groove and a portion is located in the third receiving groove, a portion of the third protrusion is located in the first sliding groove and a portion is located in the second sliding groove.

[0027] In this implementation, the first pop-out drive can assist the first positioning part in extending out of the first receiving groove and retracting into the first receiving groove, thereby realizing the connection and disconnection between the coupling part and the first spline.

[0028] In some possible implementations, the first pop-up driver is an elastic element, the first positioning part abuts against the first pop-up driver, and the first pop-up driver is in a compressed state.

[0029] In this implementation, the first ejector drive is an elastic member, allowing it to drive the first positioning part through the elastic force generated by its own compression. This design is simple and efficient. When the steering device switches between the first and second states, the coupling member moves relative to the first spline, causing it to compress the first positioning part. This compresses the first ejector drive, while the first positioning part retracts into the first receiving groove, thus unlocking the coupling member from the first spline. When the coupling member reaches the position corresponding to the first or second state, the first ejector drive can elastically eject the first positioning part from the first receiving groove into the second or third receiving groove, locking the coupling member from the first spline. Furthermore, the constant elastic force of the first ejector drive ensures it remains in contact with the coupling member, improving installation stability in both states. Additionally, the elastic design of the first ejector drive allows for passive locking and unlocking of the first positioning member, eliminating the need for position detection of the coupling member and active drive locking in both states. This simplifies components and reduces energy consumption.

[0030] The portion of the first positioning part facing the coupling member can be spherical, so that while the first positioning part can limit and lock the coupling member, it can also reduce the frictional resistance of the coupling member by using its spherical design, which is conducive to the rapid unlocking of the coupling member, improves the unlocking efficiency of the coupling member and the required driving force, not only improves the conversion efficiency of the steering device between the first and second states, but also helps to reduce the driving energy consumption required by the coupling member.

[0031] In some other possible implementations, the first ejection drive is an electromagnetic drive, which includes a first electromagnetic part and a second electromagnetic part. The first electromagnetic part is fixed in the first receiving slot, and the second electromagnetic part is connected to the first positioning part. The first electromagnetic part is used to magnetically attract or repel the second electromagnetic part after being energized.

[0032] In this implementation, the first electromagnetic part and the second electromagnetic part enable the active ejection and retraction of the first positioning part, reducing wear between the coupling member and the first positioning part. Specifically, when the steering device needs to switch between a first state and a second state, the first electromagnetic part magnetically attracts the second electromagnetic part, pulling the first positioning part back into the first receiving groove, allowing the coupling member to move relative to the first spline. When the coupling member moves to the position corresponding to the first or second state, the first electromagnetic part magnetically repels the second electromagnetic part, pushing the first positioning part out of the first receiving groove, thereby locking the coupling member and achieving relative fixation between the coupling member and the first spline.

[0033] In some possible implementations, the coupling component further includes a second positioning element for connecting the coupling element and the second rotating element in a second state.

[0034] In this implementation, the second positioning member can be directly connected to the second rotating member in the second state, or the second positioning member can be connected to the second rotating member via a second spline in the second state. Taking the second positioning member being connected to the coupling member and the second spline in the second state as an example, in conjunction with the first positioning member connecting the coupling member and the first spline in the second state, the coupling connection stability between the first rotating member and the second rotating member in the second state of the steering device can be further improved, thereby benefiting the stability of the simultaneous steering of the first wheel and the second wheel.

[0035] In some possible implementations, a first positioning member is mounted on a first rotating member, and a second positioning member is mounted on a second rotating member. In a first state, the first positioning member connects the coupling member and the first rotating member, and the second positioning member is spaced apart from the coupling member. In a second state, the first positioning member connects the coupling member and the first rotating member, and the second positioning member connects the coupling member and the second rotating member.

[0036] In this implementation, the first positioning component can be directly installed to the first rotating component, or it can be installed to the first rotating component via the first spline. Similarly, the second positioning component can be directly installed to the second rotating component, or it can be installed to the second rotating component via the second spline. Taking the first and second positioning components respectively installed on the first and second splines as an example, structural interference can be avoided, which is beneficial to the spatial arrangement of various structures. In addition, in the second state, the first positioning component connects the coupling component to the first spline, and the second positioning component connects the coupling component to the second spline, so that both ends of the coupling component have a fixed connection, thereby strengthening the stability of the coupling component connecting the first and second splines, which in turn is beneficial to the stability of the simultaneous rotation of the first and second rotating components.

[0037] In some possible implementations, the coupling assembly further includes a third transmission component, which drives the third driving component and the coupling component. The third transmission component is used to drive the coupling component to move axially along the first rotating component. When the first rotating component rotates, the third transmission component moves circumferentially relative to the coupling component.

[0038] In this implementation, the third driving member can drive the coupling member to move axially along the first rotating member via the third transmission member, thereby switching between the first and second states of the steering device. Simultaneously, since the third transmission member can move circumferentially relative to the coupling member when the first rotating member rotates, the rotation of the coupling member will not cause the third transmission member to rotate together. This avoids the third driving member being disturbed by the rotation of the coupling member, thus ensuring the stability of the transmission connection between the third driving member, the third transmission member, and the coupling member.

[0039] In some possible implementations, the coupling element has a transmission groove with its opening located on the outer peripheral surface of the coupling element. A third transmission element includes a slider, at least a portion of which is located within the transmission groove, and a third driving element is used to drive the slider to move axially along the first rotating element.

[0040] In this implementation, the slider can abut against the side wall of the transmission groove along the axial direction of the first rotating member, thereby driving the coupling member to move along the axial direction of the first rotating member, thus realizing the switching of the steering device between the first and second states. Furthermore, the transmission groove also provides sliding space for the slider, allowing it to move circumferentially along the transmission groove of the coupling member when the coupling member rotates.

[0041] In some possible implementations, the size of the transmission groove is larger than the size of the slider along the axial direction of the first rotating member.

[0042] In this implementation, the above-mentioned dimensional design provides a certain starting space for the slider to move along the axial direction of the first rotating member, and provides acceleration space for the slider when the steering device changes state. This not only reduces the starting resistance of the slider, but also enables the slider to have a certain kinetic energy when it abuts against the side wall of the transmission groove, which is beneficial to unlocking the coupling member with the first spline and / or the second spline.

[0043] In some possible implementations, the third transmission component also includes a first buffer component. The first buffer component is disposed on both sides of the slider along the axial direction of the first rotating component, or on the inner sidewalls of both sides of the transmission groove along the axial direction of the coupling component.

[0044] In this implementation, by designing a first buffer, a buffer can be provided between the slider and the side wall of the transmission groove, preventing the slider and the transmission groove from colliding and being damaged, and also preventing abnormal noise.

[0045] In some possible implementations, the third transmission component also includes a third transmission unit, which is connected to the third driving component and the slider in a driving manner.

[0046] The third driving component is a motor, and the third transmission part is a ball screw. The third transmission part and the slider cooperate to form a ball screw pair. The rotation of the third driving component can be converted into linear motion output through the ball screw pair, thereby driving the coupling component to move along the axial direction of the first rotating component.

[0047] The third driving component is a hydraulic motor, and the third transmission part is a hydraulic piston. The third transmission part is fixedly connected to the slider. Since the hydraulic motor can directly achieve linear output, it can directly drive the third transmission part to make linear motion, thereby driving the coupling component to move along the axial direction of the first rotating component.

[0048] The third driving component is a temperature controller, and the third transmission part is a shape memory alloy. The third transmission part is fixedly connected to the slider. The temperature output to the third transmission part is controlled by the temperature controller, thereby enabling the third transmission part to extend or shorten along the axial direction of the first rotating component, and thus driving the coupling component to move along the axial direction of the first rotating component.

[0049] In some possible implementations, the first rotating member cooperates with the first transmission rod to form a ball screw pair, and the first drive assembly also includes a first anti-rotation member, which is located in the circumferential direction of the first transmission rod and abuts against the first transmission rod.

[0050] In this implementation, a ball screw pair is formed by the cooperation of the first rotating component and the first transmission rod, which converts the rotation of the first driving component into a linear output, thereby driving the first transmission rod to move along its axial direction and thus steering the first wheel. Furthermore, by designing a first anti-rotation component, the rotation of the first transmission rod can be restricted, ensuring that the first transmission rod only performs linear motion.

[0051] In some possible implementations, the first rotating component includes a first rotating wheel and a first sleeve. The first rotating wheel and the first sleeve are arranged along the axial direction of the first rotating wheel. The first rotating wheel and the first transmission rod cooperate to form a ball screw pair. One end of the first sleeve is fixedly connected to the first rotating wheel, and the coupling component is movably connected to the other end of the first sleeve.

[0052] In this implementation, the first sleeve provides a connection structure between the first rotating wheel and the coupling element, allowing the coupling element to rotate together with the first rotating wheel. Furthermore, the design of the first sleeve reduces the size of the first rotating wheel, thereby simplifying the structure of the steering device and reducing its overall weight.

[0053] In some possible implementations, the first driving element is a motor, and the first driving assembly further includes a first transmission element. The first transmission element includes a first transmission wheel and a first transmission section. The first transmission wheel is fixed to the output shaft of the first driving assembly, and the first transmission section drives the first transmission wheel and the first rotating element.

[0054] In this implementation, power output is achieved through a first driving member, a first transmission wheel, a first transmission part, and a first rotating member, thereby driving the first transmission rod to move along the axial direction of the first transmission rod, so as to drive the first wheel to turn.

[0055] In some examples, the first transmission part can be a transmission belt, so that the first transmission wheel, the first transmission part and the first rotating member can form a belt drive. Since the rotation directions of the first transmission wheel, the first rotating part, the first rotating member and the coupling member can be consistent, the belt drive is simple and efficient.

[0056] In other examples, the first transmission part can be a chain, and the outer periphery of the first transmission wheel and the first rotating member are provided with toothed structures that engage with the chain, so that the first transmission wheel, the first transmission part and the first rotating member can form a chain drive. Since the rotation directions of the first transmission wheel, the first rotating part, the first rotating member and the coupling member can be consistent, the belt drive is simple and efficient.

[0057] In some other examples, the first transmission unit may include gears, worm gears, worm shafts, or other gear transmission structures; in other words, the first transmission unit may be a gearbox. While transmitting force between the first driving member and the first rotating member, the first transmission unit also changes the direction of rotation so that the rotation direction of the first rotating member is circumferential with that of the first transmission rod. This ensures that the rotational design directions of the first rotating member and the coupling member are aligned, facilitating the switching between the first and second states via the coupling member.

[0058] In some possible implementations, the first driving component is a coaxial motor, and the first rotating component is connected to the first driving component in a transmission manner and is coaxially arranged.

[0059] In this implementation, the first driving component adopts a coaxial motor design, which enables the first driving component to be directly connected to the first rotating component, reducing intermediate transmission components, which is beneficial to shortening the transmission chain, improving transmission accuracy, and also facilitating miniaturization design.

[0060] In some possible implementations, the coupling assembly includes a third drive wheel, a fourth drive wheel, a fourth transmission element, and an electronic clutch, with the fourth transmission element drivingly connecting the third drive wheel and the fourth drive wheel. The third drive wheel is fixedly connected to the first rotating element, and the electronic clutch is connected between the fourth drive wheel and the second rotating element.

[0061] In this implementation, the electronic clutch design enables the connection and disconnection between the fourth transmission wheel and the second rotating component, thereby allowing the steering device to switch between the first and second states.

[0062] In some examples, the fourth transmission element can be a transmission belt, so that the third transmission wheel, the fourth transmission element, and the fourth transmission wheel can form a belt drive.

[0063] In other examples, the fourth transmission element can be a chain, and the outer periphery of both the third and fourth transmission wheels is provided with toothed structures that engage with the chain, so that the third transmission wheel, the fourth transmission element, and the fourth transmission wheel can form a chain drive.

[0064] In some other examples, the fourth transmission element may include a transmission structure consisting of multiple gears; for example, the first transmission element may be a gearbox.

[0065] In some other examples, the fourth transmission element can be a rack, which meshes with both the third and fourth transmission wheels simultaneously.

[0066] In some possible implementations, the first rotating component and the first transmission rod form a gear and rack connection, and the second rotating component and the second transmission rod form a gear and rack connection.

[0067] In this implementation, the gear and rack connection can convert the rotational motion of the first rotating component into the translational motion of the first transmission rod, and the rotational motion of the second rotating component into the translational motion of the second transmission rod, thereby achieving steering of the first wheel and the second wheel.

[0068] In some possible implementations, the steering mechanism further includes a first housing housing one end of the first drive rod away from the second drive assembly. The first housing has a first limiting surface facing the first drive rod. The first drive assembly also includes a first pull rod with an outer diameter smaller than that of the first drive rod. The first pull rod is fixedly connected to the end of the first drive rod away from the second drive assembly and passes through the first limiting surface. The portion of the first pull rod exposed through the first housing is used to connect to the first wheel.

[0069] In this implementation, the first housing provides containment and protection for the first transmission rod, serving as a dust and dirt barrier. The design of the first limiting surface limits the movement of the first transmission rod, preventing excessive movement that could cause the first wheel to veer beyond its rotational range.

[0070] In some possible implementations, the first drive assembly also includes a second buffer, which is disposed on the first limiting surface and can provide buffering for the first drive rod to avoid damage caused by collision between the first drive rod and the first housing.

[0071] Secondly, this application provides a steering system. The steering system includes a first steering knuckle arm, a second steering knuckle arm, a processor, and any of the steering devices described in the first aspect. One end of the first steering knuckle arm is connected to a first wheel, and the other end of the first steering knuckle arm is connected to a first drive rod, which drives the first steering knuckle arm to steer the first wheel. One end of the second steering knuckle arm is connected to a second wheel, and the other end of the second steering knuckle arm is connected to a second drive rod, which drives the second steering knuckle arm to steer the second wheel. The processor is electrically connected to a coupling assembly.

[0072] In this application, the first and second driving components respectively drive the first and second transmission rods, thereby achieving steering of the first and second wheels. The coupling assembly design allows for the connection and disconnection of the first and second transmission rods. When the coupling assembly connects the first and second transmission rods, the first and second wheels steer simultaneously; when the coupling assembly disconnects the first and second transmission rods, the first and second wheels steer independently. Therefore, the coupling assembly assists in achieving coordinated or independent steering adjustment of the first and second wheels, enabling the steering device to have multiple steering modes, be applicable to various scenarios, and improve the user experience. Furthermore, when the coupling assembly connects the first and second transmission rods, only one of the first and second driving components needs to operate to achieve steering; the other can serve as a redundancy design, ensuring the normal operation of the overall steering mechanism even if one of the first or second driving components fails or is damaged.

[0073] In this application, the coupling component is connected to the first rotating member, thereby improving the installation stability of the coupling component by mounting it on the first drive component. Simultaneously, since the coupling component is connected to the first rotating member, it only needs to control the connection and disconnection between itself and the second rotating member to achieve the connection and disconnection between the first and second rotating members, thus realizing the connection and disconnection between the first and second transmission rods, and consequently, the switching between coordinated steering and independent steering modes of the first and second wheels.

[0074] The processor can be deployed locally, for example, integrated into the steering mechanism or the terminal. Alternatively, the processor can be deployed in the cloud, enabling control of the steering mechanism via the cloud. For example, commands can be sent to the cloud from a mobile device (such as a mobile phone or watch) to control the steering mechanism. Alternatively, multiple processors can be used, some deployed locally and others in the cloud, allowing control of the steering mechanism through both local and cloud-based methods.

[0075] In some possible implementations, the processor is used to control the operation of the coupling component to connect the coupling component to the second rotating component, or to disconnect the coupling component from the second rotating component, thereby enabling switching between coordinated steering of the first and second wheels and independent steering.

[0076] Thirdly, this application provides a steering control method. The method is applied to a steering device, which includes a first rotating member, a first transmission rod, a second rotating member, a second transmission rod, and a coupling assembly. The first rotating member is driveably connected to the first transmission rod, which connects to a first wheel. The second rotating member is driveably connected to the second transmission rod, which connects to a second wheel. The first and second transmission rods are spaced apart along the first transmission rod. The coupling assembly is connected to the first rotating member. The method includes: responding to a first steering command, controlling the coupling assembly to connect the first rotating member and the second rotating member; or, responding to a second steering command, controlling the coupling assembly to disconnect from the second rotating member.

[0077] In this application, steering commands can be generated by the user in the mode selector or by the processor based on the driving scenario. The first and second driving components respectively drive the first and second transmission rods, thereby achieving steering of the first and second wheels. The coupling component design allows for the connection and disconnection of the first and second transmission rods. When the coupling component is connected to the first and second transmission rods, the first and second wheels steer simultaneously; when the coupling component is disconnected, the first and second wheels steer independently. Therefore, the coupling component assists in achieving coordinated or independent steering adjustment of the first and second wheels, enabling the steering device to have multiple steering modes applicable to various scenarios and improving the user experience. Furthermore, when the coupling component is connected to the first and second transmission rods, only one of the first and second driving components needs to operate to achieve steering; the other can serve as a redundancy design, ensuring the normal operation of the overall steering system even if one of the first or second driving components fails or is damaged.

[0078] In this application, by controlling the connection between the coupling component and the first rotating component, the installation stability of the coupling component can be improved by mounting it on the first drive component. Simultaneously, since the coupling component and the first rotating component are connected, the coupling component only needs to control the connection and disconnection between itself and the second rotating component to achieve the connection and disconnection between the first and second rotating components, thereby achieving the connection and disconnection between the first and second transmission rods, and ultimately enabling the switching between coordinated steering and independent steering modes of the first and second wheels.

