Steering mechanism, steering assembly, steering system and vehicle

Abstract

The utility model discloses a steering mechanism, a steering assembly, a steering system and a vehicle. The steering mechanism comprises a supporting frame, a steering knuckle and a telescopic connecting rod mechanism. Wherein the telescopic connecting rod mechanism is connected between the supporting frame and the steering knuckle, and can drive the steering knuckle to rotate when stretching out and drawing back.

Description

Technical Field

[0001] The present application relates to the field of machinery, and more specifically to a steering mechanism, a steering assembly, a steering system and a vehicle. Background Art

[0002] The steering system is an important system on the vehicle. The driver can control the vehicle to steer through the steering system. The steering system in the related art is mainly implemented by a steering gear, a steering tie rod, and a trapezoidal arm. However, the steering gear and the steering tie rod take up a large space, which is not conducive to the setting of the stabilizer bar. Utility Model Content

[0003] The present invention is proposed to solve at least one of the above problems. According to a first aspect of the present application, a steering mechanism is provided, the steering mechanism comprising: a support frame, a steering knuckle and a telescopic link mechanism; wherein the telescopic link mechanism is connected between the support frame and the steering knuckle, and can drive the steering knuckle to rotate when telescoping.

[0004] In one embodiment of the present application, the telescopic link mechanism has a first end and a second end, wherein the first end is movably connected to the support frame, and the second end is movably connected to the steering knuckle; the telescopic link mechanism changes the distance between the first end and the second end by telescoping to drive the steering knuckle to rotate.

[0005] In one embodiment of the present application, the first end is hinged to the support frame through a first hinge shaft, and the second end is hinged to the steering knuckle through a second hinge shaft.

[0006] In one embodiment of the present application, the first hinge axis and the second hinge axis are arranged in parallel or vertically.

[0007] In one embodiment of the present application, the first end is hinged to the support frame via a first hinge shaft, and the second end is hinged to the steering knuckle via a ball hinge.

[0008] In one embodiment of the present application, the ball joint includes: a ball seat and a ball head; wherein the ball seat is connected to the second end, and the ball head is connected to the steering knuckle.

[0009] In one embodiment of the present application, the telescopic connecting rod mechanism includes: a connecting rod sleeve and a connecting rod, wherein the connecting rod is slidably assembled in the connecting rod sleeve; the first end and the second end are respectively located on the connecting rod sleeve and the connecting rod.

[0010] In one embodiment of the present application, the telescopic connecting rod mechanism is a hydraulic connecting rod mechanism.

[0011] In one embodiment of the present application, the steering mechanism also includes: an electric pump, a first oil circuit and a first control valve, wherein the first oil circuit is connected between the electric pump and the hydraulic connecting rod mechanism; the first control valve is arranged in the first oil circuit for controlling the conduction and disconnection of the first oil circuit.

[0012] In one embodiment of the present application, a first accumulator is provided in the first oil circuit.

[0013] In one embodiment of the present application, the first control valve is a three-position four-way reversing valve.

[0014] In one embodiment of the present application, the steering mechanism also includes: a shock absorber assembly, a second oil circuit and a second control valve; wherein the second oil circuit is connected between the electric pump and the shock absorber assembly; the second control valve is arranged in the second oil circuit for controlling the conduction and disconnection of the second oil circuit.

[0015] In one embodiment of the present application, the second control valve is a three-position four-way valve, and the valve core of the three-position four-way valve can switch between a first position, a second position and a third position; wherein, when the valve core of the three-position four-way valve is located at the first position, the electric pump is disconnected from the shock absorber assembly, and the height of the shock absorber assembly remains unchanged; when the valve core of the three-position four-way valve is located at the second position, the electric pump is connected to the shock absorber assembly, and the electric pump can adjust the height of the shock absorber assembly; when the valve core of the three-position four-way valve is located at the third position, the upper chamber of the shock absorber assembly is connected to the lower chamber, and the throttle valve in the shock absorber assembly can adjust the damping of the shock absorber assembly.

[0016] In one embodiment of the present application, a second accumulator is provided in the second oil circuit.

[0017] In one embodiment of the present application, the steering mechanism further includes: a controller, wherein the controller is communicatively connected with the electric pump, the first control valve, and the second control valve.

[0018] In one embodiment of the present application, the steering knuckle is connected to the support frame through a plurality of connecting rods; and one of the plurality of connecting rods is the telescopic connecting rod mechanism.

[0019] In one embodiment of the present application, the support frame is a subframe, a control arm, a swing arm or a wishbone of the vehicle.

[0020] According to the second aspect of the present application, a steering assembly is also provided, which includes: an axle, and any one of the steering mechanisms described above; wherein the support frame is connected to the axle; there are two steering knuckles, which are respectively arranged at both ends of the axle; there are two telescopic link mechanisms, each of which corresponds to one steering knuckle and is connected to the corresponding steering knuckle.

[0021] In one embodiment of the present application, the support frame is a subframe; the steering assembly further includes: a stabilizer bar assembly connected to the subframe; wherein the stabilizer bar assembly is arranged behind, above or below the telescopic linkage mechanism.

[0022] In one embodiment of the present application, the steering assembly is a rear steering assembly of a vehicle.

[0023] According to the third aspect of the present application, a steering system is also provided, which includes: a steering wheel angle sensor, a controller and any one of the steering assemblies described above; wherein the steering wheel angle sensor is used to detect the angle of the steering wheel; and the controller is used to control the extension and retraction of the telescopic linkage mechanism according to the angle of the steering wheel.

[0024] According to a fourth aspect of the present application, a vehicle is also provided, comprising: any one of the above-mentioned steering mechanisms, or any one of the above-mentioned steering assemblies, or any one of the above-mentioned steering systems.

[0025] According to the steering mechanism, steering assembly, steering system and vehicle provided by the embodiment of the present application, by connecting the telescopic link mechanism between the support frame and the steering knuckle, the telescopic link mechanism can drive the steering knuckle to rotate when telescoping. Compared with the steering gear and steering tie rod method in the related art, the present application does not need to set the steering gear and steering tie rod, thereby reducing the space occupied by the steering mechanism and facilitating the setting of the stabilizer bar. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0027] Figure 1 This is a schematic structural diagram of a steering mechanism according to an embodiment of the present utility model;

[0028] Figure 2 for Figure 1 A schematic diagram of the structure in which the steering mechanism is connected to the suspension system;

[0029] Figure 3 to Figure 5 This is a schematic diagram of the structure of a steering mechanism at various angles shown in another embodiment of the utility model;

[0030] Figure 6-7 This is a structural schematic diagram of a telescopic connecting rod mechanism according to an embodiment of the present utility model;

[0031] Figure 8 to Figure 10 This is a control principle diagram of a steering system and a shock absorber assembly according to an embodiment of the utility model.

