Steering assembly and commercial vehicle

Abstract

The utility model discloses a steering assembly and a commercial vehicle, and relates to the technical field of commercial vehicle steering systems, the steering assembly comprises a steering wheel, a steering column, a transmission piece and a limiting assembly, the steering column comprises a first end penetrating through the steering wheel and a second end used for being connected with a recirculating ball power-assisted steering gear; the steering wheel sleeves the first end and rotates circumferentially in the circumferential direction by taking the axial direction of the first end as a rotating center line; the transmission part sleeves the first end and is in transmission connection with the first end; the limiting assembly is arranged between the transmission part and the steering wheel, so that the steering wheel and the transmission part have a coupling state and a decoupling state; in the coupling state, the steering wheel is in transmission connection with the transmission part. In the decoupling state, the steering wheel can rotate relative to the steering column. According to the technical scheme provided by the utility model, the steering wheel can rotate relative to the steering column, so that the problem that the steering wheel inclines relative to the X direction of the vehicle after the chassis state of the commercial vehicle applying the recirculating ball-straight pull rod type steering system is adjusted is solved.

Description

Technical Field

[0001] This utility model relates to the field of commercial vehicle steering technology, and in particular to a steering component and a commercial vehicle. Background Technology

[0002] Many commercial vehicles, such as buses, tractor units, and trucks, use a recirculating ball-and-pull-rod steering system. This system is simple to assemble and highly reliable. However, this system has a drawback: after the chassis is adjusted on some production lines (adjusting the vehicle's toe-in determines the spline angle between the steering column and the steering wheel, which varies between vehicles), the steering wheel may not be perfectly aligned forward, resulting in a misalignment. For example, with a 33-tooth steering wheel, each tooth adjustment results in a 10.9° steering wheel rotation, with a maximum deflection of 5.45°. This issue affects the vehicle's zero-kilometer performance and user experience. Utility Model Content

[0003] The main purpose of this invention is to provide a steering component and vehicle that aims to solve the problem of misalignment between the steering wheel and steering column in vehicles using a recirculating ball steering system after chassis adjustment.

[0004] To achieve the above objectives, this utility model proposes a steering assembly, comprising:

[0005] steering wheel;

[0006] The steering column includes a first end and a second end for connection to a recirculating ball power steering unit; the steering wheel is fitted over the first end and can rotate circumferentially with the axis of the first end as the rotation center line;

[0007] A transmission component, fitted onto the first end and connected to the first end in a transmission manner;

[0008] A limiting component is disposed between the transmission member and the steering wheel, thereby enabling the steering wheel and the transmission member to have a coupled state and a decoupled state; in the coupled state, the steering wheel is drive-connected to the transmission member; in the decoupled state, the steering wheel can rotate relative to the steering column.

[0009] In one embodiment, the transmission member is engaged with the first end.

[0010] In one embodiment, the transmission member has an internal spline, and the first end has a corresponding external spline; or, the transmission member has internal teeth, and the first end has a corresponding external tooth.

[0011] In one embodiment, the steering wheel has a top side facing the first end, and the transmission member is located on the top side.

[0012] In one embodiment, the limiting component is disposed on the steering wheel.

[0013] In one embodiment, the limiting component includes a limiting member that abuts against the transmission member to drive the steering wheel to the transmission member.

[0014] In one embodiment, the limiting component includes a first bracket and a second bracket spaced apart on the top side of the disc, and a first movable member and a second movable member respectively disposed on the first bracket and the second bracket;

[0015] The transmission component includes a sleeve ring portion and an abutment portion protruding from the sleeve ring portion, the abutment portion being disposed between the first bracket and the second bracket; wherein, the first movable component is movable relative to the first bracket, the second movable component is movable relative to the second bracket, the first movable component and the abutment portion are in clearance fit, and the second movable component and the abutment portion are in clearance fit.

[0016] In one embodiment, the first bracket includes a first mounting section connected to the steering wheel and a first connecting section intersecting the first mounting section and cooperating with the first movable member, wherein the first movable member is threadedly connected to the first connecting section.

[0017] In one embodiment, the second bracket includes a second mounting section connected to the steering wheel and a second connecting section intersecting the second mounting section and cooperating with the second movable member, the second movable member being threadedly connected to the second connecting section.

[0018] In one embodiment, a mounting nut is pre-installed on the connecting segment.

[0019] In one embodiment, the steering assembly further includes a locking member, the steering wheel is sleeved on the first end, a portion of the first end is exposed on the steering wheel, and the locking member is connected to the first end to restrict the steering wheel from axially disengaging from the first end.