[0079] In some possible implementations, before disconnecting the coupling component from the second rotating member in response to the second steering command, the method further includes: determining, while the steering device is in a driving state, that the absolute value of the difference between the steering angle of the first wheel and the steering angle of the second wheel is greater than or equal to a first preset angle; or, while the steering device is in a driving state, determining that the absolute value of the difference between the angular velocity of the first wheel and the angular velocity of the second wheel is greater than or equal to a first preset angular velocity; or, while the steering device is in a driving state, determining that the driving speed of the steering device is less than or equal to a first preset speed.

[0080] In this implementation, a second steering command is generated when the difference in steering angle between the left and right wheels is large, or when the difference in angular velocity between the left and right wheels is large, or when the driving speed is low, so that the left and right wheels can be adjusted independently, thereby improving the steering flexibility of the left and right wheels.

[0081] In some possible implementations, in response to a second steering command, disengaging the coupling assembly from the second rotating member includes: when the travel speed is in a first speed range, controlling the rotation center of the first wheel to always coincide with the rotation center of the second wheel; or, when the travel speed is in a second speed range, controlling the steering angle of the first wheel to be the same as the steering angle of the second wheel, wherein the minimum value of the second speed range is greater than the maximum value of the first speed range; or, when the travel speed is in a third speed range, controlling the outer wheel to have a larger steering angle than the inner wheel, wherein the minimum value of the third speed range is greater than the maximum value of the second speed range.

[0082] In this implementation, dynamic Ackerman steering adjusts the angle difference between the inner and outer wheels (i.e., the Ackerman angle) in real time to maintain optimal steering geometry at different speeds and turning radii. At low speeds, increasing the Ackerman angle makes the inner wheel angle significantly larger than the outer wheel, reducing the turning radius and improving maneuverability in tight spaces (such as parking lots and alleyways). Dynamically matching the angle difference reduces tire lateral slippage and extends tire life. For example, in continuous curves, dynamic adjustment avoids excessive wear on one side of the tires caused by a fixed Ackerman angle. Furthermore, combining vehicle sensors (such as speed, steering angle, and lateral acceleration) to calculate the optimal angle difference in real time ensures vehicle stability during sharp turns or lane changes, reducing body roll. In parallel Ackerman steering mode, the wheel axes are parallel, eliminating implicit sideslip caused by angle differences and improving the stability of the steering system at high speeds. In reverse Ackerman steering mode, it improves high-speed cornering grip, allowing the outer tires to enter the sideslip angle range earlier and increasing centrifugal force bearing capacity. In addition, it can reduce the wear difference between the inner and outer tires in high-speed cornering scenarios, resulting in more even wheel wear.

[0083] In some possible implementations, controlling the coupling component to disconnect from the second rotating element in response to a second steering command includes: controlling the steering of the first wheel to be opposite to that of the second wheel when the steering device turns around in place.

[0084] In this implementation, by controlling the first wheel to turn towards the second wheel and controlling the second wheel to turn towards the first wheel, the steering system can enable the terminal to turn around on the spot.

[0085] In some possible implementations, in response to a second steering command, controlling the coupling assembly to disconnect from the second rotating member includes: when the first or second wheel blows out, controlling the original rotation angle of the blown-out wheel to remain unchanged, and controlling the non-blown-out wheel to rotate toward the side opposite to the blown-out wheel.

[0086] In this implementation, when the first or second tire blows out, the original rotation angle of the blown tire remains unchanged, and the tires that have not blown out are controlled to rotate toward the side opposite to the blown tire, so that the terminal can continue to travel along the original path, thereby improving the stability after the blowout.

[0087] In some possible implementations, in response to a first steering command, the method further includes controlling the coupling component to connect the first rotating member and the second rotating member, and when the steering device is in a driving state, determining that the absolute value of the difference between the steering angle of the first wheel and the second steering angle is less than a second preset angle, and / or determining that the absolute value of the difference between the angular velocity of the first wheel and the angular velocity of the second wheel is less than a second preset angular velocity, and / or determining that the driving speed of the steering device is greater than a second preset speed.

[0088] In this implementation, when at least one of the following conditions is met—a small difference in steering angle between the left and right wheels, a small difference in steering angle between the left and right wheels, and a large driving speed—a first steering command is generated to connect the steering structures of the left and right wheels, thereby achieving synchronous steering of the left and right wheels and improving steering stability.

[0089] In some possible implementations, in response to a first steering command, the method of controlling the coupling assembly to connect the first rotating member and the second rotating member further includes: determining, when turning in place, that the force on the first transmission rod is greater than the force on the second transmission rod.

[0090] In this implementation, when turning in place, it is determined that the force on the first transmission rod is greater than the force on the second transmission rod, and a first steering command is generated so that the steering structures of the left and right wheels are connected to balance the forces on both sides, thereby realizing the force distribution of the steering structures on both sides and enabling more balanced steering of the left and right wheels.

[0091] Fourthly, this application also provides an apparatus. The apparatus includes a processor and a memory coupled together, the memory storing program instructions that, when executed by the processor, implement any of the methods in the third aspect.

[0092] Fifthly, this application also provides a terminal. The terminal includes a first wheel, a second wheel, and a steering device as described in the first aspect, with the first wheel connected to a first drive rod and the second wheel connected to a second drive rod. Alternatively, it may include a steering system comprising a first wheel, a second wheel, and any one of the second aspects, with the first and second wheels mounted on the steering system.

[0093] In some possible implementations, there are two first wheels, two second wheels, and two steering devices. The two steering devices are installed on the front and rear sides of the terminal, respectively. One first wheel and one second wheel are the front wheels of the terminal, and the other first wheel and the other second wheel are the rear wheels of the terminal.

[0094] Sixthly, this application also provides a computer program product. The computer program product includes a program that, when run on a computer, causes the computer to perform any of the methods described in the third aspect.

[0095] In a seventh aspect, this application also provides a chip. The chip includes a processor for performing any of the methods in the third aspect. Attached Figure Description

[0096] Figure 1 This is a schematic diagram of the structure of the terminal provided in this application in some embodiments; Figure 2A yes Figure 1 The diagram shows a left-turning steering system in some embodiments of the terminal shown. Figure 2B yes Figure 1 The diagram shows a steering system in the terminal, in some embodiments, for right-turning. Figure 3 yes Figure 2A The diagram shows a partial structural schematic of the steering device in some embodiments of the steering system shown. Figure 4A yes Figure 3 The diagram shows the assembly of the coupling component with the first drive component and the second drive component in some embodiments of the steering device shown. Figure 4B yes Figure 4A The diagram shown illustrates the structure of the coupling assembly connecting the first rotating member and the second rotating member in some embodiments. Figure 5 yes Figure 4A The diagram shows the structure of the coupling component as shown after being cut along line AA in some embodiments; Figure 6 yes Figure 4A The diagram shows the structure of the coupling component cut along line BB in some embodiments; Figure 7 yes Figure 4A The diagram shows the structure of the coupling component cut along line CC in some embodiments; Figure 8 yes Figure 3 A schematic diagram of the first drive component in the steering device shown in some embodiments; Figure 9 yes Figure 3 A schematic diagram of the second drive component in some embodiments of the steering device shown; Figure 10 yes Figure 2A A partial structural schematic diagram of the steering device in another embodiment of the steering system shown; Figure 11 yes Figure 2A A partial structural schematic diagram of the steering device in some embodiments of the steering system shown; Figure 12A This is a schematic diagram of the steering system provided in this application in some embodiments; Figure 12B yes Figure 12A The diagram shows a steering system that enables conventional steering. Figure 13A yes Figure 12A The diagram shows a reverse steering system in some embodiments. Figure 13B yes Figure 13A The diagram shows a steering system that enables conventional steering. Figure 14 This is a schematic diagram illustrating the steering torque distribution of the steering system in some embodiments of this application; Figure 15A This is a steering diagram of the steering system provided in this application in some other embodiments; Figure 15B yes Figure 15A The diagram shows a steering system that enables dynamic Ackermann steering. Figure 16A yes Figure 15A The diagram shows a steering system that enables parallel Ackermann steering. Figure 16B yes Figure 15A The diagram shows a steering system that enables anti-Ackermann steering. Figure 17A yes Figure 15A The diagram shows a reverse steering system in some embodiments. Figure 17B yes Figure 17A The diagram shows a steering system that enables dynamic Ackermann steering. Figure 18A yes Figure 17A The diagram shows a steering system that enables parallel Ackermann steering. Figure 18B yes Figure 17A The diagram shows a steering system that enables anti-Ackermann steering. Figure 19A This is a steering diagram of the steering system provided in this application in some other embodiments; Figure 19B yes Figure 19A The diagram shows a steering system that enables a U-turn on the spot. Figure 20A This is a schematic diagram of the adjustment of the terminal provided in this application after the first tire blowout in some embodiments; Figure 20B yes Figure 20A The diagram shows the steering system adjustment after a tire blowout. Figure 21A This is a schematic diagram of the adjustment of the terminal provided in this application after a second tire blowout in some embodiments; Figure 21B yes Figure 21A The diagram shows the steering system adjustment after a tire blowout. Figure 22 This is a schematic diagram of some embodiments of the steering control method provided in this application. Detailed Implementation

[0097] The embodiments of this application are described below with reference to the accompanying drawings.

[0098] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Multiple" refers to at least two.

[0099] The directional terms mentioned in the embodiments of this application, such as "upper", "lower", "inner", "outer", "top", "bottom", "side", etc., are only for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of this application, and are not intended to 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 the embodiments of this application.

[0100] In the embodiments of this application, the relative positional relationships mentioned, such as parallel, perpendicular, and aligned, are defined in relation to the current technological level, rather than being absolutely strict. Slight deviations are permissible; approximations of parallelism, perpendicularity, or alignment are all acceptable. For example, "A and B are parallel" means that A and B are parallel or approximately parallel, and the angle between A and B can be between 0 and 10 degrees. Similarly, "A and B are perpendicular" means that A and B are perpendicular or approximately perpendicular, and the angle between A and B can be between 80 and 100 degrees.

[0101] In the embodiments of this application, the terms "first," "second," "third," and "fourth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," and "fourth" may explicitly or implicitly include one or more of that feature.

[0102] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of the terminal 1000 provided in this application in some embodiments.

[0103] In some embodiments, terminal 1000 can be a vehicle (e.g., a sweeper, mop, lawnmower, wheeled robot, or other tool-type equipment with wheels and a steering mechanism, requiring steering capability. This application uses terminal 1000 as an illustrative example of a vehicle. The vehicle can be, but is not limited to, a sedan, multi-purpose vehicle (MPV), sport / suburban utility vehicle (SUV), off-road vehicle (ORV), pickup truck, van, bus, or truck.

[0104] Please refer to the following: Figure 2A and Figure 2B , Figure 2A yes Figure 1 A schematic diagram of the steering system 100 in the terminal 1000 turning left in some embodiments; Figure 2B yes Figure 1 The diagram shows the steering system 100 in the terminal 1000 turning right in some embodiments.

[0105] It should be noted that, in the following text, Terminal 1000 will be used as an illustrative example of a vehicle.

[0106] In some embodiments, terminal 1000 may include a steering system 100, a first wheel 200, and a second wheel 300. The steering system 100 may include a steering device 10 and a processor 20. The two ends of the steering device 10 are respectively connected to the first wheel 200 and the second wheel 300. The processor 20 is used to control the steering device 10 to steer the first wheel 200 and the second wheel 300.

[0107] For example, the steering system 100 may be, but is not limited to, a steer-by-wire system, a mechanical steering system, a hydraulic power steering system, an electro-hydraulic power steering system, an electric power steering system, an electronically controlled power steering system, an adaptive steering system, etc.

[0108] For example, processor 20 can be deployed locally, such as integrated into steering device 10 or terminal 1000. Alternatively, processor 20 can be deployed in the cloud, enabling control of steering device 10 via the cloud. For instance, commands can be sent to the cloud via mobile devices (such as mobile phones, watches, etc.) to control steering device 10. Alternatively, there can be multiple processors 20, some deployed locally and others in the cloud, so that control of steering device 10 can be achieved through both local and cloud-based methods.

[0109] In some examples, the first wheel 200 and the second wheel 300 can be the front wheel or the rear wheel of the terminal 1000.

[0110] In other examples, there are two of each of the first wheel 200 and the second wheel 300, i.e., the steering device 10. One steering device 10 is equipped with one first wheel 200 and one second wheel 300. One first wheel 200 and one second wheel 300 are the front wheels of the terminal 1000, and the other first wheel 200 and the other second wheel 300 are the rear wheels of the terminal 1000.

[0111] For example, the steering device 10 may include a first tie rod 11 and a second tie rod 21. The end of the first tie rod 11 away from the second tie rod 21 is used to connect to a first wheel 200, and the end of the second tie rod 21 away from the first tie rod 11 is used to connect to a second wheel 300. The first tie rod 11 can drive the first wheel 200 to turn, and the second tie rod 21 can drive the second wheel 300 to turn.

[0112] The steering system 100 may further include a first steering knuckle arm 30 and a second steering knuckle arm 40. The first steering knuckle arm 30 is connected between the first tie rod 11 and the first wheel 200, and the second steering knuckle arm 40 is connected between the second tie rod 21 and the second wheel 300. The first tie rod 11 can drive the first steering knuckle arm 30 to move, thereby achieving steering of the first wheel 200, and the second tie rod 21 can drive the second steering knuckle arm 40 to move, thereby achieving steering of the second wheel 300.

[0113] Specifically, the first steering knuckle arm 30 may include a first arm 301 and a second arm 302, which are rotatably connected. The first arm 301 is rotatably connected to the first tie rod 11, and the second arm 302 is connected to the first wheel 200. The second steering knuckle arm 40 may include a third arm 401 and a fourth arm 402, which are rotatably connected. The third arm 401 is rotatably connected to the second tie rod 21, and the fourth arm 402 is connected to the second wheel 300.

[0114] Please see Figure 2A When the first pull rod 11 and the second pull rod 21 are along Figure 2A In (a) of the diagram, when moving to the right in the direction of the dotted line with the arrow, the first round of 200 and the second round of 300 will follow the... Figure 2A Steering is performed as shown in (b). The first lever 11 pulls the first steering knuckle arm 30, increasing the angle between the first arm 301 and the second arm 302, thereby causing the second arm 302 to turn the first wheel 200 to the left. The second lever 21 pushes the second steering knuckle arm 40, decreasing the angle between the third arm 401 and the fourth arm 402, thereby causing the fourth arm 402 to turn the second wheel 300 to the left.

[0115] Please see Figure 2B When the first pull rod 11 and the second pull rod 21 are along Figure 2B When moving to the left in the direction of the dotted line with arrows in (a), the first round of 200 and the second round of 300 will follow... Figure 2B Steering is performed as shown in (b). The first lever 11 pushes the first steering knuckle arm 30 to reduce the angle between the first arm 301 and the second arm 302, thereby causing the second arm 302 to turn the first wheel 200 to the right. The second lever 21 pulls the second steering knuckle arm 40 to increase the angle between the third arm 401 and the fourth arm 402, thereby causing the fourth arm 402 to turn the second wheel 300 to the right.

[0116] It should be noted that, Figure 2A and Figure 2B The connection structure between the first tie rod 11 and the first wheel 200, and the connection structure between the second tie rod 21 and the second wheel 300 are only for illustrative purposes. In some other embodiments, the wheel rotation can also be achieved by other structures, as long as the translational motion of the first tie rod 11 and the second tie rod 21 can be converted into the steering motion of the first wheel 200 and the second wheel 300. No limitation is made here.

[0117] It should be noted that, Figure 2A and Figure 2BThe diagram illustrates how the first lever 11 and the second lever 21 move to the right to turn the first wheel 200 and the second wheel 300 to the left, and how the first lever 11 and the second lever 21 move to the left to turn the first wheel 200 and the second wheel 300 to the right. It is understood that in some other embodiments, the first lever 11 and the second lever 21 can also be designed to move to the right to turn the first wheel 200 and the second wheel 300 to the right, and to move to the left to turn the first wheel 200 and the second wheel 300 to the left.

[0118] The specific structural design of the steering device 10 will be introduced next.

[0119] Please see Figures 2A to 3 , Figure 3 yes Figure 2A The diagram shows a partial structural schematic of the steering device 10 in some embodiments of the steering system 100.

[0120] In some embodiments, the steering device 10 may include a first drive assembly 1, a second drive assembly 2, and a coupling assembly 3. The first drive assembly 1 includes a first drive member 12, a first transmission rod 13, a first rotating member 14, and the aforementioned first pull rod 11. The first pull rod 11 is connected to the first transmission rod 13, and the first drive member 12 drives the first transmission rod 13 to move the first pull rod 11 along the axial direction of the first transmission rod 13. The second drive assembly 2 includes a second drive member 22, a second transmission rod 23, and the aforementioned second pull rod 21. The second pull rod 21 is connected to the second transmission rod 23, and the second drive member 22 drives the second transmission rod 23 to move the second pull rod 21 along the axial direction of the second transmission rod 23. The second transmission rod 23 and the first rotating member 14 are spaced apart along the axial direction of the first transmission rod 13. The coupling assembly 3 connects the first transmission rod 13 and the second transmission rod 23, or separates the first transmission rod 13 and the second transmission rod 23.