[0032] Reference numerals:

[0033] 10-support frame 20-steering knuckle 30-telescopic link mechanism 31-first end 32-second end

[0034] 33- ball seat 34- ball head 35- first hinge seat 36- first hinge shaft 37- connecting rod sleeve

[0035] 371 - first oil storage cylinder 372 - second oil storage cylinder 373 - first oil port 374 - second oil port

[0036] 38-connecting rod 41-first accumulator 42-electric pump 43-first oil circuit

[0037] 44-first control valve 50-shock absorber assembly 51-second oil circuit 52-second control valve

[0038] 53-second accumulator 61-front upper control arm 62-front lower control arm

[0039] 63-rear upper control arm 64-rear lower control arm 65-upper swing arm 66-lower swing arm

[0040] 71-stabilizer bar assembly 72-stabilizer bar tie rod assembly 73-first ball hinge

[0041] 74-second ball hinge 81-air spring assembly 82-installation platform

[0042] 901-first bushing 902-second bushing 903-third bushing 904-fourth bushing

[0043] 905-fifth bushing 906-sixth bushing 907-seventh bushing 908-eighth bushing

[0044] 909-9th bushing 910-10th bushing 911-11th bushing

[0045] 912-12th bushing 913-13th bushing 914-14th bushing DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solution and advantages of the utility model more obvious, the exemplary embodiments according to the utility model will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments of the utility model, and it should be understood that the utility model is not limited to the exemplary embodiments described here. Based on the embodiments of the utility model described in the utility model, all other embodiments obtained by those skilled in the art without creative work should fall within the protection scope of the utility model.

[0047] In the following description, a large number of specific details are given to provide a more thorough understanding of the utility model. However, it is obvious to those skilled in the art that the utility model can be implemented without one or more of these details. In other examples, in order to avoid confusion with the utility model, some technical features known in the art are not described.

[0048] It should be understood that the utility model can be implemented in different forms and should not be interpreted as being limited to the embodiments proposed herein. On the contrary, providing these embodiments will make the disclosure thorough and complete, and will fully convey the scope of the utility model to those skilled in the art.

[0049] In order to thoroughly understand the present invention, a detailed structure will be presented in the following description to illustrate the technical solution proposed by the present invention. The optional embodiments of the present invention are described in detail below, but in addition to these detailed descriptions, the present invention may also have other implementations.

[0050] In conjunction with the accompanying drawings, some embodiments of the present invention are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0051] The steering system in the related art is mainly realized by a steering gear, a steering tie rod, and a trapezoidal arm. However, the steering gear and the steering tie rod will take up a large space, which is not conducive to the arrangement of the stabilizer bar. Specifically, during the assembly process, in order to ensure the clearance requirements between the steering gear, the subframe and the stabilizer bar assembly, the stabilizer bar assembly will inevitably be arranged very far back. Such an arrangement not only occupies the space behind the whole vehicle, but also will significantly increase the lever arm and wire diameter of the stabilizer bar, reducing the efficiency of the stabilizer bar. Moreover, the structure is complex, occupies more space in the whole vehicle arrangement, and is costly. The technical problems existing in the above-mentioned solutions in the related art can be solved by the technical solutions shown in some embodiments of the present application.

[0052] The present application embodiment provides a steering mechanism, referring to Figure 1 to Figure 5The steering mechanism includes: a support frame 10, a steering knuckle 20 and a telescopic link mechanism 30; wherein the telescopic link mechanism 30 is connected between the support frame 10 and the steering knuckle 20, and can drive the steering knuckle 20 to rotate when telescoping.

[0053] In the above scheme, by connecting the telescopic link mechanism 30 between the support frame 10 and the steering knuckle 20, the telescopic link mechanism 30 can drive the steering knuckle 20 to rotate when telescoping. Compared with the steering gear and steering tie rod method in the related art, the present application does not need to set the steering gear and steering tie rod, thereby reducing the space occupied by the steering mechanism and facilitating the setting of the stabilizer bar. The above structures are described in detail below in conjunction with the accompanying drawings.

[0054] When the support frame 10 is provided, any structure that can provide a support point for the telescopic link mechanism 30 can be used, so that the telescopic link mechanism 30 can drive the steering knuckle 20 to rotate relative to the kingpin axis when telescoping. Figure 1 to Figure 5 The support frame 10 may be a subframe, a control arm, a swing arm, a support arm or a wishbone of the vehicle, depending on the type of suspension system of the vehicle. Figure 3 to Figure 5 When the sub-frame is connected between the axle and the suspension system, the sub-frame can be used as a support frame 10 for setting the telescopic link mechanism 30.

[0055] Exemplary, reference Figure 1 to Figure 5 The steering knuckle 20 can be connected to the support frame 10 through a plurality of connecting rods, and one of the connecting rods is a telescopic connecting rod mechanism 30, so that one of the connecting rods between the steering knuckle 20 and the support frame 10 can be reused as the telescopic connecting rod mechanism 30, so that the telescopic connecting rod mechanism 30 not only has the function of driving the steering knuckle 20 to rotate, but also has the function of connecting the steering knuckle 20 to the support frame 10. There are many ways to set the connecting rod between the steering knuckle 20 and the support frame 10. That is, any way that can transmit force can be used as a connecting rod connected between the steering knuckle 20 and the support frame 10.

[0056] For example, the steering knuckle 20 can be connected to the support frame 10 through at least one support arm, and the support arm can be used as the support frame 10 for setting the telescopic link mechanism 30. Figure 3 to Figure 5, the control arm can also be used as the support frame 10 for setting the telescopic link mechanism 30, wherein the control arm is connected between the steering knuckle 20 and the subframe, and the control arm can control the wheel to move in a certain direction (for example, the Z direction as the vertical direction). The type of the control arm can be divided into a front upper control arm 61, a front lower control arm 62, a rear upper control arm 63 and a rear lower control arm 64 according to the position of the wheel axis of the wheel, and the telescopic link mechanism 30 can be set between any of the above types of control arms and the steering knuckle 20. In some embodiments, the control arm can be used as a support arm, that is, the control arm not only has the function of controlling the wheel to move in a certain direction (for example, the Z direction as the vertical direction), but also has the function of connecting and supporting the steering knuckle 20 to the support frame 10. Of course, in other embodiments, the connecting rod can also be used as a support arm, that is, the support arm at this time only has the function of connecting and supporting the steering knuckle 20 to the support frame 10, and does not have the function of controlling the wheel to move in a certain direction (for example, the Z direction as the vertical direction).