[0020] This utility model also proposes a commercial vehicle, comprising:

[0021] Recirculating ball power steering;

[0022] As described above, in the steering assembly, the recirculating ball power steering unit is connected to the second end.

[0023] This invention eliminates the meshing connection between the steering wheel and the steering column. The steering wheel is fitted onto the first end of the steering column, rotating circumferentially relative to the steering column with the axial direction of the steering column as the rotation centerline. Thus, when commercial vehicles using a recirculating ball-and-pull-rod steering system have their chassis adjusted before leaving the factory, there is no issue of the steering wheel being misaligned relative to the vehicle's X-direction due to the spline meshing angle. To ensure the steering wheel's transmission function, a transmission component connects it to the steering column. After the steering wheel is installed in the first direction, i.e., aligned with the vehicle's X-direction, a limiting component connects it to the transmission component. In this way, the steering wheel can drive the transmission component, thereby driving the steering column to rotate and complete the steering transmission. This solution simplifies the steering wheel alignment adjustment process, reduces assembly time and labor costs, and improves assembly accuracy, ensuring that the steering wheel of every vehicle points accurately forward. By optimizing the design of the steering components, this solution reduces driving discomfort and potential safety risks caused by misalignment of the steering wheel, improving overall vehicle quality and user satisfaction. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0025] Figure 1 A schematic diagram of the structure of an embodiment of the steering system provided by this utility model;

[0026] Figure 2 for Figure 1 A close-up view of the center steering wheel area;

[0027] Figure 3 for Figure 2 A magnified view of a section at point A in the middle;

[0028] Figure 4 for Figure 2 A cross-sectional structural diagram.

[0029] Explanation of icon numbers:

[0030] 100. Steering wheel; 110. Top side of the wheel; 120. Mounting hole;

[0031] 200, Steering column; 210, First end; 220, Second end;

[0032] 300. Transmission component; 310. Sleeve ring portion; 320. Abutment portion;

[0033] 400, Limiting component; 410, First bracket; 411, First mounting section; 412, First connecting section; 420, First movable component; 430, Second bracket; 431, Second mounting section; 432, Second connecting section; 440, Second movable component;

[0034] 500. Locking components;

[0035] 600. Recirculating ball power steering system.

[0036] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0037] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0038] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0039] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0040] The recirculating ball-pull-rod steering system works as follows: When the driver turns the steering wheel, the steering wheel transmits the power steering to the electric power steering system with a rocker arm via the steering column. The electric power steering system with the rocker arm reduces the rotation, increases torque, and provides assistance. The rocker arm then transmits the motion to the steering pull rod, which in turn transmits the motion to the steering knuckle arm, causing it to swing. The steering knuckle arm is fixed to the left trapezoidal arm, and both rotate around the left wheel kingpin simultaneously. The left trapezoidal arm transmits the motion to the right trapezoidal arm via a tie rod, causing the right trapezoidal arm and the right wheel to rotate around the right wheel kingpin, thus rotating the right wheel.

[0041] This structure causes the steering wheel to be misaligned after the chassis of the vehicle is properly adjusted on the production line, resulting in a misalignment. Proper chassis adjustment means that after the toe-in is adjusted, the position of the steering knuckle arm in the straight-line position is determined, the corresponding position of the electric power steering system with rocker arm input shaft is determined, and the spline angle connecting the steering column and steering wheel is determined after the electric power steering system with rocker arm is assembled with the steering column. However, this spline angle varies between different vehicles, causing some vehicles to have a misalignment issue where the steering wheel is not directly aligned with the vehicle's direction of travel (X-direction).

[0042] Taking a 33-tooth steering wheel as an example, each tooth adjustment results in a 10.9° steering wheel rotation, with a maximum steering wheel deflection of 5.45°. This issue affects the vehicle's zero-kilometer quality and user experience (zero-kilometer defects refer to quality problems or flaws discovered during the automobile manufacturing process, where a newly manufactured vehicle is found to have defects after inspection). This solution is a structural improvement addressing this type of problem.

[0043] The present solution will be described below with reference to specific embodiments.

[0044] Please see Figures 1 to 4 In one embodiment of this utility model, the commercial vehicle is a passenger vehicle, including those that require modification or addition of body parts to become a complete passenger vehicle; or a semi-trailer tractor; or a freight vehicle, including those that require modification or addition of cargo box parts to become a complete freight vehicle; or a light truck, mini-truck, pickup truck, etc.

[0045] This commercial vehicle uses a recirculating ball-pull-rod steering system, which has been described above and will not be repeated here.