[0121] In this embodiment, the first driving member 12 and the second driving member 22 can respectively drive the first transmission rod 13 and the second transmission rod 23, thereby driving the first pull rod 11 and the second pull rod 21, and thus realizing the steering of the first wheel 200 and the second wheel 300. The coupling component 3 allows for the connection and separation of the first transmission rod 13 and the second transmission rod 23. When the coupling component 3 is connected to the first transmission rod 13 and the second transmission rod 23, the first wheel 200 and the second wheel 300 turn simultaneously. When the coupling component 3 is separated from the first transmission rod 13 and the second transmission rod 23, the first wheel 200 and the second wheel 300 can turn independently. Therefore, the coupling component 3 can assist in achieving coordinated steering or independent steering adjustment of the first wheel 200 and the second wheel 300, enabling the steering device 10 to have multiple steering modes, be applicable to various scenarios, and improve the user experience. Furthermore, when the coupling assembly 3 connects the first transmission rod 13 and the second transmission rod 23, only one of the first drive member 12 and the second drive member 22 needs to work to achieve steering. The other can be used as a redundant design to ensure the normal operation of the steering device 10 as a whole when one of the first drive member 12 and the second drive member 22 fails or is damaged.

[0122] For example, in low-speed turning scenarios, the turning angle difference between the inner and outer wheels (i.e., the Ackerman angle) can be adjusted in real time to ensure that the rotation center of the first wheel 200 and the rotation center of the second wheel 300 always coincide, so that the turning angle of the inner wheel is significantly greater than that of the outer wheel, thereby achieving dynamic Ackerman steering. This can reduce the turning radius and improve maneuverability in narrow spaces (such as parking lots and alleys).

[0123] For example, when the vehicle is turning at high speed, the steering angle of the first wheel 200 can be controlled to be the same as that of the second wheel 300 to achieve parallel Ackermann steering. This makes the axles of the two wheels parallel, eliminating the hidden sideslip caused by the angle difference, and improving the stability of the steering system 100 under high-speed steering.

[0124] For example, in racing scenarios, the outer wheels can be controlled to have a larger steering angle than the inner wheels to achieve anti-Ackermann steering. This improves grip during high-speed cornering, allowing the outer tires to enter the sideslip angle range earlier and increasing centrifugal force resistance. Furthermore, in high-speed cornering scenarios, it reduces the wear difference between the inner and outer tires, resulting in more even wheel wear.

[0125] For example, in a scenario where you need to make a U-turn in a narrow space, you can control the first wheel at 200 and the second wheel at 300 to turn in opposite directions, thereby achieving a U-turn on the spot and overcoming the problem of difficulty in making a U-turn in a narrow space.

[0126] For example, in scenarios where a vehicle is parallel to another vehicle in a narrow space, the first wheel 200 and the second wheel 300 can be controlled to rotate in the same direction and both turn 90°, so that the vehicle can move laterally and park out of or into the parking space. This overcomes the problem of difficulty in parallel parking in narrow spaces and can reduce the risk of collision.

[0127] For example, in a scenario where a single tire blows out, the direction of the blown-out wheel can be controlled to be different, and the non-blown-out wheels can be controlled to turn away from the blown-out wheel, in order to pull the vehicle back to its original driving path before the blowout, thereby avoiding the problem of loss of steering control after a tire blowout and improving vehicle stability.

[0128] For example, in heavy-load or high-speed scenarios, the first transmission rod 13 and the second transmission rod 23 can be connected to enable the first wheel 200 and the second wheel 300 to steer in coordination. In this case, the steering device 10 has high structural stability, which is beneficial to the stability of steering.

[0129] For example, the processor 20 can be used to control the operation of the coupling component 3 to control the coupling component 3 to connect the first drive rod 13 and the second drive rod 23, or to separate the first drive rod 13 and the second drive rod 23, thereby realizing the switching between coordinated steering of the first wheel 200 and the second wheel 300 and independent steering.

[0130] Please refer to the following: Figure 3 and Figure 4A , Figure 4A yes Figure 3 The diagram shows the assembly of the coupling component 3 with the first drive component 1 and the second drive component 2 in some embodiments of the steering device 10.

[0131] In some embodiments, the first drive assembly 1 may further include a first rotating member 14, which is driveably connected to the first drive assembly 12. The first rotating member 14 is used to drive the first transmission rod 13 to move axially along the first transmission rod 13. The second drive assembly 2 may further include a second rotating member 24, which is driveably connected to the second drive assembly 22. The second rotating member 24 is used to drive the second transmission rod 23 to move axially along the second transmission rod 23. A coupling assembly 3 may be connected to the first rotating member 14. The coupling assembly 3 is used to connect the first rotating member 14 and the second rotating member 24, or it may be used to disconnect from the second rotating member 24.

[0132] In this embodiment, the coupling component 3 is connected to the first rotating component 14, thereby improving the installation stability of the coupling component 3 by installing it on the first drive component 1. Simultaneously, since the coupling component 3 is connected to the first rotating component 14, the coupling component 3 only needs to control the connection and disconnection between itself and the second rotating component 24 to achieve the connection and disconnection between the first rotating component 14 and the second rotating component 24, thereby achieving the connection and disconnection between the first transmission rod 13 and the second transmission rod 23, and ultimately enabling the switching between coordinated steering and independent steering modes of the first wheel 200 and the second wheel 300.

[0133] For example, the steering device 10 may have a first state and a second state. In the first state, the coupling assembly 3 and the second rotating member 24 are spaced apart, and the first transmission rod 13 and the second transmission rod 23 move independently. In the second state, the coupling assembly 3 connects the first rotating member 14 and the second rotating member 24, and the first transmission rod 13 and the second transmission rod 23 move together without relative displacement.

[0134] In other words, in the first state, the first wheel at 200 and the second wheel at 300 can achieve independent steering adjustment. In the second state, the first wheel at 200 and the second wheel at 300 can steer in coordination.

[0135] For example, the coupling component 3 can be movably connected to the first rotating member 14 and detachably connected to the second rotating member 24.

[0136] In this embodiment, by designing the coupling component 3 to be movably connected to the first rotating member 14, at least a portion of the coupling component 3 can move relative to the first rotating member 14. By designing the coupling component 3 to be detachably connected to the second rotating member 24, at least a portion of the coupling component 3 can be connected to or disconnected from the second rotating member 24 after moving relative to the first rotating member 14.

[0137] For example, the coupling component 3 can be slidably connected, rotated, elastically connected, or telescopically connected to the first rotating component 14.

[0138] For example, the coupling component 3 can be snapped, plugged in, screwed into, or connected to the second rotating component 24.

[0139] Please refer to the following: Figures 4A to 7 , Figure 4B yes Figure 4A The diagram shown illustrates the structure of the coupling component 3 in some embodiments, which connects the first rotating member 14 and the second rotating member 24. Figure 5 yes Figure 4A The diagram shows the structure of the coupling component 3 after being cut along line AA in some embodiments; Figure 6 yes Figure 4AThe diagram shows the structure of the coupling component 3 after being cut along line BB in some embodiments; Figure 7 yes Figure 4A The diagram shows the structure of the coupling component 3 after being cut along line CC in some embodiments.

[0140] Please see Figure 4A and Figure 4B In some embodiments, the coupling component 3 may include a third driving member 31 and a coupling member 32. The coupling member 32 is connected to the third driving member 31 in a transmission manner. The coupling member 32 is movably connected to the first rotating member 14. The third driving member 31 is used to drive the coupling member 32 to move along the axial direction of the first rotating member 14 to connect to or disconnect from the second rotating member 24.

[0141] In this embodiment, the coupling member 32 is designed to move relative to the first rotating member 14, allowing it to change its position and thus connect or disconnect from the second rotating member 24. This enables the connection and disconnection of the first rotating member 14 and the second rotating member 24. The fact that the coupling member 32 moves along the axial direction of the first rotating member 14 allows it to connect or disconnect from the second rotating member 24 with a smaller movement distance, reducing the required driving force and thus increasing the speed of connecting and disconnecting from the second rotating member 24, while also saving energy.

[0142] Please see Figures 5 to 7 For example, the first driving component 1 may further include a first spline 15, which is sleeved on and fixedly connected to the first rotating member 14. The first spline 15 has a plurality of first protrusions 151 spaced apart on its outer circumference, and adjacent first protrusions 151 form a first groove 152. The second driving component 2 may further include a second spline 25, which is sleeved on and fixedly connected to the second rotating member 24. The second spline 25 has a plurality of second protrusions 251 spaced apart on its outer circumference, and adjacent second protrusions 251 form a second groove 252. The coupling member 32 may be sleeved on the first spline 15. The coupling member 32 has a plurality of third protrusions 321 spaced apart on its inner circumference. The third protrusions 321 engage with the first groove 152. The third driving member 31 drives the coupling member 32 to move along the first groove 152, thereby driving the third protrusions 321 to slide into or out of the second groove 252.

[0143] In this embodiment, the coupling member 32, in conjunction with the first slide groove 152 and the second slide groove 252, enables rapid coupling and decoupling between the first rotating member 14 and the second rotating member 24, thereby achieving efficient transition between the first and second states. Specifically, the design of the first spline 15 allows multiple first protrusions 151 to circumferentially limit the coupling member 32. Therefore, the rotation of the first rotating member 14 simultaneously drives the coupling member 32 to rotate, or vice versa. Similarly, the design of the second spline 25 allows multiple second protrusions 251 to circumferentially limit the coupling member 32. Thus, in the second state, a portion of the third protrusion 321 is located within the first slide groove 152, and a portion within the second slide groove 252. This allows the rotation of one of the first rotating member 14 and the second rotating member 24 to drive the other to rotate via the coupling member 32, thereby achieving synchronous movement of the first transmission rod 13 and the second transmission rod 23.

[0144] Along the axial direction of the second rotating member 24, the second protrusion 251 is provided with a first guide portion 2511 at one end near the first protrusion 151. The first guide portion 2511 is used to guide the third protrusion 321 into the second groove 252.

[0145] In this embodiment, the design of the first guide portion 2511 provides guidance for the third protrusion 321 to slide into the second groove 252, facilitating a smoother slide of the third protrusion 321 into the second groove 252. Furthermore, when there is a partial misalignment between the third protrusion 321 and the second groove 252, the first guide portion 2511 can also guide the third protrusion 321 into the second groove 252 through its guiding function, achieving guidance under partial misalignment. Moreover, even if the third protrusion 321 and the second groove 252 are completely misaligned, that is, when the third protrusion 321 and the second protrusion 251 are directly opposite each other, and the coupling member 32 moves towards the second spline 25, there will be contact between the third protrusion 321 and the second protrusion 251. However, as at least one of the first rotating member 14 and the second rotating member 24 rotates, the first guide portion 2511 can still guide the third protrusion 321 into the second groove 252.

[0146] Along the axial direction of the first rotating member 14, the third protrusion 321 is provided with a second guide portion 3211 at one end near the second spline 25. The second guide portion 3211 is used to guide the second slide groove 252.

[0147] In this embodiment, the design of the second guide portion 3211 provides guidance for the third protrusion 321 to slide into the second groove 252, facilitating a smoother slide of the third protrusion 321 into the second groove 252. Furthermore, when there is a partial misalignment between the third protrusion 321 and the second groove 252, the second guide portion 3211 can also guide the third protrusion 321 into the second groove 252 through its guiding function, achieving guidance under partial misalignment. Moreover, even if the third protrusion 321 and the second groove 252 are completely misaligned, that is, when the third protrusion 321 and the second protrusion 251 are directly opposite each other, and the coupling member 32 moves towards the second spline 25, there will be contact between the third protrusion 321 and the second protrusion 251. However, as at least one of the first rotating member 14 and the second rotating member 24 rotates, the second guide portion 3211 can still guide the third protrusion 321 into the second groove 252.

[0148] Furthermore, when the second protrusion 251 is provided with a first guide portion 2511 and the third protrusion 321 is provided with a second guide portion 3211, the effect of guiding the third protrusion 321 to the second groove 252 can be further improved, thereby further enhancing the smoothness of coupling between the coupling member 32 and the second spline 25. By designing a guide structure at the spline protrusion, the smoothness and stability of meshing are improved, enabling precise synchronization and balanced torque transmission of rotating components, that is, achieving precise synchronization and balanced torque transmission between the coupling member 32 and the second spline 25.

[0149] For example, the first guide portion 2511 can be in the shape of a cone, wedge, sphere, or other shapes that can serve a guiding function.

[0150] For example, the second guide portion 3211 can be in the shape of a cone, wedge, sphere, or other shapes that can serve a guiding function.

[0151] Please see Figure 4A and Figure 4B In some embodiments, the coupling component 3 may further include a first positioning element 33, which is used to fix the coupling component 32 and the first spline 15 relative to each other in the first state and the second state.

[0152] In this embodiment, by designing the first positioning member 33, it is possible to ensure that the coupling member 32 can be stable relative to the first spline 15 in both the first and second states. This allows the coupling member 32 to rotate stably together with the first spline 15 in the first state, and the first spline 15, the coupling member 32, and the second spline 25 to rotate stably together in the second state, thus ensuring the stability of the coupling connection between the first spline 15 and the second spline 25 in the second state.

[0153] It should be noted that the first positioning member 33 can be directly connected to the coupling member 32 and the first spline 15, or it can be indirectly connected to the coupling member 32 and the first spline 15, as long as the coupling member 32 can be fixed relative to the first spline 15.

[0154] In some examples, the first positioning element 33 may be mounted on the first spline 15. The first positioning element 33 is used to connect the coupling element 32 and the first spline 15 in a first state, and the first positioning element 33 is also used to connect the coupling element 32 and the first spline 15 in a second state.

[0155] In this embodiment, the first positioning member 33 is installed on the first spline 15 so that the first positioning member 33 can directly connect the coupling member 32 and the first spline 15 in both the first and second states, thereby improving the stability between the coupling member 32 and the first spline 15 in both states. At the same time, in the second state, since the coupling member 32 cooperates with the second spline 25, the first positioning member 33 can also improve the stability of the cooperation between the coupling member 32 and the second spline 25, thereby improving the stability of the first transmission rod 13 and the second transmission rod 23 moving together, and further improving the stability of the first wheel 200 and the second wheel 300 turning at the same time.

[0156] In other examples, a first positioning element 33 may be mounted on a coupling element 32. The first positioning element 33 is used to connect the coupling element 32 and the first spline 15 in a first state. The first positioning element 33 is also used to connect the coupling element 32 and the second spline 25 in a second state.

[0157] In this embodiment, the first positioning member 33 can be installed on the coupling member 32 so that the first positioning member 33 can move together with the coupling member 32. Therefore, in the first state, the first positioning member 33 can connect the coupling member 32 and the first spline 15, and in the second state, it connects the coupling member 32 and the second spline 25, thus ensuring the installation stability of the coupling member 32 in the first and second states.

[0158] The first positioning member 33 can fix the coupling member 32 and the first spline 15 relatively by means of snap-fit, friction abutment, elastic abutment, insertion, magnetic attraction, etc.

[0159] In some other embodiments, the coupling component 3 may only include a first positioning member 33, which is used to fix the coupling member 32 and the first rotating member 14 relative to each other in a first state and a second state. In the first state, the coupling component 3 and the second rotating member 24 are spaced apart, and the first transmission rod 13 and the second transmission rod 23 move independently. In the second state, the coupling component 3 connects the first rotating member 14 and the second rotating member 24, and the first transmission rod 13 and the second transmission rod 23 move together without relative displacement. In this embodiment, by designing the first positioning member 33, it is ensured that in the first state, the coupling member 32 can rotate stably with the first rotating member 14, and in the second state, the first rotating member 14, the coupling member 32, and the second rotating member 24 can rotate stably together, thus ensuring the stability of the coupling connection between the first rotating member 14 and the second rotating member 24 in the second state.

[0160] The following illustration shows the first positioning element 33 installed on the first spline 15.

[0161] Please continue reading. Figures 4A to 5 In some embodiments, the first protrusion 151 has a first receiving groove 1511, the opening of which faces the coupling member 32. The coupling member 32 has a second receiving groove 322 and a third receiving groove 323, which are spaced apart along the extending direction of the first sliding groove. The openings of both the second and third receiving grooves face the first protrusion 151, and the second receiving groove 322 is closer to the second protrusion 251 than the third receiving groove 323. A first positioning member 33 is installed in the first receiving groove 1511, and at least a portion of the first positioning member 33 is movable relative to the first protrusion 151. When the first positioning member 33 is at least partially inserted into the second receiving groove 322, the third protrusion 321 is located in the first sliding groove 152 and spaced apart from the second sliding groove 252. When the first positioning member 33 extends at least partially into the third receiving groove 323, part of the third protrusion 321 is located in the first slide groove 152 and part is located in the second slide groove 252.

[0162] In this embodiment, the first positioning member 33 is installed in the first receiving groove 1511 of the first protrusion 151 and is movable relative to the first protrusion 151, so that the first positioning member 33 can extend out of or retract into the first receiving groove 1511. Therefore, when the first receiving groove 1511 and the second receiving groove 322 of the coupling member 32 are aligned, the first positioning member 33 can extend into the second receiving groove 322 to connect the coupling member 32 with the first spline 15, at which time the steering device 10 is switched to the first state. When the first receiving groove 1511 and the third receiving groove 323 of the coupling member 32 are aligned, the first positioning member 33 can extend into the third receiving groove 323 to connect the coupling member 32 with the second spline 25, at which time the steering device 10 is switched to the second state.

[0163] For example, the first positioning member 33 may include a plurality of first positioning portions 331 and a plurality of first ejection driving members 332. The first ejection driving members 332 are installed in the first receiving groove 1511. The first positioning portions 331 are connected to the first ejection driving members 332. The first ejection driving members 332 are used to drive the first positioning portions 331 to partially extend out of the first receiving groove 1511. The plurality of first positioning portions 331, the plurality of first ejection driving members 332, and the plurality of first receiving grooves 1511 are installed in a one-to-one correspondence. When a portion of the first positioning portion 331 is located in the first receiving groove 1511 and a portion is located in the second receiving groove 322, the third protrusion 321 is located in the first sliding groove 152 and spaced apart from the second sliding groove 252. When a portion of the first positioning portion 331 is located in the first receiving groove 1511 and a portion is located in the third receiving groove 323, a portion of the third protrusion 321 is located in the first sliding groove 152 and a portion is located in the second sliding groove 252.