[0057] Exemplarily, when the steering knuckle 20 is connected to the subframe via a fork arm, the fork arm can also serve as a support structure for setting the telescopic link mechanism 30, and the types of fork arms are different for different vehicle models. According to the relationship between the fork arm and the wheel axis, it can be divided into an upper fork arm and a lower fork arm, and the telescopic link mechanism 30 can be set between any type of fork arm and the steering knuckle 20. Exemplarily, when the steering knuckle 20 is connected to the subframe via a swing arm, the swing arm can also serve as a support structure for setting the telescopic link mechanism 30, and the types of swing arms are different for different vehicle models. Reference Figure 1-2 According to the relationship between the swing arm and the wheel axis, it can be divided into an upper swing arm 65 and a lower swing arm 66, and the telescopic link mechanism 30 can be set between any type of the above-mentioned swing arm and the steering knuckle 20. Exemplarily, the telescopic link mechanism 30 is connected to the lower swing arm 66. Of course, the steering knuckle 20 can also be connected to the support frame 10 through a support arm such as but not limited to a double wishbone, an H arm, etc.

[0058] refer to Figure 1 to Figure 5When the steering knuckle 20 is provided, the steering knuckle 20 is used to assemble the wheel, and the steering knuckle 20 is used to rotate around the kingpin axis, so as to drive the wheel to steer when rotating around the kingpin axis. Exemplarily, the steering knuckle 20 may include a body part and an axle connected to the body part, wherein the body part rotates around the kingpin axis, and the axle is used to assemble the wheel. The kingpin axis may be the axis of a rotating shaft, and the steering knuckle 20 may be rotatably connected to various supporting structures such as but not limited to a frame, axle, and a support arm through a rotating shaft. Exemplarily, the steering knuckle 20 is used to be rotatably connected to the axle through a rotating shaft, and the axis of the rotating shaft is the kingpin axis, that is, the steering knuckle 20 is rotatably connected to the axle. Exemplarily, the steering knuckle 20 may be connected to the support frame 10 through at least one support arm, and the support frame 10 at this time may be a subframe of the vehicle, and the steering knuckle 20 may be rotatably connected to the support arm through a rotating shaft, and the axis of the rotating shaft is the kingpin axis, that is, the steering knuckle 20 is rotatably connected to at least one support arm through a rotating shaft.

[0059] When the telescopic link mechanism 30 is provided, any telescopic link mechanism may be used. Figure 1 to Figure 7 The telescopic link mechanism 30 is connected between the support frame 10 and the steering knuckle 20, and the telescopic link mechanism 30 can drive the steering knuckle 20 to rotate when telescoping. By connecting the telescopic link mechanism 30 between the support frame 10 and the steering knuckle 20, the telescopic link mechanism 30 can drive the steering knuckle 20 to rotate when telescoping. Compared with the steering gear and steering tie rod method in the related art, the present application does not need to set the steering gear and steering tie rod, thereby reducing the space occupied by the steering mechanism and facilitating the setting of the stabilizer bar.

[0060] Exemplary, reference Figure 1 to Figure 7 , the telescopic link mechanism 30 may have a first end 31 and a second end 32, wherein the first end 31 is movably connected to the support frame 10, and the second end 32 is movably connected to the steering knuckle 20. The telescopic link mechanism 30 changes the distance between the first end 31 and the second end 32 by telescoping to drive the steering knuckle 20 to rotate around the kingpin axis. That is, the first end 31 of the telescopic link mechanism 30 is movably connected to the support frame 10, and the second end 32 of the telescopic link mechanism 30 is movably connected to the steering knuckle 20. During the telescoping process of the telescopic link mechanism 30, the distance between the first end 31 and the second end 32 will increase or decrease, thereby driving the steering knuckle 20 to rotate around the kingpin axis. Among them, the first end 31 and the second end 32 of the telescopic link mechanism 30 can be movably connected to the support frame 10 and the steering knuckle 20 respectively in a variety of ways. Several setting methods are introduced as follows.

[0061] Exemplary, reference Figure 1 to Figure 7, the first end 31 can be hinged to the support frame 10 through the first hinge shaft 36, and the second end 32 can be hinged to the steering knuckle 20 through the second hinge shaft. That is, the first end 31 of the telescopic link mechanism 30 is hinged to the support frame 10 by an axis hinge, and the second end 32 of the telescopic link mechanism 30 is also hinged to the steering knuckle 20 by an axis hinge. Exemplarily, a first hinge seat 35 can be provided on the support frame 10, and the first end 31 can be hinged to the first hinge seat 35 by the first hinge shaft 36. Exemplarily, the first hinge shaft 36 can be provided with a seventh bushing 907 to increase the wear resistance and slide in a small range along the direction of the first hinge shaft 36 to prevent the first end 31 from being stuck with the support frame 10. Exemplarily, the second hinge shaft can also be provided with an eighth bushing 908 to increase the wear resistance and slide in a small range along the direction of the second hinge shaft to prevent the second end 32 from being stuck with the steering knuckle 20.

[0062] Exemplary, reference Figure 3 to Figure 7 , the first hinge axis 36 and the second hinge axis can be arranged in parallel or vertically. Exemplarily, the first hinge axis 36 can be extended horizontally or substantially horizontally, and the second hinge axis can be extended vertically or substantially vertically, so that the first hinge axis 36 and the second hinge axis are arranged vertically. Exemplarily, the first hinge axis 36 and the second hinge axis can also be arranged vertically, or the second hinge axis and the second hinge axis can also be arranged horizontally. The arrangement of the first hinge axis 36 and the second hinge axis can be specifically determined in combination with whether it has a sliding fit, whether the telescopic link mechanism 30 can rotate in a small range, etc. That is, as long as the two ends of the telescopic link mechanism 30 are connected to the steering knuckle 20 and the support frame 10 respectively by an axial hinge method, they are all within the protection scope of the above-mentioned embodiments.

[0063] Exemplary, reference Figure 1 and Figure 2 , the first end 31 can be hinged to the support frame 10 through the first hinge shaft 36, and the second end 32 can be hinged to the steering knuckle 20 through a ball hinge. That is, the first end 31 of the telescopic link mechanism 30 is connected to the support frame 10 through an axis hinge, but the second end 32 of the telescopic link mechanism 30 is ball-hinged to the steering knuckle 20 through a ball hinge. In this way, the angle between the second end 32 of the telescopic link mechanism 30 and the steering knuckle 20 can be adjusted in two degrees of freedom, so as to prevent the second end 32 of the telescopic link mechanism 30 and the steering knuckle 20 from getting stuck. Exemplarily, the first hinge shaft 36 can be provided with a seventh bushing 907 to increase the wear resistance and slide in a small range along the direction of the first hinge shaft 36 to prevent the first end 31 from getting stuck to the support frame 10.

[0064] When the second end 32 of the telescopic link mechanism 30 and the steering knuckle 20 are connected by a ball joint, various methods can be used. Figure 1 and Figure 2 The ball hinge may include: a ball seat 33 and a ball head 34; wherein the ball seat 33 is connected to the second end 32, and the ball head 34 is connected to the steering knuckle 20. Exemplarily, the ball seat 33 may be fixedly connected by a connecting shaft ball head 34, and the second end 32 may be connected to the ball seat 33 by a fixed connection, thereby realizing a ball hinge connection between the second end 32 and the steering knuckle 20. Of course, in other embodiments, the ball seat 33 may be connected to the steering knuckle 20, and the ball head 34 may be connected to the second end 32.