[0046] The commercial vehicle includes a steering assembly comprising a steering wheel 100, a steering column 200, a transmission component 300, and a limiting component 400. The steering column 200 includes a first end 210 passing through the steering wheel 100 and a second end 220 for connection to a recirculating ball power steering system 600. The steering wheel 100 is fitted with the first end 210 and can rotate circumferentially with the axis of the first end 210 as the rotation center line. The transmission component 300 is fitted with the first end 210 and is drive-connected to the first end 210. The limiting component 400 is disposed between the transmission component 300 and the steering wheel 100, thereby enabling the steering wheel 100 and the transmission component 300 to have a coupled state and a decoupled state. In the coupled state, the steering wheel 100 is drive-connected to the transmission component 300. In the decoupled state, the steering wheel 100 can rotate relative to the steering column 200.

[0047] In one application scenario, the steering wheel 100 can be rotated relative to the steering column 200 to solve the problem of the steering wheel 100 being misaligned relative to the vehicle's X direction after installation in commercial vehicles using a recirculating ball-pull rod steering system, due to the limited number of splines on the steering wheel 100 and steering column 200 after the chassis is adjusted.

[0048] In one embodiment, the steering wheel 100 has an indicator (not shown in the figure) indicating that the X direction of the corresponding vehicle is the first direction; the steering column 200 includes a first end 210 passing through the steering wheel 100 and a second end 220 for connecting to the recirculating ball power steering system 600; the steering wheel 100 can rotate circumferentially with the axis of the first end 210 as the rotation center line; the transmission member 300 is sleeved on the first end 210 and is drively connected to the first end 210; wherein, when the steering wheel 100 is in the first direction, the transmission member 300 is coupled to the steering wheel 100 through the limiting component 400.

[0049] It should be noted that the X-direction of the vehicle refers to the direction of the front / rear of the vehicle in the vehicle coordinate system; the first direction is the direction parallel to the X-direction. When the first direction is parallel to the X-direction, at least visually, the steering wheel 100 is in the direction of conventional understanding (controlling the vehicle to travel in a straight line without the misunderstanding that it will deviate to one side). The first end 210 and the second end 220 of the axial column are the two ends of the steering column 200 in the axial direction, including the axial length of the axial column, and not limited to the end face.

[0050] The technical solution of this utility model eliminates the meshing connection between the steering wheel 100 and the steering column assembly. The steering wheel 100 is sleeved on the first end 210 of the steering column 200, and the steering column 200 can rotate freely in the circumferential direction relative to the steering column 200 with the axial direction as the rotation center line. Thus, when commercial vehicles using a recirculating ball-pull-rod steering system have their chassis adjusted before leaving the factory, there is no problem of the steering wheel 100 being misaligned relative to the vehicle's X-direction due to the spline meshing angle. To ensure the transmission function of the steering wheel 100, it is connected to the steering column 200 via a transmission component 300. After the steering wheel 100 is installed in the first direction, i.e., aligned with the vehicle's X-direction, it is connected to the transmission component 300 via a limiting component 400. In this way, the steering wheel 100 can drive the transmission component 300, thereby driving the steering column 200 to rotate, completing the steering transmission. This solution simplifies the alignment adjustment process of the steering wheel 100, reduces assembly time and labor costs, and improves assembly accuracy, ensuring that the steering wheel 100 of each vehicle accurately points straight ahead. This solution optimizes the design of the steering components, reducing driving discomfort and potential safety risks caused by 100° steering wheel misalignment, thereby improving the overall quality of the vehicle and user satisfaction.

[0051] Reference Figure 3 In one embodiment, the transmission member 300 and the first end 210 are meshed together, such as the transmission member 300 having an internal spline and the first end 210 having a corresponding external spline; or the transmission member 300 having internal teeth and the first end 210 having a corresponding external teeth.

[0052] In other embodiments, the transmission component 300 is connected to the first end 210 by a pin or an interference fit, etc.

[0053] Regarding the installation location of transmission component 300.

[0054] In one embodiment, the steering wheel 100 is sleeved on the first end 210 of the steering column 200. After the position of the steering wheel 100 is adjusted, the transmission component 300 is then connected to the first end 210 and to the steering wheel 100; that is, the transmission component 300 and the steering wheel 100 are sequentially sleeved on the first end 210 along the axial direction.

[0055] In one embodiment, after the transmission component 300 is sleeved on the first end 210, the steering wheel 100 is sleeved on the first end 210. After the position of the steering wheel 100 is adjusted, the transmission component 300 is then connected to the steering wheel 100.