[0164] In this embodiment, the first pop-out drive member 332 can assist the first positioning part 331 in extending out of the first receiving groove 1511 and retracting into the first receiving groove 1511, thereby realizing the connection and disconnection between the coupling member 32 and the first spline 15.

[0165] In some examples, the first pop-out drive 332 can be an elastic element, the first positioning part 331 abuts against the first pop-out drive 332, and the first pop-out drive 332 is in a compressed state.

[0166] In this embodiment, since the first ejection drive member 332 is an elastic member, it drives the first positioning part 331 through the elastic force generated by its own compression, which is simple and efficient. When the steering device 10 switches between the first state and the second state, the coupling member 32 moves relative to the first spline 15, which causes the coupling member 32 to squeeze the first positioning part 331, thereby driving the first ejection drive member 332 to compress. At the same time, the first positioning part 331 will also retract into the first receiving groove 1511, thereby unlocking the coupling member 32 from the first spline 15. When the coupling member 32 reaches the position corresponding to the first state or the second state, the first ejection drive member 332 can eject the first positioning part 331 from the first receiving groove 1511 into the second receiving groove 322 or the third receiving groove 323 through its elasticity, thereby achieving locking between the coupling member 32 and the first spline 15. At the same time, since the elasticity of the first ejection drive member 332 is always present, the first ejection drive member 332 can always maintain contact with the coupling member 32, which can improve the installation stability of the coupling member 32 in the first state and the second state. In addition, due to the elastic design of the first ejection drive member 332, the first positioning member 33 is passively locked and unlocked, so there is no need to detect the position of the coupling member 32, nor is there a need to provide active drive locking in the first state and the second state, thus simplifying the components and reducing energy consumption.

[0167] The portion of the first positioning part 331 facing the coupling member 32 can be spherical, so that the first positioning part 331 can limit and lock the coupling member 32, and at the same time, the spherical design can reduce the frictional resistance of the coupling member 32 during unlocking, which is conducive to the rapid unlocking of the coupling member 32, improves the unlocking efficiency of the coupling member 32 and the required driving force, not only improves the switching efficiency of the steering device 10 between the first state and the second state, but also helps to reduce the driving energy consumption required by the coupling member 32.

[0168] For example, the first positioning part 331 can be a positioning ball, a hemispherical structure, or a combination of other shapes with a hemispherical or sphere.

[0169] The first pop-out drive component 332 can achieve elasticity through its shape (e.g., a spring) or through the material itself (e.g., silicone, rubber).

[0170] In other examples, the first ejection drive 332 can be an electromagnetic drive. The first ejection drive 332 includes a first electromagnetic part and a second electromagnetic part. The first electromagnetic part is fixed in the first receiving groove 1511, and the second electromagnetic part is connected to the first positioning part 331. The first electromagnetic part is used to magnetically attract or repel the second electromagnetic part after being energized.

[0171] In this embodiment, the first electromagnetic part and the second electromagnetic part enable the active ejection and retraction of the first positioning part 331, reducing wear between the coupling member 32 and the first positioning part 331. Specifically, when the steering device 10 needs to switch between a first state and a second state, the first electromagnetic part magnetically attracts the second electromagnetic part, pulling the first positioning part 331 back into the first receiving groove 1511, allowing the coupling member 32 to move relative to the first spline 15. When the coupling member 32 moves to the position corresponding to the first state or the second state, the first electromagnetic part magnetically repels the second electromagnetic part, pushing the first positioning part 331 out of the first receiving groove 1511, thereby locking the coupling member 32 and achieving relative fixation between the coupling member 32 and the first spline 15.

[0172] Please continue reading. Figures 4A to 5 In some embodiments, the coupling component 3 may further include a second positioning element 34, which can be used to connect the coupling component 32 and the second rotating element 24 in a second state.

[0173] In some examples, the second positioning member 34 is used to connect the coupling member 32 and the second spline 25 in the second state. That is, the second positioning member 34 is used to indirectly connect the second rotating member 24 via the second spline 25 in the second state.

[0174] In this embodiment, the second positioning member 34 can connect the coupling member 32 and the second spline 25 in the second state. In conjunction with the first positioning member 33, the coupling member 32 and the first spline 15 are connected in the second state. This can further improve the stability of the coupling connection between the first rotating member 14 and the second rotating member 24 in the second state of the steering device 10, thereby facilitating the stability of the first wheel 200 and the second wheel 300 turning at the same time.

[0175] For example, the first positioning member 33 can be installed on the first spline 15, and the second positioning member 34 can be installed on the second spline 25. In a first state, the first positioning member 33 connects the coupling member 32 to the first spline 15, and the second positioning member 34 is spaced apart from the coupling member 32. In a second state, the first positioning member 33 connects the coupling member 32 to the first spline 15, and the second positioning member 34 connects the coupling member 32 to the second spline 25.

[0176] In this embodiment, by installing the first positioning member 33 and the second positioning member 34 onto the first spline 15 and the second spline 25 respectively, structural interference can be avoided, which is beneficial to the spatial arrangement of each structure. Furthermore, in the second state, the first positioning member 33 connects the coupling member 32 to the first spline 15, and the second positioning member 34 connects the coupling member 32 to the second spline 25, so that both ends of the coupling member 32 have a fixed connection. This strengthens the stability of the coupling member 32 in coupling the first spline 15 and the second spline 25, and further improves the stability of the simultaneous rotation of the first rotating member 14 and the second rotating member 24.

[0177] In other examples, the second positioning member 34 is used to directly connect the second rotating member 24 in the second state. Exemplarily, the first positioning member 33 and the second positioning member 34 can be directly mounted to the first rotating member 14 and the second rotating member 24 respectively without the second spline 25 and the first spline 15.

[0178] Please continue reading. Figure 4A and Figure 4B In some embodiments, the second protrusion 251 may have a fourth receiving groove 1512, the opening of which faces the coupling member 32 in a second state. The coupling member 32 may also have a fifth receiving groove 324, which may be located on the side of the second receiving groove 322 away from the third receiving groove 323, the opening of which faces the second protrusion 251 in a second state. A second positioning member 34 may be installed within the fourth receiving groove 1512, at least a portion of which is movable relative to the second protrusion 251. When the second positioning member 34 is at least partially inserted into the fifth receiving groove 324, a portion of the third protrusion 321 is located within the first groove 152, and a portion is located within the second groove 252.

[0179] In this embodiment, the second positioning member 34 is installed in the fourth receiving groove 1512 of the second protrusion 251 and is movable relative to the second protrusion 251, so that the second positioning member 34 can extend out of or retract into the fourth receiving groove 1512. Therefore, when the fourth receiving groove 1512 and the fifth receiving groove 324 of the coupling member 32 are aligned, the second positioning member 34 can extend into the fifth receiving groove 324 to connect the coupling member 32 with the second spline 25, at which time the steering device 10 switches to the second state. When the coupling member 32 needs to disengage from the second spline 25, the second positioning member 34 can retract into the fourth receiving groove 1512, thereby decoupling the coupling member 32 from the second spline 25, so that the coupling member 32 can move relative to the second spline 25.

[0180] For example, the second positioning member 34 may include a plurality of second positioning portions 341 and a plurality of second ejection driving members 342. The second ejection driving members 342 are installed in the fourth receiving groove 1512. The second positioning portions 341 are connected to the second ejection driving members 342. The second ejection driving members 342 are used to drive the second positioning portions 341 to partially extend out of the fourth receiving groove 1512. The plurality of second positioning portions 341, the plurality of second ejection driving members 342, and the plurality of fourth receiving grooves 1512 are installed in a one-to-one correspondence. When a portion of the second positioning portion 341 is located in the fourth receiving groove 1512 and a portion is located in the fifth receiving groove 324, the third protrusion 321 is located in the first sliding groove 152 and a portion is located in the second sliding groove 252. When a portion of the first positioning portion 331 is located in the first receiving groove 1511 and a portion is located in the second receiving groove 322, the third protrusion 321 is located in the first sliding groove 152 and is spaced apart from the second positioning portion 341.

[0181] In this embodiment, the second pop-out drive member 342 can assist the second positioning part 341 in extending out of the fourth receiving groove 1512 and retracting into the fourth receiving groove 1512, thereby realizing the connection and disconnection between the coupling member 32 and the second spline 25.

[0182] In some examples, the second pop-out drive 342 can be an elastic element, the second positioning part 341 abuts against the second pop-out drive 342, and the second pop-out drive 342 is in a compressed state.

[0183] In this embodiment, since the second ejection drive member 342 is an elastic member, it drives the second positioning part 341 through the elastic force generated by its own compression, which is simple and efficient. When the steering device 10 switches from the second state to the second state, the coupling member 32 moves relative to the second spline 25, which causes the coupling member 32 to squeeze the second positioning part 341, thereby driving the second ejection drive member 342 to compress. At the same time, the second positioning part 341 will also retract into the fourth receiving groove 1512, thereby unlocking the coupling member 32 and the second spline 25. When the coupling member 32 switches from the first state to the second state and reaches the position corresponding to the second state, the second ejection drive member 342 can eject the second positioning part 341 from the fourth receiving groove 1512 into the fifth receiving groove 324 through its elasticity, thereby achieving locking between the coupling member 32 and the second spline 25. At the same time, since the elasticity of the second ejection drive member 342 is always present, the second ejection drive member 342 can always maintain contact with the coupling member 32, which can improve the installation stability of the coupling member 32 in the second state. In addition, due to the elastic design of the second ejection drive member 342, the second positioning member 34 is passively locked and unlocked, so there is no need to detect the position of the coupling member 32, nor is there a need to provide active drive locking in the second state, thus simplifying the components and reducing energy consumption.

[0184] The portion of the second positioning part 341 facing the coupling member 32 can be spherical, so that the second positioning part 341 can limit and lock the coupling member 32, and at the same time, the spherical design can reduce the frictional resistance of the coupling member 32 during unlocking, which is conducive to the rapid unlocking of the coupling member 32, improves the unlocking efficiency of the coupling member 32 and the required driving force, not only improves the conversion efficiency of the steering device 10 between the first state and the second state, but also helps to reduce the driving energy consumption required by the coupling member 32.

[0185] For example, the second positioning part 341 can be a positioning ball, a hemispherical structure, or a combination of other shapes with a hemispherical or sphere.

[0186] The second pop-out drive component 342 can achieve elasticity through its shape (e.g., a spring) or through the material itself (e.g., silicone, rubber).

[0187] In other examples, the second ejection drive 342 can be an electromagnetic drive. The second ejection drive 342 includes a third electromagnetic part and a fourth electromagnetic part. The third electromagnetic part is fixed in the fourth receiving slot 1512, and the fourth electromagnetic part is connected to the second positioning part 341. The third electromagnetic part is used to magnetically attract or repel the fourth electromagnetic part after being energized.

[0188] In this embodiment, the third and fourth electromagnetic components enable the active ejection and retraction of the second positioning part 341, reducing wear between the coupling member 32 and the second positioning part 341. Specifically, when the steering device 10 needs to switch between a first and a second state, the third electromagnetic component magnetically attracts the fourth electromagnetic component, pulling the second positioning part 341 back into the fourth receiving groove 1512, allowing the coupling member 32 to move relative to the second spline 25. When the coupling member 32 moves to the position corresponding to the second state, the third electromagnetic component magnetically repels the fourth electromagnetic component, pushing the second positioning part 341 out of the fourth receiving groove 1512, thereby locking the coupling member 32 and achieving relative fixation between the coupling member 32 and the second spline 25.

[0189] Please continue reading. Figures 4A to 5 In some embodiments, the coupling component 3 may further include a third transmission member 35, which drives the third driving member 31 and the coupling member 32. The third transmission member 35 is used to drive the coupling member 32 to move axially along the first rotating member 14. When the first rotating member 14 rotates, the third transmission member 35 moves circumferentially relative to the coupling member 32.

[0190] In this embodiment, the third driving member 31 can drive the coupling member 32 to move axially along the first rotating member 14 via the third transmission member 35, thereby realizing the switching between the first state and the second state of the steering device 10. Simultaneously, since the third transmission member 35 can move circumferentially relative to the coupling member 32 relative to the first rotating member 14 when it rotates, the rotation of the coupling member 32 will not cause the third transmission member 35 to rotate together. This avoids the third driving member 31 being disturbed by the rotation of the coupling member 32, thus ensuring the stability of the transmission connection between the third driving member 31, the third transmission member 35, and the coupling member 32.

[0191] For example, the coupling member 32 may have a transmission groove 325, the opening of which is located on the outer peripheral surface of the coupling member 32. The third transmission member 35 may include a slider 351, at least a portion of which is located within the transmission groove 325, and the third driving member 31 is used to drive the slider 351 to move axially along the first rotating member 14.

[0192] In this embodiment, the slider 351 can abut against the side wall of the transmission groove 325 along the axial direction of the first rotating member 14, thereby driving the coupling member 32 to move along the axial direction of the first rotating member 14, thus realizing the switching of the steering device 10 between the first state and the second state. In addition, the transmission groove 325 can also provide sliding space for the slider 351, so that when the coupling member 32 rotates, the slider 351 can move along the transmission groove 325 along the circumference of the coupling member 32.

[0193] Along the axial direction of the first rotating member 14, the size of the transmission groove 325 can be larger than the size of the slider 351.

[0194] In this embodiment, the above-mentioned size design can provide a certain starting space for the slider 351 to move along the axial direction of the first rotating member 14, and can provide acceleration space for the slider 351 when the steering device 10 changes state. This can reduce the starting resistance of the slider 351 and also enable the slider 351 to have a certain kinetic energy when it abuts against the side wall of the transmission groove 325, which is beneficial to unlocking the coupling member 32 with the first spline 15 and / or the second spline 25.

[0195] The third transmission component 35 also includes a first buffer component 352. The first buffer component 352 is disposed on both sides of the slider 351 along the axial direction of the first rotating component 14, or on the inner sidewalls of both sides of the transmission groove 325 along the axial direction of the coupling component 32.

[0196] In this embodiment, by designing the first buffer 352, a buffer can be provided between the slider 351 and the side wall of the transmission groove 325, preventing the slider 351 and the transmission groove 325 from colliding and being damaged, and also preventing abnormal noises.

[0197] For example, the third transmission member 35 may also include a third transmission part 353, which may be driveably connected between the third driving member 31 and the slider 351.

[0198] In some examples, the third drive member 31 can be a motor, and the third transmission part 353 can be a ball screw. The third transmission part 353 and the slider 351 cooperate to form a ball screw pair. The rotation of the third drive member 31 can be converted into linear motion output through the ball screw pair, thereby driving the coupling member 32 to move along the axial direction of the first rotating member 14.

[0199] The third transmission unit 353 may be equipped with a first bearing 36 to provide support for the third transmission unit 353 while minimizing friction during rotation. For example, Figure 4A The first bearing 36 is mounted at the end of the third transmission part 353 to prevent the third transmission part 353 from being too long and vibrating or shifting. The first bearing 36 can be installed in the housing of the coupling component 3 or in other fixed structures, as long as it can support the third transmission part 353.

[0200] In other examples, the third drive unit 31 can be a hydraulic motor, the third transmission unit 353 can be a hydraulic piston, and the third transmission unit 353 is fixedly connected to the slider 351. Since the hydraulic motor can directly achieve linear output, it can directly drive the third transmission unit 353 to make linear motion, thereby driving the coupling unit 32 to move along the axial direction of the first rotating member 14.

[0201] In some other examples, the third drive unit 31 can be a temperature controller, the third transmission unit 353 can be a shape memory alloy, the third transmission unit 353 can be fixedly connected to the slider 351, and the temperature output to the third transmission unit 353 can be controlled by the temperature controller, thereby enabling the third transmission unit 353 to extend or shorten along the axial direction of the first rotating member 14, thereby driving the coupling member 32 to move along the axial direction of the first rotating member 14.

[0202] For example, the temperature controller may include a heating element that can control the output to the third transmission section 353. For example, the third transmission section 353 can be lengthened by increasing the temperature output to the third transmission section 353, or the output power of the heating element can be reduced to lower the temperature output to the third transmission section 353, thereby indirectly achieving a temperature drop in the third transmission section 353 so as to shorten the third transmission section 353.

[0203] For example, the temperature controller may include a cooling element that can control the temperature of the third transmission part 353. For example, the third transmission part 353 can be shortened by lowering its temperature, or the temperature of the third transmission part 353 can be indirectly increased by reducing the cooling power, thereby lengthening the third transmission part 353.

[0204] Please see Figure 4A and Figure 8 , Figure 8 yes Figure 3 The diagram shows the structure of the first drive component 1 in some embodiments of the steering device 10.

[0205] In some embodiments, the first rotating member 14 and the first transmission rod 13 can cooperate to form a ball screw pair. The first drive assembly 1 also includes a first anti-rotation member 16, which is located in the circumferential direction of the first transmission rod 13 and abuts against the first transmission rod 13.

[0206] In this embodiment, the first rotating member 14 and the first transmission rod 13 cooperate to form a ball screw pair, which can convert the rotation of the first driving member 12 into a linear output, thereby driving the first transmission rod 13 to move along the axial direction of the first transmission rod 13, and thus driving the first wheel 200 to turn. In addition, by designing the first anti-rotation member 16, the rotation of the first transmission rod 13 can be restricted, so that the first transmission rod 13 only performs linear motion.