[0065] Exemplary, reference Figure 6 and Figure 7 The telescopic link mechanism 30 may include: a link sleeve 37 and a link 38, wherein the link 38 is slidably assembled in the link sleeve 37, and by driving the link 38 to slide in the link sleeve 37, the link 38 portion exposed outside the link sleeve 37 is driven to extend or shorten, thereby realizing the telescopic link mechanism 30. Exemplarily, the first end 31 and the second end 32 are respectively located on the link sleeve 37 and the link 38, that is, the link 38 and the link sleeve 37 are respectively connected to the support frame 10 and the steering knuckle 20. Exemplarily, the first end 31 can be located on the link sleeve 37, and the link sleeve 37 is connected to the support frame 10, and the second end 32 can be located on the link 38, and the link 38 is connected to the steering knuckle 20. Exemplarily, the first end 31 may be located on a connecting rod 38 connected to the support frame 10 , and the second end 32 may be located on a connecting rod sleeve 37 connected to the steering knuckle 20 .

[0066] Exemplarily, the telescopic connecting rod mechanism 30 may be a hydraulic connecting rod mechanism, that is, the driving medium in the connecting rod sleeve 37 is hydraulic oil, and the connecting rod 38 is driven to telescope in the connecting rod sleeve 37 by the hydraulic oil. Of course, in other embodiments, a pneumatic connecting rod mechanism may also be used, that is, the driving medium in the connecting rod sleeve 37 is gas, and the connecting rod 38 is driven to telescope in the connecting rod sleeve 37 by compressed gas.

[0067] Exemplary, reference Figure 8 , Fig. 9 and Fig.10When the telescopic link mechanism 30 is a hydraulic link mechanism, the steering mechanism may further include: an electric pump 42, a first oil circuit 43 and a first control valve 44. Among them, the first oil circuit 43 is connected between the electric pump 42 and the hydraulic link mechanism; the first control valve 44 is arranged in the first oil circuit 43, and the first control valve 44 is used to control the conduction and disconnection of the first oil circuit 43. When the first control valve 44 controls the conduction of the first oil circuit 43, the hydraulic link mechanism can be controlled to be telescopic by the forward or reverse rotation of the electric pump 42. When the first control valve 44 controls the disconnection of the first oil circuit 43, the hydraulic link mechanism is no longer telescopic, but the telescopic length is determined, thereby keeping the steering knuckle 20 from rotating. For example, refer to Figure 2 A mounting platform 82 may be connected to the support frame 10 , and the electric pump 42 may be assembled on the mounting platform 82 .

[0068] Exemplary, reference Figure 8 , Fig. 9 and Fig.10 A first accumulator 41 may be provided on the first oil circuit 43. The type of the first accumulator 41 may be, for example, but not limited to, a hydraulic accumulator, etc., to perform functions such as, but not limited to, storing energy, absorbing pressure pulsation, reducing pressure, noise and vibration in the first oil circuit 43, absorbing impact pressure, and protecting the first oil circuit 43 from damage.

[0069] Exemplary, reference Figure 6 , Figure 7 and Figure 8 The connecting rod sleeve 37 of the hydraulic connecting rod mechanism includes a first oil storage cylinder 371 and a second oil storage cylinder 372, wherein the first oil storage cylinder 371 is provided with a first oil port 373, and the second oil storage cylinder 372 is provided with a second oil port 374. The first oil circuit 43 is a double pipeline, one of which is connected to the first oil port 373, and the other is connected to the second oil port 374, thereby realizing the flow of hydraulic oil driving the first oil storage cylinder 371 and the second oil storage cylinder 372 to drive the connecting rod 38 to extend and retract in the connecting rod sleeve 37.

[0070] Exemplary, reference Figure 8 to Figure 10 The first control valve 44 is a three-position four-way reversing valve, that is, the first control valve 44 can be reversed, so that no matter whether the electric pump 42 is rotating forward or reverse, the hydraulic connecting rod mechanism can be controlled to extend or retract through the reversal of the first control valve 44. That is, at this time, the control path for controlling the extension and retraction of the hydraulic connecting rod mechanism no longer depends solely on whether the electric pump 42 is rotating forward or reverse. Instead, as long as the electric pump 42 is rotating, the first control valve 44 can be used to control whether to reversal according to whether the electric pump 42 is rotating forward or reverse, thereby determining whether the hydraulic connecting rod mechanism is extended or shortened.

[0071] Exemplary, reference Figure 8The first control valve 44 may be a steering solenoid valve. The first control valve 44 may be a three-position four-way steering valve with a reversing function to ensure that the steering system function is not affected by the forward and reverse rotation of the electric pump 42.

[0072] Exemplarily, when the valve core of the first control valve 44 is in position 1 or position 3, the pipeline of the first oil circuit 43 is connected in the forward or reverse direction, controlling the movement of the connecting rod 38 in the telescopic connecting rod mechanism 30, and driving the steering knuckle 20 to rotate around the kingpin axis.

[0073] When the valve core of the first control valve 44 is in position 2, the first oil circuit 43 is disconnected, the connecting rod 38 in the telescopic connecting rod mechanism 30 maintains the current state unchanged, and the whole vehicle travels in a straight line or turns at a constant angle.

[0074] Exemplary, reference Figure 2 to Figure 5 ,as well as Figure 9-10 , the steering mechanism may further include: a shock absorber assembly 50, a second oil circuit 51 and a second control valve 52. The second oil circuit 51 is connected between the electric pump 42 and the shock absorber assembly 50; the second control valve 52 is arranged in the second oil circuit 51, and the second control valve 52 is used to control the conduction and disconnection of the second oil circuit 51. In this embodiment, the shock absorber assembly 50 and the hydraulic connecting rod mechanism share the electric pump 42 in the hydraulic oil system, so that the number of electric pumps 42 can be reduced, and the cost and the space occupied by the parts can be reduced. The shock absorber assembly 50 may be the shock absorber assembly 50 in the suspension assembly. In this embodiment, the suspension is integrated into the steering mechanism, so as to improve the integration of the steering mechanism. Exemplarily, one end (upper end) of the shock absorber assembly 50 may be connected to the main frame (body), and the other end (lower end) of the shock absorber assembly 50 may be connected to structures such as but not limited to the subframe, control wall, fork arm, swing arm, etc.

[0075] When setting the second control valve 52, various methods can be used. For example, refer to Figure 8 to Figure 10 The second control valve 52 may be a three-position four-way valve, the valve core of which can be switched between a first position, a second position and a third position. Figure 8 , the first position is Figure 8 The second control valve 52 is in position 1 and the second position is Figure 8 The second control valve 52 is in position 2, and the third position is Figure 8 Position 3 of the second control valve 52 in.

[0076] When the valve core of the three-position four-way valve serving as the second control valve 52 is located at the first position, the electric pump 42 is disconnected from the shock absorber assembly 50 , and the height of the shock absorber assembly 50 remains unchanged.

[0077] When the valve core of the three-position four-way valve serving as the second control valve 52 is located at the second position, the electric pump 42 is communicated with the shock absorber assembly 50 , and the electric pump 42 can adjust the height of the shock absorber assembly 50 .

[0078] When the valve core of the three-position four-way valve as the second control valve 52 is located at the third position, the upper chamber of the shock absorber assembly 50 is connected with the lower chamber, and the throttle valve in the shock absorber assembly 50 can adjust the damping of the shock absorber assembly 50. This can be achieved through the throttle valve 1 and the throttle valve 2 of the shock absorber assembly 50. Specifically, the throttle valve 1 is connected between the upper chamber of the shock absorber assembly 50 and the three-position four-way valve as the second control valve 52, and the throttle valve 2 is connected between the lower chamber of the shock absorber assembly 50 and the three-position four-way valve as the second control valve 52. When the valve core of the three-position four-way valve as the second control valve 52 is located at the third position, the upper chamber of the shock absorber assembly 50 is connected with the lower chamber, and the throttle valve in the shock absorber assembly 50 can adjust the damping of the shock absorber assembly 50.

[0079] Exemplary, reference Figure 8 to Figure 10 The second control valve 52 may be a suspension solenoid valve. When the valve core of the suspension solenoid valve (the second control valve 52) is in position 2, the suspension oil circuit (the second oil circuit 51) is connected to the electric pump 42, and the piston is moved by controlling the forward and reverse rotation of the electric pump 42, thereby driving the shock absorber assembly 50 in the suspension to rise and fall.

[0080] When the valve core of the suspension solenoid valve (second control valve 52) is in position 3, the oil circuits of the upper chamber and the lower chamber of the shock absorber assembly 50 are connected, and the damping of the suspension is adjusted by adjusting the opening of the throttle valve inside the shock absorber assembly 50.

[0081] When the valve core of the suspension solenoid valve (second control valve 52) is in position 1, the suspension oil circuit (second oil circuit 51) is completely disconnected, and the upper chamber and the lower chamber of the shock absorber assembly 50 are not connected. It is suitable for lifting the suspension when checking the vehicle chassis, and then adjusting the suspension solenoid valve (second control valve 52) to position 1 to maintain the suspension height.

[0082] Exemplary, reference Figure 8 A second accumulator 53 may also be provided on the second oil circuit 51. The second accumulator 53 may be of a type such as, but not limited to, a hydraulic accumulator, etc., to perform functions such as, but not limited to, storing energy, absorbing pressure pulsation, reducing pressure, noise and vibration in the second oil circuit 51, absorbing impact pressure, protecting the second oil circuit 51 from damage, etc.

[0083] Exemplary, reference Figure 9-10The steering mechanism may further include: a controller, the controller is in communication with the electric pump 42, the first control valve 44 and the second control valve 52, and the controller is used to control the telescopic movement of the telescopic link mechanism 30, and the height and damping of the shock absorber assembly 50. As for the type of the controller, any processor with data processing function may be used. For example, the controller may be a vehicle controller, a vehicle-mounted terminal controller, etc. on the vehicle.

[0084] Exemplary, reference Figure 1 and Figure 2 , the steering knuckle 20 can be applied to the front axle of the vehicle. In this case, the steering knuckle 20 is used to connect the front wheel of the vehicle. In this case, the telescopic link mechanism 30 can be set in front of the wheel axis of the front wheel. That is, the telescopic link mechanism 30 is located in front of the front axle. Since the telescopic link mechanism 30 is not located between the front axle and the rear axle of the vehicle, it does not occupy the space between the front axle and the rear axle, so that more space can be left in the front axle and the rear axle to set components such as but not limited to batteries and mailboxes. And since the telescopic link mechanism 30 is only connected to the steering knuckle 20, without a steering gear and a steering tie rod, the stabilizer bar assembly 71 can be set adjacent to the subframe, so that the distance between the stabilizer bar assembly 71 and the axle is as small as possible, the force arm and wire diameter of the stabilizer bar are reduced, and the efficiency of the stabilizer bar is improved.

[0085] Exemplary, reference Figure 3 to Figure 5 , the steering knuckle 20 can be applied to the rear axle of the vehicle. In this case, the steering knuckle 20 is used to connect the rear wheel of the vehicle. In this case, the telescopic link mechanism 30 can be set behind the wheel axis of the rear wheel. That is, the telescopic link mechanism 30 is located behind the rear axle. Since the telescopic link mechanism 30 is not located between the front axle and the rear axle of the vehicle, it does not occupy the space between the front axle and the rear axle, so that more space can be left on the front axle and the rear axle to set components such as but not limited to batteries and mailboxes. And because the telescopic link mechanism 30 is only connected to the steering knuckle 20, without a steering gear and a steering tie rod, the stabilizer bar assembly 71 can be set adjacent to the subframe, so that the distance between the stabilizer bar assembly 71 and the axle is as small as possible, the force arm and wire diameter of the stabilizer bar are reduced, and the efficiency of the stabilizer bar is improved.

[0086] Exemplary, reference Figure 3 to Figure 5, the support frame 10 is a subframe, and the subframe and the steering knuckle 20 are connected by at least one support arm. Exemplarily, the support arm can be a control arm that can control the movement of the wheel in a certain direction (for example, the Z direction as the vertical direction). Exemplarily, the subframe and the steering knuckle 20 are connected by the front upper control arm 61, the front lower control arm 62, the rear upper control arm 63, the rear lower control arm 64, and the telescopic link mechanism 30. A shock absorber assembly 50, a lateral stabilizer bar assembly 71, a stabilizer bar tie rod assembly 72, and an air spring assembly 81 are also provided. The inner end of the front lower control arm 62 is connected to the subframe through a first bushing 901, and the outer end of the front lower control arm 62 is connected to the steering knuckle 20 through a second bushing 902. The inner end of the front upper control arm 61 is connected to the subframe through a third bushing 903, and the outer end of the front upper control arm 61 is connected to the steering knuckle 20 through a fourth bushing 904. The inner end of the rear upper control arm 63 is connected to the subframe via a fifth bushing 905, and the outer end of the rear upper control arm 63 is connected to the steering knuckle 20 via a sixth bushing 906. The first end 31 of the telescopic link mechanism 30 is connected to the subframe via a seventh bushing 907, and the second end 32 of the telescopic link mechanism 30 is connected to the steering knuckle 20 via an eighth bushing 908. The inner end of the rear lower control arm 64 is connected to the subframe via a ninth bushing 909, and the outer end of the rear lower control arm 64 is connected to the steering knuckle 20 via a tenth bushing 910. The upper end of the shock absorber assembly 50 is connected to the vehicle body (main frame) via an eleventh bushing 911, and the lower end of the shock absorber assembly 50 is connected to the steering knuckle 20 via a twelfth bushing 912. The stabilizer bar assembly 71 is connected to the subframe via a thirteenth bushing 913. The upper end of the stabilizer bar tie rod assembly 72 is connected to the stabilizer bar assembly 71 via a first ball hinge 73, and the lower end of the stabilizer bar tie rod assembly 72 is connected to the rear upper control arm 63 via a second ball hinge 74. The upper end of the air spring assembly 81 is connected to the vehicle body (main frame), and the lower end of the air spring assembly 81 is connected to the rear lower control arm 64. The entire suspension is fixed to the vehicle body (main frame) via four bushings of the subframe (the four bushings include the fourteenth bushing 914 and the fifteenth bushing 915), the steering knuckle 20 is connected to the wheel, and the wheel is in contact with the road surface.