[0207] For example, the first transmission rod 13 may include a first part and a second part. The outer peripheral surface of the first part of the first transmission rod 13 is provided with an external thread, and the outer peripheral surface of the second part of the first transmission rod 13 includes an arc surface and a stop plane. The first anti-rotation member 16 abuts against the stop plane.

[0208] In this embodiment, the first transmission rod 13 can be prevented from rotating by the first anti-rotation member 16 abutting against the stop plane, which achieves a simple structure and facilitates the installation of the first transmission rod 13 and the first anti-rotation member 16.

[0209] In some other embodiments, the first anti-rotation member 16 may be partially engaged with the first transmission rod 13 so that the first anti-rotation member 16 can prevent the first transmission rod 13 from rotating.

[0210] For example, the first rotating member 14 may include a first rotating wheel 141 and a first sleeve 142. The first rotating wheel 141 and the first sleeve 142 are arranged along the axial direction of the first rotating wheel 141. The first rotating wheel 141 cooperates with the first transmission rod 13 to form a ball screw pair. One end of the first sleeve 142 is fixedly connected to the first rotating wheel 141, and the coupling member 32 is movably connected to the other end of the first sleeve 142.

[0211] In this embodiment, the first sleeve 142 provides a connection structure between the first rotating wheel 141 and the coupling member 32, allowing the coupling member 32 to rotate together with the first rotating wheel 141. Furthermore, the design of the first sleeve 142 reduces the size of the first rotating wheel 141, thereby simplifying the structure of the steering device 10 and reducing its overall weight.

[0212] The first rotating wheel 141 may have a nut embedded in it, which cooperates with the first transmission rod 13 to form a ball screw pair. Alternatively, the first rotating wheel 141 may have a raceway structure that directly cooperates with the first transmission rod 13 to form a ball screw pair.

[0213] The first sleeve 142 may be equipped with a second bearing 17a to provide structural support for the first sleeve 142 while reducing its rotational resistance and improving its rotational stability. For example, Figure 4A The second bearing 17a is assembled at the end of the first sleeve 142 to prevent the first sleeve 142 from shaking or shifting due to excessive length. The second bearing 17a can be installed in the housing of the first drive assembly 1 or in other fixed structures, as long as it can support the first sleeve 142.

[0214] The first rotating wheel 141 can be equipped with a third bearing 17b and a fourth bearing 17c at its two ends, respectively, to provide structural support for the first rotating wheel 141 while reducing its rotational resistance and improving its rotational stability. The third bearing 17b and the fourth bearing 17c can be installed in the housing of the first drive assembly 1 or in other fixed structures, as long as they can provide support for the first rotating wheel 141.

[0215] For example, the first driving member 12 can be a motor, and the first driving assembly 1 can also include a first transmission member 18. The first transmission member 18 includes a first transmission wheel 181 and a first transmission part 182. The first transmission wheel 181 is fixed to the output shaft of the first driving member 12, and the first transmission part 182 drives the first transmission wheel 181 and the first rotating member 14.

[0216] In this embodiment, power output is achieved through the first driving member 12, the first transmission wheel 181, the first transmission part 182 and the first rotating member 14, thereby driving the first transmission rod 13 to move along the axial direction of the first transmission rod 13, so as to drive the first wheel 200 to turn.

[0217] In some examples, the first transmission part 182 can be a transmission belt, so that the first transmission wheel 181, the first transmission part 182 and the first rotating member 14 can form a belt drive. Since the rotation directions of the first transmission wheel 181, the first rotating part, the first rotating member 14 and the coupling member 32 can be consistent, the belt drive is simple and efficient.

[0218] In other examples, the first transmission part 182 can be a chain, and the outer periphery of the first transmission wheel 181 and the first rotating member 14 are provided with toothed structures that engage with the chain, so that the first transmission wheel 181, the first transmission part 182 and the first rotating member 14 can form a chain drive. Since the rotation directions of the first transmission wheel 181, the first rotating part, the first rotating member 14 and the coupling member 32 can be consistent, the belt drive is simple and efficient.

[0219] In some other examples, the first transmission unit 182 may include gears, worm gears, worm shafts, or other gear transmission structures; in other words, the first transmission unit 182 may be a gearbox. While transmitting force between the first driving member 12 and the first rotating member 14, the first transmission unit 182 also changes the direction of rotation so that the rotation direction of the first rotating member 14 is circumferential with that of the first transmission rod 13. This ensures that the rotational design direction of the first rotating member 14 and the coupling member 32 are consistent, facilitating the switching between the first and second states via the coupling member 32.

[0220] Please continue reading. Figure 8 In some embodiments, the steering device 10 further includes a first housing 4, which houses one end of the first drive rod 13 away from the second drive assembly 2. The first housing 4 has a first limiting surface 41 facing the first drive rod 13. The outer diameter of the first pull rod 11 is smaller than the outer diameter of the first drive rod 13. The first pull rod 11 is fixedly connected to the end of the first drive rod 13 away from the second drive assembly 2 and passes through the first limiting surface 41. The portion of the first pull rod 11 exposed through the first housing 4 is used to connect to the first wheel 200.

[0221] In this embodiment, the first housing 4 provides containment and protection for the first transmission rod 13, serving as a dust and dirt preventer. The design of the first limiting surface 41 limits the movement of the first transmission rod 13, preventing excessive movement that could cause the first wheel 200 to veer beyond its rotation range.

[0222] For example, the first drive assembly 1 may also include a second buffer 19, which is disposed on the first limiting surface 41 and can provide buffer for the first transmission rod 13 to avoid the first transmission rod 13 from colliding with the first housing 4 and being damaged.

[0223] In some embodiments, the first drive assembly 1 may further include a first position sensor (not shown in the figure), which is used to detect the position of the first transmission rod 13, thereby obtaining the rotation angle of the first wheel 200. For example, the first position sensor may be a Hall sensor and is installed on the inner wall of the first housing 4; or, the first position sensor may be an angle detection sensor and may be installed on the shaft of the first drive member 12, etc.

[0224] Please see Figure 4A and Figure 9 , Figure 9 yes Figure 3 The diagram shows the structure of the second drive component 2 in some embodiments of the steering device 10.

[0225] In some embodiments, the second rotating member 24 and the second transmission rod 23 can cooperate to form a ball screw pair. The second drive assembly 2 also includes a second anti-rotation member 26, which is located in the circumferential direction of the second transmission rod 23 and abuts against the second transmission rod 23.

[0226] In this embodiment, the second rotating member 24 and the second transmission rod 23 cooperate to form a ball screw pair, which can convert the rotation of the second driving member 22 into a linear output, thereby driving the second transmission rod 23 to move along the axial direction of the second transmission rod 23, and thus driving the second wheel 300 to turn. In addition, by designing the second anti-rotation member 26, the rotation of the second transmission rod 23 can be restricted, so that the second transmission rod 23 only performs linear motion.

[0227] For example, the second transmission rod 23 may include a first part and a second part. The outer peripheral surface of the first part of the second transmission rod 23 is provided with an external thread, and the outer peripheral surface of the second part of the second transmission rod 23 includes an arc surface and a stop plane. The second anti-rotation member 26 abuts against the stop plane.

[0228] In this embodiment, the second transmission rod 23 can be prevented from rotating by the second anti-rotation member 26 abutting against the stop plane, which achieves a simple structure and facilitates the installation of the second transmission rod 23 and the second anti-rotation member 26.

[0229] In some other embodiments, the second anti-rotation member 26 may be partially engaged with the second transmission rod 23 so that the second anti-rotation member 26 can prevent the second transmission rod 23 from rotating.

[0230] For example, the second rotating member 24 may include a second rotating wheel 241 and a second sleeve 242. The second rotating wheel 241 and the second sleeve 242 are arranged along the axial direction of the second rotating wheel 241. The second rotating wheel 241 cooperates with the second transmission rod 23 to form a ball screw pair. One end of the second sleeve 242 is fixedly connected to the second rotating wheel 241, and the coupling member 32 is movably connected to the other end of the second sleeve 242.

[0231] In this embodiment, the second sleeve 242 provides a connection structure between the second rotating wheel 241 and the coupling member 32, allowing the coupling member 32 to rotate together with the second rotating wheel 241. Furthermore, the design of the second sleeve 242 reduces the size of the second rotating wheel 241, thereby simplifying the structure of the steering device 10 and reducing its overall weight.

[0232] The second rotating wheel 241 may have a nut embedded in it, which cooperates with the second transmission rod 23 to form a ball screw pair. Alternatively, the second rotating wheel 241 may have a raceway structure that directly cooperates with the second transmission rod 23 to form a ball screw pair.

[0233] The second sleeve 242 may be equipped with a fifth bearing 27a to provide structural support for the second sleeve 242 while reducing its rotational resistance and improving its rotational stability. For example, Figure 4A The fifth bearing 27a is assembled at the end of the second sleeve 242 to prevent the second sleeve 242 from shaking or shifting due to excessive length. The fifth bearing 27a can be installed on the housing of the second drive assembly 2 or on other fixed structures, as long as it can support the second sleeve 242.

[0234] The second rotating wheel 241 can be equipped with a sixth bearing 27b and a seventh bearing 27c at its two ends, respectively. These bearings provide structural support for the second rotating wheel 241 while reducing its rotational resistance, thereby improving its rotational stability. The sixth bearing 27b and the seventh bearing 27c can be installed on the housing of the second drive assembly 2 or on other fixed structures, as long as they provide support for the second rotating wheel 241.

[0235] For example, the second driving member 22 can be a motor, and the second driving assembly 2 can also include a second transmission member 28. The second transmission member 28 includes a second transmission wheel 281 and a second transmission part 282. The second transmission wheel 281 is fixed to the output shaft of the second driving member 22, and the second transmission part 282 drives the second transmission wheel 281 and the second rotating member 24.

[0236] In this embodiment, power output is achieved through the second driving member 22, the second transmission wheel 281, the second transmission part 282 and the second rotating member 24, thereby driving the second transmission rod 23 to move along the axial direction of the second transmission rod 23, so as to drive the second wheel 300 to turn.

[0237] In some examples, the second transmission part 282 can be a transmission belt, so that the second transmission wheel 281, the second transmission part 282 and the second rotating member 24 can form a belt drive. Since the rotation directions of the second transmission wheel 281, the second rotating part, the second rotating member 24 and the coupling member 32 can be consistent, the belt drive is simple and efficient.

[0238] In other examples, the second transmission part 282 can be a chain, and the outer periphery of the second transmission wheel 281 and the second rotating member 24 are provided with toothed structures that engage with the chain, so that the second transmission wheel 281, the second transmission part 282 and the second rotating member 24 can form a chain drive. Since the rotation directions of the second transmission wheel 281, the second rotating part, the second rotating member 24 and the coupling member 32 can be consistent, the belt drive is simple and efficient.

[0239] In some other examples, the second transmission unit 282 may include gears, worm gears, worm shafts, or other gear transmission structures; in other words, the second transmission unit 282 may be a gearbox. While transmitting force between the second driving member 22 and the second rotating member 24, the second transmission unit 282 also changes the direction of rotation so that the rotation direction of the second rotating member 24 is circumferential with that of the second transmission rod 23. This ensures that the rotational design direction of the second rotating member 24 and the coupling member 32 are aligned, facilitating the coupling member 32 to rotate together with the second rotating member 24 in the second state.

[0240] It should be noted that the second drive component 2 can use the same transmission structure as the first drive component 1, or it can use a different transmission structure. The specific design can be made according to the actual application, and no limitation is made here.

[0241] Please continue reading. Figure 9 In some embodiments, the steering device 10 further includes a second housing 5, which houses the end of the second drive rod 23 away from the first drive assembly 1. The second housing 5 has a second limiting surface 51 facing the second drive rod 23. The outer diameter of the second pull rod 21 is smaller than the outer diameter of the second drive rod 23. The second pull rod 21 is fixedly connected to the end of the second drive rod 23 away from the first drive assembly 1 and passes through the second limiting surface 51. The portion of the second pull rod 21 exposed through the second housing 5 is used to connect to the second wheel 300.

[0242] In this embodiment, the second housing 5 provides containment and protection for the second transmission rod 23, serving as a dust and dirt barrier. The design of the second limiting surface 51 limits the movement of the second transmission rod 23, preventing excessive movement that could cause the second wheel 300 to veer beyond its rotation range.

[0243] For example, the second drive assembly 2 may also include a third buffer 29 disposed on the second limiting surface 51, which can provide buffer for the second transmission rod 23 to avoid the second transmission rod 23 from colliding with the second housing 5 and being damaged.

[0244] In some embodiments, the second drive assembly 2 may further include a second position sensor (not shown in the figure), which is used to detect the position of the second transmission rod 23 to obtain the rotation angle of the second wheel 300. For example, the second position sensor may be a Hall sensor and is installed on the inner wall of the second housing 5; or, the second position sensor may be an angle detection sensor and may be installed on the shaft of the second drive member 22, etc.

[0245] Through the structural design of the above embodiments, the mechanical integration of the compact distributed steering device 10 is achieved, providing basic structural support for the coordinated movement of multiple components. By coordinating the coupling structure with the first and second steering components, the decoupling-coupling dynamic switching of the steering structures on both sides of the steering device 10 is realized. During dynamic adjustment, the switching between decoupling and coupling can achieve the switching between the first and second states, improving steering optimization in different scenarios. For example, decoupling at low speeds enhances steering agility, while coupling at high speeds enhances stability.

[0246] Please see Figure 10 , Figure 10 yes Figure 2A The diagram shows a partial structural representation of the steering device 10 in some embodiments of the steering system 100. It should be noted that... Figure 10 It may include at least some of the features of any of the foregoing embodiments, and the same features will not be repeated here.

[0247] In some embodiments, the first driving member 12 is a coaxial motor, and the first rotating member 14 is connected to the first driving member 12 in a transmission manner and is coaxially arranged.

[0248] In this embodiment, the first driving component 12 adopts a coaxial motor design, which enables the first driving component 12 to be directly connected to the first rotating component 14, reducing intermediate transmission components, which is beneficial to shortening the transmission chain, improving transmission accuracy, and also facilitating miniaturization design.

[0249] Similarly, the second driving component 22 can also be a coaxial motor. The second rotating component 24 is connected to the second driving component 22 and is set coaxially. Reducing intermediate transmission components helps to shorten the transmission chain, which can improve transmission accuracy and also facilitates miniaturization design.

[0250] It should be noted that in some other embodiments, the first driving component 1 and the second driving component 2 may adopt the same structural design or different structural designs. For example, the first driving component 1 may adopt... Figure 3 In the design of the embodiment shown, the second driving component 2 can adopt... Figure 10 The design of the embodiment shown.

[0251] Please see Figure 11 , Figure 11 yes Figure 2A The diagram shows a partial structural schematic of the steering device 10 in some embodiments of the steering system 100. It should be noted that... Figure 11 It may include at least some of the features of any of the foregoing embodiments, and the same features will not be repeated here.

[0252] In some embodiments, the coupling assembly 3 may include a third drive wheel 371, a fourth drive wheel 372, a fourth drive member 373, and an electronic clutch 374, with the fourth drive member 373 drivingly connecting the third drive wheel 371 and the fourth drive wheel 372. The third drive wheel 371 is fixedly connected to the first rotating member 14, and the electronic clutch 374 is connected between the fourth drive wheel 372 and the second rotating member 24.

[0253] In this embodiment, the electronic clutch 374 is designed to enable the connection and disconnection between the fourth transmission wheel 372 and the second rotating member 24, thereby enabling the steering device 10 to switch between the first state and the second state.

[0254] In some examples, the fourth transmission element 373 can be a transmission belt, so that the third transmission wheel 371, the fourth transmission element 373 and the fourth transmission wheel 372 can form a belt drive.

[0255] In other examples, the fourth transmission member 373 can be a chain, and the outer periphery of the third transmission wheel 371 and the fourth transmission wheel 372 is provided with a toothed structure that engages with the chain, so that the third transmission wheel 371, the fourth transmission member 373 and the fourth transmission wheel 372 can form a chain drive.

[0256] In some other examples, the fourth transmission element 373 may include a transmission structure consisting of multiple gears; for example, the fourth transmission element 373 may be a gearbox.

[0257] In some other examples, the fourth transmission element 373 can be a rack, which meshes with both the third transmission wheel 371 and the fourth transmission wheel 372 simultaneously.

[0258] For example, the first rotating member 14 and the first transmission rod 13 can form a gear and rack connection, and the second rotating member 24 and the second transmission rod 23 can form a gear and rack connection.

[0259] In this embodiment, the gear and rack connection can convert the rotational motion of the first rotating member 14 into the translational motion of the first transmission rod 13, and convert the rotational motion of the second rotating member 24 into the translational motion of the second transmission rod 23, thereby realizing the steering of the first wheel 200 and the second wheel 300.

[0260] The specific structural design of the steering device 10 has been introduced above. Next, we will introduce some application scenarios of the steering system 100 and the steering device 10.

[0261] Please see Figure 2A and Figure 12A , Figure 12A This is a schematic diagram of the steering system 100 provided in this application in some embodiments.

[0262] In some embodiments, the steering system 100 may further include a mode selector 400, through which the steering mode of the steering system 100 can be set. The steering mode may include multiple modes, such as normal steering, dynamic Ackermann steering, parallel Ackermann steering, anti-Ackermann steering, U-turn, tire blowout compensation steering, etc.

[0263] For example, the mode selector 400 can be an in-vehicle display screen, on which the user can select the steering mode of the steering system 100 so that when the terminal 1000 turns, the steering system 100 can turn using the steering mode selected on the in-vehicle display screen.

[0264] In other embodiments, the processor 20 can also automatically adjust the steering mode of the steering system 100 according to driving conditions, driving speed, etc., to improve the driving experience. That is, the processor 20 can automatically switch the steering mode without the need for setting through the mode selector 400.

[0265] In some examples, in human-driven mode, the processor 20 can compensate the driver's steering wheel angle based on driving conditions, driving speed, etc., and dynamically adjust the steering angle of the first wheel 200 and the second wheel 300 so that the terminal 1000 can more smoothly achieve steering, U-turn, translation, or U-turn on the spot.

[0266] In other examples, in autonomous driving mode, the processor 20 can automatically select the steering mode based on the navigation route, driving conditions, driving speed, etc., to cope with different turning conditions and improve the driving experience.

[0267] It should be noted that in some embodiments, after the steering mode is set in the mode selector 400, the steering system 100 will forcibly use the set steering mode when turning. In other embodiments, after the steering mode is set in the mode selector 400, the steering system 100 will preferentially use the set steering mode when turning, while the processor 20 can dynamically adjust to other steering modes according to actual road conditions, driving speed, etc. during the steering process of the steering system 100 to achieve better steering.

[0268] Please refer to the following: Figures 12A to 13B , Figure 12B yes Figure 12A The diagram shows the steering system 100 implementing conventional steering. Figure 13A yes Figure 12A The steering system 100 shown is a schematic diagram of reverse steering in some embodiments; Figure 13B yes Figure 13A The diagram shows the steering system 100 implementing conventional steering.

[0269] It should be noted that, with Figure 2A and Figure 2B The steering drive method of the steering system 100 shown is illustrated, and is based on... Figure 3 The structure of the steering device 10 is illustrated, where the first wheel 200 represents the left wheel and the second wheel 300 represents the right wheel. In this embodiment and subsequent embodiments, the dashed lines with arrows in the steering device 10 represent the force transmission paths.

[0270] In some embodiments, in the normal steering mode, when the steering system 100 turns, the processor 20 controls the coupling 32 to connect the first rotating member 14 and the second rotating member 24 so that the first wheel 200 and the second wheel 300 turn simultaneously.

[0271] In this embodiment, the normal steering can be the default steering mode of the steering system 100, the steering mode set by the user through the mode selector 400, or the steering mode selected by the processor 20 in real time according to the driving conditions.

[0272] For example, when the steering system 100 turns, the processor 20 controls the first drive member 12 to drive the first transmission rod 13 to move the second transmission rod 23 along the first direction D1, or controls the second drive member 22 to drive the second transmission rod 23 to move the second transmission rod 23 along the first direction D1, thereby realizing the simultaneous turning of the first wheel 200 and the second wheel 300.

[0273] Please see Figure 12A and Figure 12BIn some examples, when the steering system 100 turns toward the first wheel 200, the first direction D1 points toward the second wheel 300. In other words, the first drive member 12 drives the first transmission rod 13 to move the second transmission rod 23 to the right, thereby causing the first wheel 200 and the second wheel 300 to turn left simultaneously.

[0274] Please see Figure 13A and Figure 13B In other examples, when the steering system 100 turns toward the second wheel 300, the first direction D1 points toward the first wheel 200. In other words, the first drive member 12 drives the first transmission rod 13 to move the second transmission rod 23 to the left, thereby causing the first wheel 200 and the second wheel 300 to turn right simultaneously.

[0275] It should be noted that, Figure 12A and Figure 13A The diagram illustrates the driving action using the first driving element 12. In other embodiments, the second driving element 22 may also be used for driving.

[0276] Please see Figure 14 , Figure 14 This is a schematic diagram of the steering torque distribution of the steering system 100 in some embodiments of this application.

[0277] In some embodiments, when the first transmission rod 13 and the second transmission rod 23 in the steering device 10 are subjected to uneven forces, the first transmission rod 13 and the second transmission rod 23 can be connected by the coupling component 3 to achieve balance between the first transmission rod 13 and the second transmission rod 23.

[0278] For example, when the left and right wheels are at the same steering angle while the wheel is stationary, the transmission rod corresponding to the inner wheel experiences a greater force than the transmission rod corresponding to the outer wheel. The transmission rods on both sides can be coupled together by the coupling component 3 to achieve a force distribution between the transmission rods on both sides and to achieve a more balanced steering of the left and right wheels.

[0279] Please refer to the following: Figures 15A to 18B , Figure 15A This is a schematic diagram of the steering system 100 provided in this application in some other embodiments; Figure 15B yes Figure 15A A schematic diagram of the steering system 100 implementing dynamic Ackermann steering; Figure 16A yes Figure 15A A schematic diagram of the steering system 100 implementing parallel Ackermann steering; Figure 16B yes Figure 15A A schematic diagram of the steering system 100 implementing anti-Ackermann steering; Figure 17A yes Figure 15A The steering system 100 shown is a schematic diagram of reverse steering in some embodiments; Figure 17B yes Figure 17AA schematic diagram of the steering system 100 implementing dynamic Ackermann steering; Figure 18A yes Figure 17A A schematic diagram of the steering system 100 implementing parallel Ackermann steering; Figure 18B yes Figure 17A The diagram shows the steering system 100 implementing anti-Ackermann steering.

[0280] It should be noted that, with Figure 2A and Figure 2B The steering drive method of the steering system 100 shown is illustrated, and is based on... Figure 3 The structure of the steering device 10 is shown in the diagram, where the first wheel 200 is shown as the left wheel and the second wheel 300 is shown as the right wheel.

[0281] In some embodiments, in a first state, when the steering system 100 is turning, the processor 20 controls the first drive member 12 to drive the first transmission rod 13 to translate along a first direction D1, and the processor 20 also controls the second drive member 22 to drive the second transmission rod 23 to translate relative to the first transmission rod 13 along a second direction D2. The first direction D1 and the second direction D2 are both parallel to the axial direction of the first transmission rod 13 and point in the same direction.

[0282] In this embodiment, in the first state, the processor 20 controls both the first drive unit 12 and the second drive unit 22 to work, which enables dynamic and independent adjustment of the steering of the first wheel 200 and the second wheel 300, so that the steering angle of the second wheel 300 can be adjusted differently from that of the first wheel 200, thereby meeting the steering requirements in different scenarios.

[0283] In some examples, one of dynamic Ackerman steering, parallel Ackerman steering, and anti-Ackerman steering can be set in the mode selector 400 so that when the steering system 100 turns, the processor 20 turns according to the steering mode set in the mode selector 400.

[0284] In other examples, the processor 20 can autonomously set different steering modes according to different scenarios. When the driving speed is in the first speed range and a turn is made, the processor 20 can set dynamic Ackerman steering and use the dynamic Ackerman steering mode for steering; when the driving speed is in the second speed range and a turn is made, the processor 20 can set parallel Ackerman steering and use the parallel Ackerman steering mode for steering; when the driving speed is in the third speed range and a turn is made, the processor 20 can set anti-Ackerman steering and use the anti-Ackerman steering mode for steering. The minimum value in the second speed range is greater than the maximum value in the first speed range, and the minimum value in the third speed range is greater than the maximum value in the second speed range.

[0285] It should be noted that this application uses driving speed as an example to illustrate the scene triggering conditions. In other embodiments, the scene triggering conditions can also be the steering angle, steering radius, steering distance, etc., or a combination of multiple factors can be used as the scene triggering conditions so that the processor 20 can autonomously select the steering mode according to the scene triggering conditions.

[0286] Please see Figure 15A , Figure 15B , Figure 17A and Figure 17B In some examples, in dynamic Ackermann steering mode, when the steering system 100 turns, the processor 20 controls both the first drive element 12 and the second drive element 22 to work so that the steering centers of the first wheel 200 and the second wheel 300 remain aligned.

[0287] In this embodiment, dynamic Ackerman steering adjusts the angle difference between the inner and outer wheels (i.e., the Ackerman angle) in real time to maintain optimal steering geometry at different speeds and turning radii. At low speeds, the Ackerman angle is increased, making the inner wheel angle significantly larger than the outer wheel, reducing the turning radius and improving maneuverability in narrow spaces (such as parking lots and alleyways). By dynamically matching the angle difference, tire lateral slippage is reduced, extending tire life. For example, in continuous curves, dynamic adjustment can avoid excessive wear on one side of the tires caused by a fixed Ackerman angle. Furthermore, by combining vehicle sensors (such as speed, steering angle, and lateral acceleration) to calculate the optimal angle difference in real time, the vehicle maintains stable posture and reduces body roll during sharp turns or lane changes.

[0288] Please see Figure 15A , Figure 16A , Figure 17A and Figure 18A In other examples, in parallel Ackerman steering mode, when the steering system 100 turns, the processor 20 controls both the first drive 12 and the second drive 22 to work so that the first wheel 200 and the second wheel 300 have the same steering angle.

[0289] In this embodiment, in the parallel Ackerman steering mode, the wheel axles are parallel, and there is no implicit sideslip caused by angle difference, which can improve the stability of the steering system 100 under high-speed steering.

[0290] Among them, the steering system 100 can achieve a steering angle of less than 90° for the first wheel 200 and the second wheel 300 (see [reference]). Figure 16A (a) and Figure 18A (a) in the text, or, the steering system 100 can enable the first wheel 200 and the second wheel 300 to turn 90° in the same direction (see also [reference]). Figure 16A (b) and Figure 18A (b) in the middle.

[0291] It should be noted that when the terminal 1000 includes two steering devices 10, each steering device 10 is equipped with a set of first wheels 200 and second wheels 300. The two sets of first wheels 200 and second wheels 300 are the front wheels and rear wheels of the terminal 1000, respectively. At this time, in the parallel Ackerman steering mode, both the front wheels and the rear wheels can achieve a 90° turn, thereby realizing the lateral translation movement of the terminal 1000.

[0292] Please see Figure 15A , Figure 16B , Figure 17A and Figure 18B In some other examples, in anti-Ackermann steering mode, when the steering system 100 turns, the processor 20 controls both the first drive 12 and the second drive 22 to operate so that the outer wheel has a larger steering angle than the inner wheel.

[0293] In this embodiment, the anti-Ackerman steering mode improves high-speed cornering grip, allowing the outer tire to enter the sideslip angle range earlier and increasing centrifugal force bearing capacity. Furthermore, in high-speed cornering scenarios, it reduces the wear difference between the inner and outer tires, resulting in more even wheel wear.

[0294] Please refer to the following: Figure 19A and Figure 19B , Figure 19A This is a schematic diagram of the steering system 100 provided in this application in some other embodiments; Figure 19B yes Figure 19A The diagram shows the steering system 100 enabling a U-turn on the spot.

[0295] In some embodiments, in the U-turn mode, when the steering system 100 turns, the processor 20 controls the steering device 10 to be in a first state. The processor 20 is also used to control the first drive member 12 to drive the first transmission rod 13 to translate along the first direction D1, and the processor 20 is also used to control the second drive member 22 to drive the second transmission rod 23 to translate relative to the first transmission rod 13 along the second direction D2. The steering of the first wheel 200 is opposite to that of the second wheel 300. The first direction D1 and the second direction D2 are both parallel to the axis of the first transmission rod 13, and the second direction D2 is opposite to the first direction D1.

[0296] In this embodiment, by controlling the first wheel 200 to turn toward the second wheel 300 and controlling the second wheel 300 to turn toward the first wheel 200, the steering system 100 is able to enable the terminal 1000 to turn around on the spot.

[0297] For example, there are two of each of the first wheel 200, the second wheel 300, and the steering device 10. The two steering devices 10 are respectively installed on the front and rear sides of the terminal 1000. One first wheel 200 and one second wheel 300 are the front wheels of the terminal 1000, and the other first wheel 200 and the other second wheel 300 are the rear wheels of the terminal 1000. Located on the front side of the terminal 1000, the first wheel 200 turns towards the second wheel 300, and the second wheel 300 turns towards the first wheel 200; located on the rear side of the terminal 1000, the first wheel 200 turns away from the second wheel 300, and the second wheel 300 turns away from the first wheel 200. It should be noted that... Figure 19A The image only shows the drive configuration of the front wheels.

[0298] In this embodiment, by controlling the steering of the front wheel located at the front side and the rear wheel located at the rear side of the terminal 1000, the rotation path of the terminal 1000 can be approximately circular, thereby enabling a U-turn in a relatively small space.

[0299] Please refer to the following: Figures 20A to 21B , Figure 20A This is a schematic diagram of the adjustment of the terminal 1000 provided in this application after the first tire blowout in some embodiments; Figure 20B yes Figure 20A The diagram shows the steering adjustment of the steering system 100 after a tire blowout at terminal 1000. Figure 21A This is a schematic diagram of the adjustment of the terminal 1000 provided in this application after the second tire blowout in some embodiments; Figure 21B yes Figure 21A The diagram shows the steering adjustment of the steering system 100 after a tire blowout at terminal 1000.

[0300] In some embodiments, when a tire blows out, the processor 20 controls the original rotation angle of the blown-out wheel to remain unchanged, and controls the non-blown-out wheel to rotate toward the side opposite to the blown-out wheel, so that the terminal 1000 can continue to travel along the original path, thereby improving stability after the blowout.

[0301] For example, tire pressure can be detected by a pressure sensor to identify whether a tire has blown out.

[0302] Please see Figure 20A and Figure 20B In some embodiments, when the first wheel 200 experiences a tire blowout, the processor 20 controls the steering device 10 to be in a first state. The processor 20 controls the first drive member 12 to keep the first transmission rod 13 stationary. The processor 20 also controls the second drive member 22 to drive the second transmission rod 23 to translate relative to the first transmission rod 13 along a second direction D2. The second direction D2 is parallel to the axial direction of the first transmission rod 13 and points towards the first wheel 200.

[0303] In this embodiment, the first drive member 12 keeps the first transmission rod 13 stationary to ensure that the steering angle of the first wheel 200 remains unchanged, thus preventing further deviation of the steering device 10. The second drive member 22 drives the second transmission rod 23 to move, so that the second wheel 300 can rotate in a direction away from the first wheel 200, thereby pulling the terminal 1000 back to its original driving path.

[0304] Specifically, during normal operation of terminal 1000 (see [link to relevant documentation]). Figure 20A In (a) of the first round, a tire blowout occurred at 200 km / h (see also [link]). Figure 20A (b) in the text causes terminal 1000 to deviate towards the side of the first wheel 200 (see also [link]). Figure 20A In (c) of the diagram, the steering system 100 controls the first wheel 200 to maintain its steering angle while the second wheel 300 turns in a direction away from the first wheel 200, thereby pulling the terminal 1000 back to its original driving path (see [reference]). Figure 20A (d) in the figure, thereby preventing the terminal 1000 from deviating, slipping, or overturning after a tire blowout, thus improving driving stability.

[0305] Please see Figure 21A and Figure 21B In some embodiments, when the second wheel 300 experiences a tire blowout, the processor 20 controls the steering device 10 to be in a first state. The processor 20 controls the first drive member 12 to drive the first transmission rod 13 to translate along a first direction D1. The processor 20 also controls the second drive member 22 to keep the second transmission rod 23 stationary. The first direction D1 is parallel to the axial direction of the first transmission rod 13 and points towards the second wheel 300.

[0306] In this embodiment, the second drive member 22 keeps the second transmission rod 23 stationary to ensure that the steering angle of the second wheel 300 remains unchanged, preventing further deviation of the steering device 10. The first drive member 12 drives the first transmission rod 13 to move, so that the first wheel 200 can rotate in a direction away from the second wheel 300, thereby pulling the terminal 1000 back to its original driving path.

[0307] Specifically, during normal operation of terminal 1000 (see [link to relevant documentation]). Figure 21A In (a) of the second round, a tire blowout occurred at 300 km / h (see also [link]). Figure 21A (b) in the text causes terminal 1000 to deviate towards the side of the second wheel 300 (see [link]). Figure 21A In (c) of the diagram, the steering system 100 controls the second wheel 300 to maintain its steering angle while the first wheel 200 turns away from the second wheel 300, thereby pulling the terminal 1000 back to its original driving path (see [reference]). Figure 21A(d) in the figure, thereby preventing the terminal 1000 from deviating, slipping, or overturning after a tire blowout, thus improving driving stability.

[0308] It should be noted that in the above application scenarios, the terminal 1000 is used as an illustration of a vehicle. In some other embodiments, the terminal 1000 may also be other structures with a steering device 10 and wheels.

[0309] For example, Terminal 1000 can be industrial warehousing and logistics equipment.

[0310] For example, terminal 1000 can be a forklift. In scenarios such as long-distance straight heavy-load transport within the factory area, high-speed cross-regional transfer, uphill and downhill travel on slopes, and small-scale movement while the forks are raised, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the left and right steering wheels achieve synchronous Ackerman steering through a mechanical rigid connection, ensuring controllable travel path and preventing vehicle deviation under high-speed / heavy-load conditions, avoiding overload on one side of the steering wheel, and significantly reducing the risk of vehicle rollover during high-lift, thus improving driving stability and operational safety.

[0311] In scenarios such as U-turns in narrow warehouse aisles, precise alignment of forks and racks, lateral / crawl operations in confined spaces, and loading and unloading of goods inside containers, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. This disconnects the left and right wheels, allowing for completely independent control of the turning angle and speed. The vehicle can achieve a 360° self-rotation by turning the left and right wheels in opposite directions, or lateral movement of the entire vehicle can be achieved by turning the wheels on the same side in the same direction. This allows for precise alignment of cargo locations without the need for large-radius turns, significantly improving operational flexibility in narrow spaces, reducing the width requirements of warehouse aisles, and increasing the utilization rate of storage space.