[0087] The functions of the entire suspension of the integrated steering mechanism in the vehicle are as follows. First, the movement trajectory of the wheel is controlled by four control arms and a telescopic link mechanism 30. The main functions of the front upper controller, the front lower control arm 62, the rear upper control arm 63 and the rear lower control arm 64 are to control the Z-direction (vertical direction) movement of the wheel, and the telescopic link mechanism 30 mainly controls the steering of the wheel. Under the working action of the four control arms and the telescopic link mechanism 30, the vehicle is guaranteed to be able to travel stably. The four control arms and the telescopic link mechanism 30 also play the role of bearing the shock absorber assembly 50 and the air spring assembly 81. It also has the function of buffering the impact and vibration caused by the road surface.

[0088] Exemplary, reference Fig. 9 and Fig.10 The control principle diagram of integrating the suspension and steering is shown. The vehicle controller of the vehicle receives signals sent by the vehicle's level sensor, wheel speed sensor, steering wheel angle sensor, steering travel sensor, and suspension height sensor, and then sends instructions to the control unit of the electric pump 42. The following example takes the left pipeline (the lower half of the figure) as an example. The high and low oil at the output end of the electric pump 42 are output to the suspension solenoid valve (the second control valve 52) and the steering solenoid valve (the first control valve 44) respectively. The electric pump accumulator is set at the output end of the electric pump 42 to balance the oil impact during forward and reverse switching.

[0089] Exemplary, reference Fig. 9 and Fig.10 When the vehicle is turning at low speed, the front and rear wheels of the vehicle turn in opposite directions with large turning angles, which can significantly reduce the turning diameter. For example, when the vehicle is turning at high speed, the rear wheels of the vehicle form a small turning angle in the same direction as the front wheels, which can improve the stability of the vehicle body. For example, the control method can also be optimized to realize the vehicle's four-wheel steering, on-the-spot U-turn, crab walking and other steering control methods.

[0090] In the above-mentioned embodiment, it can be seen that in this embodiment, not only the integration of the shock absorber assembly 50 and the steering is realized in the structure, but also the sharing is realized in the driving mechanism, and the integration of the shock absorber assembly 50 and the steering is also realized in the control. The integration degree is very high, which makes the entire suspension system more compact in the layout of the structural space, lighter in weight, and lower in cost, which has a very obvious effect on the space layout of the whole vehicle, the lightweight of the whole vehicle, and the reduction of the cost of the whole vehicle.

[0091] In the various embodiments shown above, by connecting the telescopic link mechanism 30 between the support frame 10 and the steering knuckle 20, the telescopic link mechanism 30 can drive the steering knuckle 20 to rotate when telescoping. Compared with the steering gear and steering tie rod method in the related art, the present application does not need to set a steering gear and a steering tie rod, thereby reducing the space occupied by the steering mechanism and facilitating the setting of the stabilizer bar. Specifically, it will lead to a more compact arrangement between the stabilizer bar assembly 71 and the subframe, reducing the space occupied by the suspension in the X direction (the front and rear direction of the vehicle).

[0092] It can be seen from the above description that the main innovation of some embodiments of the present application is: the steering gear between the common subframe and the stabilizer bar is removed, and the common rear suspension connecting rod 38 connected to the steering gear is designed as a hydraulic connecting rod mechanism. The steering gears in the related technologies are relatively large in size, and the installation of the steering gear assembly makes the entire suspension occupy a large space, which is not conducive to the layout of the whole vehicle, especially for the layout of the battery pack of pure electric vehicles that pursue endurance. The weight and cost of the steering gear also put pressure on the weight and cost of the whole vehicle. Therefore, the present application removes the steering gear assembly and integrates the steering gear directly on the steering control arm of the rear suspension. There are mainly the following advantages:

[0093] (1) The stabilizer bar assembly 71 and the subframe can be arranged more compactly, reducing the space occupied by the suspension in the X direction (the front and rear direction of the vehicle). Based on the consideration of four-wheel drive, the stabilizer bar assembly 71 can only be arranged behind or in front of the subframe. If arranged in front of the subframe, the stabilizer bar assembly 71 will affect the gap between the subframe and the battery pack or fuel tank.

[0094] (2) The weight of the entire suspension will be greatly reduced, which will play a great role in contributing to the lightweight of the entire vehicle. It not only contributes to the weight, but also can make a significant cost reduction effect (due to the reduction of the steering gear).

[0095] (3) The function of the steering gear is directly integrated into the steering control arm of the suspension. The steering system and the suspension system share a hydraulic system. At the same time, the control modules of the two systems are also integrated together. The mechanical structure and control system of the suspension and steering system are highly integrated.

[0096] (4) One of the links of the suspension can be set as a telescopic link mechanism 30, which can be used as a driving member of the entire steering system to drive the steering knuckle 20 and the wheel steering. There is no need for a separate electric power steering gear and a device connecting the steering gear and the suspension arm. For the entire suspension, the weight is significantly reduced, the space layout is more compact, and the cost is significantly reduced. The steering system in the related art has an independent steering gear, which is connected to one of the links of the rear suspension link, which is not advantageous in terms of weight, space and cost.

[0097] (5) The steering mechanism shown above is a suspension and steering integrated mechanism. This suspension is directly integrated with the steering system. For example, the control system can also be integrated. The integration of the entire system is very high and is more suitable for use in active suspension models. The suspension system and the steering system share a hydraulic system. In the active suspension model in the related art, the suspension system and the steering gear are independent, and the control modules of the suspension and steering are also independent.

[0098] In addition, the embodiment of the present application further provides a steering assembly, which includes: an axle, and any one of the above-mentioned steering mechanisms; wherein the support frame 10 is connected to the axle; there are two steering knuckles 20, and the two steering knuckles 20 are respectively arranged at the two ends of the axle; there are two telescopic link mechanisms 30, and each telescopic link mechanism 30 corresponds to a steering knuckle 20 and is connected to the corresponding steering knuckle 20. Exemplarily, the steering assembly can be a front steering assembly of a vehicle, and specifically, the axle can be the front axle of the vehicle, in which case the vehicle is front-steering, and the steering knuckle 20 is used to assemble the front wheels of the vehicle. Exemplarily, the steering assembly can be a rear steering assembly of a vehicle, and specifically, the axle can also be the rear axle of the vehicle, in which case the vehicle is rear-steering, and the steering knuckle 20 is used to assemble the rear wheels of the vehicle.