[0312] For example, terminal 1000 can be an Automated Guided Vehicle (AGV). In scenarios such as long-distance trunk line tracking and transfer within a warehouse, cross-floor bulk cargo transportation, high-speed transfer, and palletized heavy-duty material conveying, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the left and right drive steering wheels are connected to achieve synchronous steering, matching a fixed Ackermann angle difference, ensuring tracking accuracy during long-distance travel, reducing path deviation, avoiding vehicle vibration caused by inconsistent left and right wheel movements during high-speed travel, and ensuring driving stability under heavy load conditions to prevent cargo tipping.

[0313] In scenarios such as millimeter-level precise docking at sorting stations, narrow aisle reversing in densely packed shelving areas, dynamic obstacle avoidance in multi-AGV cluster operations, in-situ reversing, and diagonal positioning, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. This allows for completely independent control of the left and right wheels, enabling omnidirectional movements such as in-situ spinning, diagonal movement, and lateral movement. It allows for precise alignment with the conveyor belt at the sorting point without detours, and enables reversing without large turns in densely packed storage areas. Furthermore, it allows for flexible adjustment of the travel path when encountering obstacles, significantly improving sorting efficiency and site adaptability.

[0314] For example, Terminal 1000 can be a sanitation and cleaning equipment.

[0315] For example, terminal 1000 can be a commercial ride-on floor scrubber. In scenarios such as large-area straight-line cleaning in open halls / long corridors, long-distance transfer travel, and uniform-speed tracking cleaning operations, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the left and right drive steering wheels turn synchronously, ensuring a straight travel path, uniform contact between the cleaning brush / squeegee and the floor, avoiding missed cleaning or re-cleaning issues, and reducing vehicle imbalance caused by liquid sloshing in the clean water tank / waste water tank, thus reducing the difficulty of operation over long distances.

[0316] In scenarios such as cleaning along the edges of corners / columns, working in confined spaces like elevator cars / restrooms, obstacle avoidance cleaning, and turning around on the spot, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. This allows for independent control of the left and right wheels' turning angle and differential speed, enabling in-situ self-rotation. Cleaning can be completed close to corners without repeated forward and backward movements, and turning around in extremely small spaces like elevator cars is possible. Furthermore, fine-tuning of a single wheel can avoid obstacles while ensuring thorough cleaning, adapting to the cleaning needs of complex scenarios.

[0317] For example, the terminal 1000 can be a household robot vacuum / mop combo. In scenarios such as bow-shaped cleaning in open areas like living rooms / bedrooms, long-distance wall cleaning, and high-speed return-to-charging, the processor 20 can control the steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the synchronous steering of the left and right drive wheels ensures straight-line driving accuracy, prevents deviation from the bow-shaped cleaning path, improves cleaning coverage, avoids repeated cleaning or missed cleaning, maintains a constant distance from the wall when traveling along the wall, and accurately aligns with the charging dock when returning to the charging dock.

[0318] In scenarios such as circling around table / chair legs, making 90° turns in corners, escaping from furniture crevices, and cleaning carpet edges in designated areas, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. In this way, the left and right wheels can be controlled to rotate independently, achieving 360° cleaning around furniture legs without blind spots through differential speed control. Corners can be cleaned without large turns, and when stuck under sofas or in furniture crevices, the torque and angle of a single wheel can be adjusted independently to escape. The driving force of a single wheel can be increased independently when overcoming obstacles, adapting to complex home environments.

[0319] For example, Terminal 1000 can be a special operation equipment.

[0320] For example, terminal 1000 can be a self-propelled scissor lift aerial work platform. In scenarios such as long-distance ground relocation, low-speed movement on flat surfaces, and minor position adjustments while the platform is lifted, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. This synchronous steering of the left and right wheels ensures stable vehicle movement, especially during high-altitude lifting operations where the vehicle's center of gravity is high. Synchronous steering avoids the risk of vehicle tilting and rollover caused by differences in the turning angles of the left and right wheels, ensuring the safety of aerial workers and simplifying the operational logic for long-distance relocation.

[0321] In scenarios such as maintenance work around equipment columns inside the factory, precise high-altitude alignment of curtain walls / corners, in-situ turning in narrow spaces, and lateral movement for supplementary positioning, the processor 20 can control the steering device 10 to be in the first state, enabling independent steering of the left and right wheels. This independent steering control of the left and right wheels allows for crab-like lateral movement and in-situ rotation, enabling precise alignment with maintenance points such as pipes and curtain walls without adjusting the vehicle's front and rear position, avoiding collisions with building structures. It also allows for extremely small-radius turning within confined factory spaces, significantly improving the accuracy and site adaptability of high-altitude operations.

[0322] For example, terminal 1000 can be used for underground explosion-proof loaders. In scenarios such as long-distance heavy-load ore transfer in underground main roadways, uphill and downhill travel on inclined roads, and high-speed transfer on flat surfaces, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the left and right steering wheels are rigidly connected and steer synchronously, adapting to bumpy underground roads, avoiding slippage and deviation caused by uneven force on the left and right wheels, preventing overload of one side wheel under heavy load conditions, ensuring controllable vehicle travel path when going uphill and downhill, avoiding collision with roadway walls, and reducing high-frequency electrical control actions in explosion-proof scenarios, thus reducing safety risks.

[0323] In scenarios such as loading operations in the narrow spaces of underground mining areas, turning around at roadway intersections, avoiding underground support piles / obstacles, and precise alignment of ore piles, the processor 20 can control the steering device 10 to be in the first state, enabling independent steering of the left and right wheels. Thus, with the left and right wheels disconnected and controlled independently, turning around on the spot can be achieved in extremely small spaces in the mining area without repeated reversing, significantly improving loading efficiency. During loading, independent corner control allows for precise alignment with the ore pile, and when encountering roadway obstacles, the travel path of the left and right wheels can be flexibly adjusted to avoid them, adapting to the complex and restricted working environment underground.

[0324] For example, terminal 1000 can be agricultural machinery equipment.

[0325] For example, terminal 1000 can be a self-propelled orchard sprayer. In scenarios such as long-distance straight-line spraying between orchard rows, field transport, and uphill and downhill transport, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the left and right steering wheels turn synchronously, ensuring that the driving path is completely parallel to the rows of fruit trees, the spray coverage is uniform, avoiding missed sprays and double sprays, preventing deviation and crushing of crops during long-distance transport, and keeping the vehicle stable when going uphill and downhill, avoiding center of gravity shift caused by the sloshing of the pesticide tank.

[0326] In scenarios such as turning around in the confined space at the end of a greenhouse, precise spraying around the canopy of fruit trees, directional spraying between trees, and operations at the edges of irregular fields, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. This independent control of the left and right wheels allows for self-rotation in the extremely small space at the end of a greenhouse, completing a turn without crushing crops. Fine-tuning the angle of one wheel can bring the vehicle closer to the fruit trees, enabling precise spraying of the back and lower parts of the canopy. This is suitable for confined agricultural scenarios such as dwarf dense-planting orchards and greenhouses, avoiding damage to crops.

[0327] For example, terminal 1000 can be a high-speed riding rice transplanter. In scenarios such as long-distance straight-line rice transplanting in open fields and moving between fields on paved roads, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, the left and right steering wheels turn synchronously, ensuring that the transplanting row is straight, and the plant spacing and row spacing are uniform and controllable, improving transplanting accuracy and work quality, while reducing the operational difficulty of long-distance operations and reducing the frequency of directional corrections.

[0328] In scenarios such as turning around in paddy fields, replanting seedlings in irregularly shaped fields, and transplanting seedlings in narrow fields, the processor 20 can control the steering device 10 to be in the first state, enabling independent steering of the left and right wheels. This independent differential speed and angle control of the left and right wheels allows for on-the-spot U-turns or extremely small-radius turns, avoiding the large turning radius of traditional synchronous steering that could crush already planted seedlings. For field corners and irregularly shaped areas, the path of the left and right wheels can be flexibly adjusted to complete replanting, eliminating blind spots and significantly improving the adaptability of paddy field operations.

[0329] For example, Terminal 1000 can be a special robot device.

[0330] For example, terminal 1000 can be a wheeled fire rescue robot. In scenarios such as long-distance high-speed travel through fire lanes, straight-line advance in open fire areas, and towing fire hoses, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, synchronous steering of the left and right wheels ensures the stability of the vehicle body at high speeds, prevents deviation and skidding on bumpy roads in fire areas, and provides uniform traction when towing fire hoses, avoiding hose tangling and ensuring efficient advance in fire areas.

[0331] In scenarios such as navigating narrow spaces in building corridors / ruins, precisely spraying water into blind spots in fire zones, dynamically avoiding obstacles, and changing direction on the spot, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. This allows for completely independent control of the left and right wheels, enabling the vehicle to spin and move diagonally in narrow corridors, flexibly navigating through gaps in rubble; and through fine-tuning of a single wheel, it can precisely aim water at blind spots in the fire source without significantly moving the vehicle body, adapting to the complex and restricted rescue environment of fire zones and improving the flexibility and safety of rescue operations.

[0332] For example, terminal 1000 can be a power tunnel / pipe gallery inspection robot. In scenarios such as routine inspection of long-distance straight tunnels, high-speed round-trip travel, and continuous data collection along the entire line, processor 20 can control steering device 10 to be in a second state, achieving synchronous steering of the left and right wheels. In this way, synchronous steering of the left and right wheels ensures the accuracy of tracking along the tunnel centerline, the captured images of power equipment are clear and without deviation, avoiding missed inspections, while reducing energy consumption for long-distance travel and improving operational stability.

[0333] In scenarios such as changing direction at tunnel junctions, precisely stopping at cable joints / equipment locations, turning at narrow utility tunnel branches, and avoiding obstacles / water accumulation areas, the processor 20 can control the steering device 10 to be in its first state, enabling independent steering of the left and right wheels. This independent control of the left and right wheels allows for on-the-spot direction changes at utility tunnel junctions, precisely entering branch tunnels; independent angle adjustments allow the inspection lens to be precisely aligned with key points such as cable joints and instruments, collecting high-definition detection data; and the driving path can be flexibly adjusted to avoid obstacles, adapting to the complex wiring environment of underground utility tunnels.

[0334] The control method of the aforementioned steering system 100 will be described next.

[0335] Please see Figure 22 , Figure 22 This is a schematic diagram of some embodiments of the steering control method provided in this application.

[0336] In some embodiments, the steering control method may include steps S10, S21, and S22.

[0337] S10 generates a steering command.

[0338] The steering command may include a first steering command and a second steering command.

[0339] S21, in response to the first steering command, control the coupling assembly 3 to connect the first rotating member 14 and the second rotating member 24.

[0340] You can refer to this article. Figures 12A to 13B In this embodiment, the processor 20 controls the steering device 10 to be in a second state, the first rotating member 14 and the second rotating member 24 are coupled together, and the processor 20 controls one of the first driving member 12 and the second driving member 22 to work so that the steering system 100 can achieve normal steering.

[0341] S22, in response to the second steering command, controls the coupling component 3 to disconnect from the second rotating component 24.

[0342] In this embodiment, the processor 20 controls the first drive unit 12 and the second drive unit 22 to work independently, so as to realize independent steering adjustment of the first wheel 200 and the second wheel 300, which can realize multiple steering modes, thereby enriching the application scenarios of the steering system 100.

[0343] It should be noted that the execution subject of the control method can be the processor of the steering system 100, that is, the aforementioned processor 20 can belong to the steering system 100.

[0344] This can be combined with references Figure 15A , Figure 15B , Figure 17A and Figure 17B When the driving speed is in the first speed range, the rotation center of the first wheel 200 is always kept in coincidence with the rotation center of the second wheel 300.

[0345] In this embodiment, dynamic Ackerman steering adjusts the angle difference between the inner and outer wheels (i.e., the Ackerman angle) in real time to maintain optimal steering geometry at different speeds and turning radii. At low speeds, the Ackerman angle is increased, making the inner wheel angle significantly larger than the outer wheel, reducing the turning radius and improving maneuverability in narrow spaces (such as parking lots and alleyways). By dynamically matching the angle difference, tire lateral slippage is reduced, extending tire life. For example, in continuous curves, dynamic adjustment can avoid excessive wear on one side of the tires caused by a fixed Ackerman angle. Furthermore, by combining vehicle sensors (such as speed, steering angle, and lateral acceleration) to calculate the optimal angle difference in real time, the vehicle maintains stable posture and reduces body roll during sharp turns or lane changes.

[0346] This can be combined with references Figure 15A , Figure 16A , Figure 17A and Figure 18A When the driving speed is in the second speed range, the steering angle of the first wheel 200 is the same as that of the second wheel 300. The minimum value of the second speed range is greater than the maximum value of the first speed range.

[0347] In this embodiment, in the parallel Ackerman steering mode, the wheel axles are parallel, and there is no implicit sideslip caused by angle difference, which can improve the stability of the steering system 100 under high-speed steering.

[0348] This can be combined with references Figure 15A , Figure 16B , Figure 17A and Figure 18B When the driving speed is in the third speed range, the outer wheel has a larger steering angle than the inner wheel. The minimum value in the third speed range is greater than the maximum value in the second speed range.

[0349] In this embodiment, the anti-Ackerman steering mode improves high-speed cornering grip, allowing the outer tire to enter the sideslip angle range earlier and increasing centrifugal force bearing capacity. Furthermore, in high-speed cornering scenarios, it reduces the wear difference between the inner and outer tires, resulting in more even wheel wear.

[0350] It should be noted that this embodiment uses driving speed as an example to illustrate the scene triggering conditions. In other embodiments, the scene triggering conditions can also be the turning speed, the difference in turning angle between the left and right wheels, the difference in speed between the left and right wheels, the turning radius, the turning distance, etc., or multiple factors can be combined as scene triggering conditions so that the processor 20 can autonomously select the steering mode according to the scene triggering conditions.

[0351] This can be combined with references Figure 19A and Figure 19BWhen the steering device 10 turns around in place, the steering of the first wheel 200 is reversed and the steering of the second wheel 300 is reversed.

[0352] In this embodiment, by controlling the first wheel 200 to turn toward the second wheel 300 and controlling the second wheel 300 to turn toward the first wheel 200, the steering system 100 is able to enable the terminal 1000 to turn around on the spot.

[0353] This can be combined with references Figures 20A to 20B When the first wheel (200) or the second wheel (300) experiences a tire blowout, the original rotation angle of the blown wheel remains unchanged, while the non-blowout wheel is controlled to rotate towards the side opposite to the blown wheel, so that the terminal 1000 can continue to travel along the original path, thereby improving stability after a tire blowout.

[0354] In some examples, steering instructions can be generated by the user in the mode selector 400.

[0355] In other examples, steering instructions can be generated by processor 20 based on the driving scenario.

[0356] This can be combined with references Figures 15A to 18B When the steering device 10 is in a driving state, it is determined that the absolute value of the difference between the steering angle of the first wheel 200 and the second steering angle is greater than or equal to the first preset angle; or, when the steering device 10 is in a driving state, it is determined that the absolute value of the difference between the angular velocity of the first wheel 200 and the angular velocity of the second wheel 300 is greater than or equal to the first preset angular velocity; or, when the steering device 10 is in a driving state, it is determined that the driving speed of the steering device 10 is less than or equal to the first preset speed, and a second steering command is generated.

[0357] In other words, when the difference in steering angle between the left and right wheels is large, or when the difference in angular velocity between the left and right wheels is large, or when the driving speed is low, a second steering command is generated so that the left and right wheels can be adjusted independently, thereby improving the steering flexibility of the left and right wheels.

[0358] This can be combined with references Figures 12A to 13B When the steering device 10 is in a driving state, it is determined that the absolute value of the difference between the steering angle of the first wheel 200 and the second steering angle is less than the second preset angle, and / or, it is determined that the absolute value of the difference between the angular velocity of the first wheel 200 and the angular velocity of the second wheel 300 is less than the second preset angular velocity, and / or, it is determined that the driving speed of the steering device 10 is greater than the second preset speed, and a first steering command is generated.

[0359] In other words, when at least one of the following conditions is met—a small difference in steering angle between the left and right wheels, a small difference in steering angle between the left and right wheels, and a large driving speed—a first steering command is generated to connect the steering structures of the left and right wheels, thereby achieving synchronous steering of the left and right wheels and improving steering stability.

[0360] It should be noted that in some embodiments, the first preset angle, the first preset angular velocity, and the first preset speed can be equal to the second preset angle, the first preset angular velocity, and the second preset speed. This can be understood as steering judgment under the same scenario, or the preset values ​​are the same for different scenarios. In other embodiments, the first preset angle, the first preset angular velocity, and the first preset speed may not be equal to the second preset speed. This can be understood as steering judgment under different scenarios, that is, the processor 20 can set different preset values ​​according to different scenarios to flexibly meet different scenarios and improve the adaptability of the steering device 10.

[0361] This can be combined with references Figure 14 When turning in place, if the force on the first transmission rod 13 is greater than the force on the second transmission rod 23, a first steering command is generated so that the steering structure of the left and right wheels is connected to balance the force on both sides, thereby realizing the force distribution of the steering structure on both sides and enabling more balanced steering of the left and right wheels.

[0362] It should be noted that in other scenarios, such as during driving, in order to ensure driving stability, the force on the first transmission rod 13 is determined to be greater than the force on the second transmission rod 23, and a first steering command can also be generated.

[0363] The execution and storage entities of the above control methods will be introduced next.

[0364] In some embodiments, the device may include units for performing the control method described above, and each unit in the device may be used to perform a corresponding process of the control method described above. The device may be a terminal 1000, or a component on the terminal 1000.

[0365] For example, the device may include an acquisition unit and a processing unit. When the device is used to execute the control method described above, the acquisition unit may be used to acquire steering commands, and the processing unit may be used to execute and control the first drive unit 12 and / or the second drive unit 22.

[0366] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. All units of the above device can be implemented entirely through software calls by the processor 20, or entirely through hardware circuits, or partially through software calls by the processor 20 with the remaining parts implemented through hardware circuits.

[0367] In specific implementation, the aforementioned acquisition unit can be implemented by at least one processor 20 or related circuitry of processor 20, and the processing unit can be implemented by at least one transceiver or related circuitry of transceiver. For example, in specific implementation, the device can be a controller of terminal 1000, or it can be a chip or processor 20 disposed in the controller.

[0368] In some embodiments, the device may include a processor 20, a memory, and interface circuitry. The processor 20, interface circuitry, and memory are connected via internal interconnects. The memory stores instructions, and the processor 20 executes the instructions stored in the memory to receive / send parameters via the interface circuitry. Optionally, the memory may be coupled to the processor 20 via an interface or integrated with the processor 20.

[0369] It should be noted that the aforementioned interface circuit may include, but is not limited to, transceiver devices such as input / output interfaces, to enable communication between the device and other devices or communication networks. For example, the interface circuit can be used to obtain water level information in the pressure relief pipe, or to achieve communication with sensors.

[0370] In this embodiment, the processor 20 is a circuit with signal processing capabilities. In one implementation, the processor 20 can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), a microprocessor 20, a graphics processing unit (GPU) (which can be understood as a type of microprocessor 20), or a digital signal processor (DSP). In another implementation, the processor 20 can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor 20 can be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor 20 loading a configuration document and configuring the hardware circuit can be understood as the process of the processor 20 loading instructions to implement some or all of the functions of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc.

[0371] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to execute the above-described control method.

[0372] This application also provides a computer-readable storage medium storing program code or instructions, which, when executed by a computer processor 20, causes the processor 20 to implement the above-described control method.

[0373] This application also provides a chip, including a processing circuit, which can be used to run a computer program to enable the chip to perform the above-described control method.

[0374] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0375] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0376] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0377] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0378] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0379] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory, random access memory, magnetic disks, or optical disks.

[0380] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of this application can be combined with each other, and any combination of features in different embodiments is also within the protection scope of this application. That is to say, the multiple embodiments described above can also be arbitrarily combined according to actual needs.

[0381] It should be noted that all the above figures are exemplary illustrations of this application and do not represent the actual size of the product. Furthermore, the dimensional proportions between the components in the figures are not intended to limit the actual product of this application.

[0382] The above are merely some embodiments and implementation methods of this application. The scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A steering device, characterized in that, include: The first drive assembly includes a first drive member, a first rotating member, and a first transmission rod. The first rotating member is drively connected to the first drive member. The first transmission rod is used to connect to a first wheel. The first rotating member is used to drive the first transmission rod to move along the axial direction of the first transmission rod. The second drive assembly includes a second drive member, a second rotating member, and a second transmission rod. The second transmission rod and the first rotating member are spaced apart along the axial direction of the first transmission rod. The second rotating member is drively connected to the second drive member. The second transmission rod is used to connect to a second wheel. The second rotating member is used to drive the second transmission rod to move along the axial direction of the second transmission rod. as well as A coupling component is connected to the first rotating component; The coupling component is also used to connect the second rotating member, or the coupling component is also used to disconnect from the second rotating member.

2. The steering device as described in claim 1, characterized in that, The steering device has a first state and a second state; In the first state, the coupling component and the second rotating component are spaced apart, and the first transmission rod and the second transmission rod move independently respectively; In the second state, the coupling assembly connects the first rotating member and the second rotating member, and the first transmission rod and the second transmission rod move together without relative displacement.

3. The steering device as described in claim 1 or 2, characterized in that, The coupling component includes a third driving member and a coupling member. The coupling member is drivenly connected to the third driving member and is movably connected to the first rotating member. The third driving member is used to drive the coupling member to move along the axial direction of the first rotating member to connect to or disconnect from the second rotating member.

4. The steering device as described in claim 3, characterized in that, The coupling component further includes a first positioning element, and the second positioning element is used to fix the coupling component and the first rotating component relatively in the first state and the second state; In the first state, the coupling component and the second rotating component are spaced apart, and the first transmission rod and the second transmission rod move independently. In the second state, the coupling assembly connects the first rotating member and the second rotating member, and the first transmission rod and the second transmission rod move together without relative displacement.

5. The steering device as described in claim 3, characterized in that, The first drive assembly further includes a first spline, which is sleeved on the first rotating member and fixedly connected to the first rotating member. The first spline has a plurality of first protrusions spaced apart on its outer periphery, and two adjacent first protrusions form a first groove. The second drive assembly further includes a second spline, which is sleeved on the second rotating member and fixedly connected to the second rotating member. The outer periphery of the second spline is provided with a plurality of second protrusions at intervals, and two adjacent second protrusions form a second groove. The coupling member is sleeved on the first spline. The inner circumferential of the coupling member is provided with a plurality of third protrusions. The third protrusions are connected to the first slide groove. The third driving member is used to drive the coupling member to move along the first slide groove, so as to drive the third protrusions to slide into or out of the second slide groove.

6. The steering device as described in claim 5, characterized in that, Along the axial direction of the second rotating member, the second protrusion is provided with a first guide portion at one end near the first protrusion, and the first guide portion is used to guide the third protrusion into the second groove; And / or, along the axial direction of the first rotating member, the third protrusion is provided with a second guide portion at one end near the second spline, the second guide portion being used to guide the second groove.

7. The steering device as described in claim 5 or 6, characterized in that, The coupling component further includes a first positioning element, which is used to relatively fix the coupling component and the first spline in a first state and a second state. In the first state, the coupling component and the second rotating component are spaced apart, and the first transmission rod and the second transmission rod move independently. In the second state, the coupling assembly connects the first rotating member and the second rotating member, and the first transmission rod and the second transmission rod move together without relative displacement.

8. The steering device as claimed in claim 7, characterized in that, The first positioning member is mounted on the first spline. The first positioning member is used to connect the coupling member and the first spline in the first state. The first positioning member is also used to connect the coupling member and the first spline in the second state. Alternatively, the first positioning member is mounted on the coupling member, the first positioning member being used to connect the coupling member and the first spline in the first state, and the first positioning member being used to connect the coupling member and the second spline in the second state.

9. The steering device as claimed in claim 8, characterized in that, The first protrusion has a first receiving groove, the opening of the first receiving groove facing the coupling member, the coupling member has a second receiving groove and a third receiving groove, the second receiving groove and the third receiving groove are spaced apart along the extension direction of the first sliding groove, and the openings of the second receiving groove and the third receiving groove both face the first protrusion, the second receiving groove being closer to the second protrusion relative to the third receiving groove. The first positioning member is installed in the first receiving groove, and at least a portion of the first positioning member is movable relative to the first protrusion. When the first positioning member extends at least partially into the second receiving groove, the third protrusion is located within the first sliding groove and is spaced apart from the second sliding groove; When the first positioning member extends at least partially into the third receiving groove, a portion of the third protrusion is located within the first groove and a portion is located within the second groove.

10. The steering device as claimed in claim 9, characterized in that, The first positioning member includes a plurality of first positioning parts and a plurality of first pop-out driving members. The first pop-out driving members are installed in the first receiving slot. The first positioning parts are connected to the first pop-out driving members. The first pop-out driving members are used to drive the first positioning parts to extend out of the first receiving slot. The plurality of first positioning parts, the plurality of first pop-out driving members and the plurality of first receiving slots are installed in a one-to-one correspondence. When part of the first positioning part is located in the first receiving groove and part of it is located in the second receiving groove, the third protrusion is located in the first sliding groove and is spaced apart from the second sliding groove. When part of the first positioning part is located in the first receiving groove and part of the first receiving groove is located in the third receiving groove, part of the third protrusion is located in the first sliding groove and part of the third sliding groove is located in the second sliding groove.

11. The steering device as claimed in claim 10, characterized in that, The first pop-out drive is an elastic member, the first positioning part abuts against the first pop-out drive, and the first pop-out drive is in a compressed state; Alternatively, the first ejection drive is an electromagnetic drive, which includes a first electromagnetic part and a second electromagnetic part. The first electromagnetic part is fixed in the first receiving slot, and the second electromagnetic part is connected to the first positioning part. The first electromagnetic part is used to magnetically attract or repel the second electromagnetic part after being energized.

12. The steering device as claimed in any one of claims 4 to 11, characterized in that, The coupling assembly further includes a second positioning element, which is used to connect the coupling element and the second rotating element in the second state.

13. The steering device as claimed in claim 12, characterized in that, The first positioning member is mounted on the first rotating member, and the second positioning member is mounted on the second rotating member; In the first state, the first positioning member connects the coupling member and the first rotating member, and the second positioning member is spaced apart from the coupling member; In the second state, the first positioning member connects the coupling member and the first rotating member, and the second positioning member connects the coupling member and the second rotating member.

14. The steering device as described in any one of claims 3 to 13, characterized in that, The coupling assembly further includes a third transmission component, which drives the third driving component and the coupling component, and is used to drive the coupling component to move along the axial direction of the first rotating component. When the first rotating member rotates, the third transmission member moves relative to the coupling member along the circumference of the coupling member.

15. The steering device as claimed in claim 14, characterized in that, The coupling element has a transmission groove, the opening of which is located on the outer peripheral surface of the coupling element; The third transmission component includes a slider, at least a portion of which is located within the transmission groove, and the third driving component is used to drive the slider to move axially along the first rotating component.

16. The steering device as claimed in claim 15, characterized in that, Along the axial direction of the first rotating member, the size of the transmission groove is larger than the size of the slider.

17. The steering device as claimed in claim 16, characterized in that, The third transmission component also includes a first buffer component; The first buffer is disposed on both sides of the slider along the axial direction of the first rotating member, or on the inner sidewalls of both sides of the transmission groove along the axial direction of the coupling member.

18. The steering device as claimed in any one of claims 15 to 17, characterized in that, The third transmission component also includes a third transmission part, which is throttlely connected between the third driving component and the slider. The third driving component is a motor, the third transmission part is a ball screw, and the third transmission part cooperates with the slider to form a ball screw pair; Alternatively, the third driving component is a hydraulic motor, the third transmission part is a hydraulic piston, and the third transmission part is fixedly connected to the slider; Alternatively, the third driving component may be a temperature controller, the third transmission component may be a shape memory alloy, and the third transmission component may be fixedly connected to the slider.

19. The steering device as described in any one of claims 3 to 18, characterized in that, The first rotating member cooperates with the first transmission rod to form a ball screw pair. The first driving assembly also includes a first anti-rotation member, which is located in the circumferential direction of the first transmission rod and abuts against the first transmission rod.

20. The steering device as claimed in claim 19, characterized in that, The first rotating component includes a first rotating wheel and a first sleeve. The first rotating wheel and the first sleeve are arranged along the axial direction of the first rotating wheel. The first rotating wheel and the first transmission rod cooperate to form a ball screw pair. One end of the first sleeve is fixedly connected to the first rotating wheel, and the coupling component is movably connected to the other end of the first sleeve.

21. The steering device as claimed in claim 19 or 20, characterized in that, The first driving component is a motor, and the first driving assembly further includes a first transmission component. The first transmission component includes a first transmission wheel and a first transmission part. The first transmission wheel is fixed to the output shaft of the first driving component, and the first transmission part drives the first transmission wheel and the first rotating component.

22. The steering device as claimed in claim 19 or 20, characterized in that, The first driving component is a coaxial motor, and the first rotating component is connected to the first driving component in a transmission manner and is coaxially arranged.

23. The steering device as described in claim 1 or 2, characterized in that, The coupling assembly includes a third transmission wheel, a fourth transmission wheel, a fourth transmission component, and an electronic clutch, wherein the fourth transmission component drives the third transmission wheel and the fourth transmission wheel. The third transmission wheel is fixedly connected to the first rotating component, and the electronic clutch is connected between the fourth transmission wheel and the second rotating component.

24. The steering device as claimed in claim 23, characterized in that, The first rotating component and the first transmission rod form a gear and rack connection, and the second rotating component and the second transmission rod form a gear and rack connection.

25. The steering device as described in claims 1 to 24, characterized in that, The steering device further includes a first housing, which houses one end of the first transmission rod away from the second drive assembly, and the first housing has a first limiting surface facing the first transmission rod. The first drive assembly further includes a first pull rod, the outer diameter of which is smaller than the outer diameter of the first transmission rod. The first pull rod is fixedly connected to the end of the first transmission rod away from the second drive assembly and passes through the first limiting surface. The portion of the first pull rod exposed through the first housing is used to connect to the first wheel.

26. The steering device as claimed in claim 25, characterized in that, The first drive component further includes a second buffer, which is disposed on the first limiting surface.

27. A steering system, characterized in that, Includes a first steering knuckle arm, a second steering knuckle arm, a processor, and a steering device according to any one of claims 1 to 26; One end of the first steering knuckle arm is used to connect to the first wheel, and the other end of the first steering knuckle arm is connected to the first transmission rod. The first transmission rod is used to drive the first steering knuckle arm to drive the first wheel to steer. One end of the second steering knuckle arm is used to connect to the second wheel, and the other end of the second steering knuckle arm is connected to the second transmission rod. The second transmission rod is used to drive the second steering knuckle arm to drive the second wheel to steer. The processor is electrically connected to the coupling component.

28. The steering system as claimed in claim 27, characterized in that, The processor is used to control the operation of the coupling component to connect the coupling component to the second rotating member, or to disconnect the coupling component from the second rotating member.

29. A steering control method, characterized in that, The method is applied to a steering device, which includes a first rotating component, a first transmission rod, a second rotating component, a second transmission rod, and a coupling assembly. The first rotating component is drivenly connected to the first transmission rod, which is used to connect to a first wheel. The second rotating component is drivenly connected to the second transmission rod, which is used to connect to a second wheel. The first transmission rod and the second transmission rod are spaced apart along the first transmission rod. The coupling assembly is connected to the first rotating component. The method includes: In response to a first steering command, the coupling assembly is controlled to connect the first rotating member and the second rotating member; Alternatively, in response to a second steering command, the coupling assembly can be disconnected from the second rotating member.

30. The method as described in claim 29, characterized in that, Before disconnecting the coupling assembly from the second rotating member in response to the second steering command, the method further includes: When the steering device is in a driving state, it is determined that the absolute value of the difference between the steering angle of the first wheel and the steering angle of the second wheel is greater than or equal to a first preset angle. Alternatively, when the steering device is in a driving state, the absolute value of the difference between the angular velocity of the first wheel and the angular velocity of the second wheel is determined to be greater than or equal to a first preset angular velocity. Alternatively, when the steering device is in a driving state, the driving speed of the steering device is determined to be less than or equal to a first preset speed.

31. The method as described in claim 29, characterized in that, The step of controlling the coupling component to disconnect from the second rotating member in response to the second steering command includes: When the driving speed is in the first speed range, the rotation center of the first wheel and the rotation center of the second wheel are always kept coincident. Alternatively, when the driving speed is in the second speed range, the steering angle of the first wheel and the steering angle of the second wheel are controlled to be the same, wherein the minimum value of the second speed range is greater than the maximum value of the first speed range; Alternatively, when the driving speed is in the third speed range, the outer wheel is controlled to have a larger steering angle than the inner wheel, wherein the minimum value of the third speed range is greater than the maximum value of the second speed range.

32. The method as described in claim 29, characterized in that, The step of controlling the coupling component to disconnect from the second rotating member in response to the second steering command includes: When the steering device turns around in place, it controls the steering of the first wheel and the second wheel to be opposite.

33. The method as described in claim 29, characterized in that, The step of responding to the second steering command and controlling the coupling component to disconnect from the second rotating component includes: when the first wheel or the second wheel has a tire blowout, controlling the original rotation angle of the blowout wheel to remain unchanged, and controlling the non-blowout wheel to rotate toward the side opposite to the blowout wheel.

34. The method as described in claim 29 or 30, characterized in that, In response to a first steering command, the method further includes controlling the coupling assembly to connect the first rotating member and the second rotating member between them. When the steering device is in a driving state, it is determined that the absolute value of the difference between the steering angle of the first wheel and the steering angle of the second wheel is less than a second preset angle, and / or, it is determined that the absolute value of the difference between the angular velocity of the first wheel and the angular velocity of the second wheel is less than a second preset angular velocity, and / or, it is determined that the driving speed of the steering device is greater than a second preset speed.

35. The method as described in claim 29 or 30, characterized in that, In response to a first steering command, the method further includes controlling the coupling assembly to connect the first rotating member and the second rotating member between them. When turning in place, it is determined that the force on the first transmission rod is greater than the force on the second transmission rod.

36. A device, characterized in that, The method includes a processor coupled to a memory storing program instructions that, when executed by the processor, implement the method of any one of claims 29 to 35.

37. A terminal, characterized in that, The device includes a first wheel, a second wheel, and a steering mechanism as described in any one of claims 1 to 26, wherein the first wheel is connected to the first drive rod, and the second wheel is connected to the second drive rod; Alternatively, it may include a first wheel, a second wheel, and a steering system as described in claim 27 or 28, wherein the first wheel and the second wheel are mounted on the steering system.

38. The terminal as described in claim 37, characterized in that, The number of the first wheel, the second wheel, and the steering device are all two. The two steering devices are respectively installed on the front and rear sides of the terminal. One of the first wheels and the second wheel are the front wheels of the terminal, and the other of the first wheels and the other of the second wheels are the rear wheels of the terminal.

39. A computer program product, characterized in that, The computer program product includes a program that, when run on a computer, causes the computer to perform the method as described in any one of claims 29 to 35.

40. A chip, characterized in that, The chip includes a processor for performing the method of any one of claims 29 to 35.

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