[0099] Exemplary, reference Figure 3 to Figure 5 The support frame 10 may be a sub-frame, and the steering assembly may further include: a stabilizer bar assembly 71 connected to the sub-frame; wherein the stabilizer bar assembly 71 is arranged behind, above or below the telescopic link mechanism 30. It should be explained that the rear of the telescopic link mechanism 30 refers to the rear with the front direction of the vehicle as the front and the rear direction of the vehicle as the rear as the rear as the reference; correspondingly, the top and bottom of the telescopic link mechanism 30 refer to the top and bottom with the ground where the vehicle is located as the bottom and the direction of the roof as the top as the reference.

[0100] Whether the stabilizer bar assembly 71 is specifically arranged behind, above, or below the telescopic link mechanism 30 is related to the spatial layout of the stabilizer bar assembly 71 and other structures. For example, when the stabilizer bar assembly 71 is arranged behind the telescopic link mechanism 30, the telescopic link mechanism 30 can be arranged below the sub-frame, thereby reducing the distance between the stabilizer bar assembly 71 and the sub-frame and improving the stabilizing effect of the stabilizer bar assembly 71. For example, when the stabilizer bar assembly 71 is arranged above or below the telescopic link mechanism 30, the telescopic link mechanism 30 and the stabilizer bar assembly 71 are stacked up and down, which can also reduce the distance between the stabilizer bar assembly 71 and the sub-frame and improve the stabilizing effect of the stabilizer bar assembly 71.

[0101] Exemplary, reference Figure 3 to Figure 5 The support frame 10 may be a subframe, and the steering knuckle 20 is connected to the subframe via at least one support arm. The steering assembly may further include: a stabilizer bar assembly 71 connected to the subframe, wherein the stabilizer bar assembly 71 has a third end and a fourth end opposite to each other. The third end of the stabilizer bar assembly 71 and the fourth end of the stabilizer bar assembly 71 are connected to the support arm via a stabilizer bar tie rod assembly 72, respectively.

[0102] Exemplary, reference Figure 3 to Figure 5, the support arm can be a control arm that can control the movement of the wheel in a certain direction (for example, the Z direction as the vertical direction). Exemplarily, the subframe and the steering knuckle 20 are connected through the front upper control arm 61, the front lower control arm 62, the rear upper control arm 63, and the rear lower control arm 64. Exemplarily, the stabilizer bar assembly 71 and the subframe are connected through the thirteenth bushing 913. The third end of the stabilizer bar assembly 71 and the fourth end of the stabilizer bar assembly 71 are connected to the support arm through the stabilizer bar tie rod assembly 72 respectively. Specifically, the upper end of the stabilizer bar tie rod assembly 72 and the third end or the fourth end of the stabilizer bar assembly 71 are connected through the first ball hinge 73, and the lower end of the stabilizer bar tie rod assembly 72 and the rear upper control arm 63 are connected through the second ball hinge 74.

[0103] In addition, the present application embodiment also provides a steering system, referring to Figures 1 to 10 , the steering system comprises: a steering wheel angle sensor, a controller and any one of the above steering assemblies; wherein the steering wheel angle sensor is used to detect the steering wheel angle; and the controller is used to control the telescopic link mechanism 30 to be telescopic according to the steering wheel angle. The steering wheel can be a steering wheel of a vehicle, and the steering wheel angle sensor can be any angle sensor that can detect the steering wheel angle. The controller is connected in communication with the steering wheel angle sensor to receive the steering wheel angle detected by the steering wheel angle sensor in real time. The controller is also connected in communication with the telescopic link mechanism 30 to control the telescopic link mechanism 30 to be telescopic according to the detected angle. Exemplarily, the controller can control the telescopic process of the two telescopic link mechanisms 30 to be the same or substantially the same, so as to realize the steering control method of the steering rod and the steering gear in the related art. Exemplarily, the controller can also control the telescopic process of the two telescopic link mechanisms 30 to be different according to the vehicle speed, stability and other indicators, so as to provide the vehicle with an appropriate steering control method.

[0104] Exemplary, reference Fig. 9 and Fig.10 The control principle diagram of integrating suspension and steering. The vehicle controller receives signals from the vehicle's level sensor, wheel speed sensor, steering wheel angle sensor, steering travel sensor, and suspension height sensor, and then sends instructions to the control unit of the electric pump 42. The following example takes the left pipeline (the lower half of the figure) as an example. The high and low oil at the output end of the electric pump 42 are output to the suspension solenoid valve (the second control valve 52) and the steering solenoid valve (the first control valve 44) respectively. The electric pump accumulator is set at the output end of the electric pump 42 to balance the oil impact during forward and reverse switching.

[0105] For example, when the valve core of the suspension solenoid valve (second control valve 52) is in position 2, the suspension oil circuit (second oil circuit 51) is connected to the electric pump 42, and the movement of the piston is achieved by controlling the forward and reverse rotation of the electric pump 42, thereby driving the shock absorber assembly 50 in the suspension to rise and fall.

[0106] When the valve core of the suspension solenoid valve (second control valve 52 ) is in position 3, the upper and lower chamber oil circuits of the shock absorber assembly 50 are connected, and the damping of the suspension is adjusted by adjusting the opening of the throttle valve inside the shock absorber assembly 50 .

[0107] When the valve core of the suspension solenoid valve (second control valve 52) is in position 1, the suspension oil circuit (second oil circuit 51) is completely disconnected, and the upper and lower chambers of the shock absorber assembly 50 are not connected. It is suitable for lifting the suspension when checking the vehicle chassis, and then adjusting the suspension solenoid valve (second control valve 52) to position 1 to maintain the suspension height.

[0108] For example, the first control valve 44 may be a steering solenoid valve. The first control valve 44 may be a three-position four-way steering valve with a reversing function, so that the steering system function is not affected by the forward and reverse rotation of the electric pump 42.

[0109] Exemplarily, when the valve core of the first control valve 44 is in position 1 or position 3, the pipeline of the first oil circuit 43 is connected in the forward or reverse direction, controlling the movement of the connecting rod 38 in the telescopic connecting rod mechanism 30 to drive the steering knuckle 20 to rotate around the kingpin axis.

[0110] When the valve core of the first control valve 44 is in position 2, the first oil circuit 43 is disconnected, the connecting rod 38 in the telescopic connecting rod mechanism 30 maintains the current state unchanged, and the whole vehicle travels in a straight line or turns at a constant angle.

[0111] Exemplary, reference Fig. 9 and Fig.10 When the vehicle is turning at low speed, the front and rear wheels of the vehicle turn in opposite directions with large turning angles, which can significantly reduce the turning diameter. For example, when the vehicle is turning at high speed, the rear wheels of the vehicle form a small turning angle in the same direction as the front wheels, which can improve the stability of the vehicle body. For example, the control method can also be optimized to realize the vehicle's four-wheel steering, on-the-spot U-turn, crab walking and other steering control methods.

[0112] In the above-mentioned embodiment, it can be seen that in this embodiment, not only the integration of the shock absorber assembly 50 and the steering is realized in the structure, but also the sharing is realized in the driving mechanism, and the integration of the shock absorber assembly 50 and the steering is also realized in the control. The integration degree is very high, which makes the entire suspension system more compact in the layout of the structural space, lighter in weight, and lower in cost, which has a very obvious effect on the space layout of the whole vehicle, the lightweight of the whole vehicle, and the reduction of the cost of the whole vehicle.

[0113] Furthermore, the present application embodiment also provides a vehicle, referring to Figures 1 to 10 The vehicle includes: any one of the above-mentioned steering mechanisms, or any one of the above-mentioned steering assemblies, or any one of the above-mentioned steering systems. The vehicle may be, for example, but not limited to, a fuel vehicle, a hybrid vehicle, an electric vehicle, etc. The vehicle may specifically be, for example, but not limited to, a front-steering vehicle, a rear-steering vehicle, or a front-steering + rear-steering vehicle. The controller in the steering system may be a vehicle controller. The steering assembly may be a front axle, a rear axle, etc. of the vehicle.

[0114] The utility model has been described through the above embodiments, but it should be understood that the above embodiments are only for the purpose of example and description, and are not intended to limit the utility model to the scope of the described embodiments. In addition, it can be understood by those skilled in the art that the utility model is not limited to the above embodiments, and more variations and modifications can be made according to the teachings of the utility model, and these variations and modifications all fall within the scope of protection claimed by the utility model. The protection scope of the utility model is defined by the attached claims and their equivalents.

Claims

1. A steering mechanism, characterized in that: include: Support frame; Steering knuckle; The telescopic link mechanism is connected between the support frame and the steering knuckle and can drive the steering knuckle to rotate when telescoping.

2. The steering mechanism according to claim 1, characterized in that: The telescopic link mechanism has a first end and a second end, wherein the first end is movably connected to the support frame, and the second end is movably connected to the steering knuckle; The telescopic link mechanism changes the distance between the first end and the second end by telescoping to drive the steering knuckle to rotate.

3. The steering mechanism according to claim 2, characterized in that: The first end is hinged to the support frame via a first hinge shaft, and the second end is hinged to the steering knuckle via a second hinge shaft.

4. The steering mechanism according to claim 3, characterized in that: The first hinge axis and the second hinge axis are arranged in parallel or vertically.

5. The steering mechanism according to claim 2, characterized in that: The first end is hinged to the support frame via a first hinge shaft, and the second end is hinged to the steering knuckle via a ball hinge.

6. The steering mechanism according to claim 5, characterized in that: The ball hinge comprises: a ball seat and a ball head; Wherein, the ball seat is connected to the second end, and the ball head is connected to the steering knuckle.

7. The steering mechanism according to claim 2, characterized in that: The telescopic connecting rod mechanism comprises: a connecting rod sleeve and a connecting rod, wherein the connecting rod is slidably assembled in the connecting rod sleeve; The first end and the second end are respectively located on the connecting rod sleeve and the connecting rod.

8. The steering mechanism according to claim 1, characterized in that: The telescopic connecting rod mechanism is a hydraulic connecting rod mechanism.

9. The steering mechanism according to claim 8, characterized in that: Also includes: Electric pump; A first oil circuit connected between the electric pump and the hydraulic connecting rod mechanism; A first control valve is provided in the first oil circuit, and is used for controlling the conduction and disconnection of the first oil circuit.

10. The steering mechanism according to claim 9, characterized in that: The first oil circuit is provided with a first accumulator.

11. The steering mechanism according to claim 9, characterized in that: The first control valve is a three-position four-way reversing valve.

12. The steering mechanism according to claim 9, characterized in that: Also includes: Shock absorber assembly; a second oil circuit connected between the electric pump and the shock absorber assembly; A second control valve is provided in the second oil circuit, and is used for controlling the conduction and disconnection of the second oil circuit.

13. The steering mechanism according to claim 12, characterized in that: The second control valve is a three-position four-way valve, and the valve core of the three-position four-way valve can be switched between a first position, a second position and a third position; Wherein, when the valve core of the three-position four-way valve is located at the first position, the electric pump is disconnected from the shock absorber assembly, and the height of the shock absorber assembly remains unchanged; When the valve core of the three-position four-way valve is located at the second position, the electric pump is connected to the shock absorber assembly, and the electric pump can adjust the height of the shock absorber assembly; When the valve core of the three-position four-way valve is located at the third position, the upper chamber and the lower chamber of the shock absorber assembly are connected, and the throttle valve in the shock absorber assembly can adjust the damping of the shock absorber assembly.

14. The steering mechanism according to claim 13, characterized in that: The second oil circuit is provided with a second accumulator.

15. The steering mechanism according to claim 12, characterized in that: Also includes: A controller is communicatively connected with the electric pump, the first control valve, and the second control valve.

16. The steering mechanism according to claim 1, characterized in that: The steering knuckle is connected to the support frame via a plurality of connecting rods; And one of the connecting rods among the multiple connecting rods is the telescopic connecting rod mechanism.

17. The steering mechanism according to any one of claims 1 to 16, characterized in that: The support frame is a subframe, a control arm, a swing arm or a wishbone of the vehicle.

18. A steering assembly, characterized in that: include: Axles; The steering mechanism according to any one of claims 1 to 17; Among them, the support frame is connected to the axle; there are two steering knuckles, which are respectively arranged at both ends of the axle; there are two telescopic link mechanisms, each of which corresponds to one steering knuckle and is connected to the corresponding steering knuckle.

19. The steering assembly according to claim 18, characterized in that: The support frame is a subframe; The steering assembly further includes: a stabilizer bar assembly connected to the sub-frame; wherein the stabilizer bar assembly is arranged behind, above or below the telescopic link mechanism.

20. The steering assembly according to claim 19, characterized in that: The steering assembly is a rear steering assembly of the vehicle.

21. A steering system, characterized in that: include: A steering wheel angle sensor, used to detect the steering wheel angle; The steering assembly according to any one of claims 18 to 20; The controller is used to control the extension and retraction of the telescopic link mechanism according to the rotation angle of the steering wheel.

22. A vehicle, characterized in that: include: A steering mechanism as claimed in any one of claims 1 to 17, or a steering assembly as claimed in any one of claims 18 to 20, or a steering system as claimed in claim 21.

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