[0056] Specifically, in one embodiment, the steering wheel 100 has a top side 110 facing the first end 210, and the transmission member 300 is located on the top side 110. Placing the transmission member 300 on the top side 110 of the steering wheel 100 can make more efficient use of the space inside the vehicle, avoid interference between the transmission member 300 and the steering wheel 100 or other in-vehicle components, and ensure smooth operation of the steering system; it also facilitates the connection between the steering wheel 100 and the steering column 200.

[0057] Reference Figure 3 and Figure 4 Specifically, the steering assembly also includes a locking element 500, with the steering wheel 100 sleeved on the first end 210, a portion of the first end 210 exposed outside the steering wheel 100, and the locking element 500 connected to the first end 210, thereby restricting the steering wheel 100 from axially disengaging from the first end 210.

[0058] In one embodiment, the locking element 500 is a locking nut. After the steering wheel 100 is installed and aligned, it can be pre-fixed to the steering wheel 100 through the locking nut, so as to facilitate the subsequent connection between the steering wheel 100 and the transmission element 300. Due to the flexible connection design between the transmission element 300 and the steering wheel 100, the assembly personnel can easily adjust the position of the steering wheel 100 during the vehicle production process until the optimal alignment is achieved, without the need for complex modifications or redesigns to the steering system.

[0059] Reference Figure 2 and Figure 3 Regarding the connection between the steering wheel 100 and the transmission component 300.

[0060] The steering assembly also includes a limiting component 400. In one embodiment, the limiting component 400 is disposed on the steering wheel 100; in another embodiment, the limiting component 400 is disposed on the transmission member 300; in other embodiments, the limiting component 400 is disposed on both the steering wheel 100 and the transmission member 300, and the limiting component 400 is used to drive the steering wheel 100 and the transmission member 300.

[0061] The limiting component 400 can be located on the steering wheel 100 or the transmission component 300, or it can be partially located on the steering wheel 100 and partially located on the transmission component 300. The main function of the limiting component 400 is to ensure a stable and reliable connection between the steering wheel 100 and the transmission component 300, which helps to quickly position the steering wheel 100 and the transmission component 300 during assembly, ensuring accurate connection between the two and improving assembly efficiency and precision.

[0062] In one embodiment, the limiting component 400 includes a limiting member that abuts against the transmission member 300 and / or the steering wheel 100 to enable a transmission connection between the steering wheel 100 and the transmission member 300. If the limiting member is movable in the direction perpendicular to the steering wheel 100, after the steering wheel 100 is installed, moving the limiting member causes its end face to abut against the end face of the transmission member 300 (patterns can be provided on both end faces to increase friction), achieving this through friction. If the limiting member is a U-shaped rod, coupled with a latch, the latch and the transmission member 300 are fixed together by the latch and the U-shaped rod.

[0063] In one embodiment, the limiting component 400 includes a first bracket 410 and a second bracket 430 spaced apart on the top side 110 of the disk, and a first movable member 420 and a second movable member 440 respectively disposed on the first bracket 410 and the second bracket 430; the transmission member 300 includes a sleeve ring portion 310 and an abutting portion 320 of the outwardly protruding sleeve ring portion 310, the abutting portion 320 being disposed between the first bracket 410 and the second bracket 430; wherein, the first movable member 420 is movable relative to the first bracket 410, the second movable member 440 is movable relative to the second bracket 430, the first movable member 420 and the abutting portion 320 are in clearance fit, and the second movable member 440 and the abutting portion 320 are in clearance fit.

[0064] It should be noted that clearance fit refers to a fit that has a clearance (including a minimum clearance of zero).

[0065] The connection between the first movable part 420 and the first bracket 410 can be a snap-fit ​​limit, such as a pin or a spring clip.

[0066] For ease of installation and to avoid complex modifications or redesigns to the steering system, the first bracket 410 includes a first mounting section 411 connected to the steering wheel 100 and a first connecting section 412 intersecting the mounting section and engaging with the first movable member 420. The first movable member 420 is threadedly connected to the first connecting section 412. Specifically, a mounting nut is pre-installed on the first connecting section 412, and the first mounting section 411 is fixed to the mounting hole 120 of the steering wheel 100 by bolts.

[0067] In one embodiment, the second bracket 430 includes a second mounting section 431 connected to the steering wheel 100 and a second connecting section 432 intersecting the second mounting section 431 and engaging with the second movable member 440. The second movable member 440 is threadedly connected to the second connecting section 432. However, in other embodiments, the structure of the second bracket 430 may differ from that of the first bracket 410. For example, the first bracket 410 may be threadedly connected to the first movable member 420; the second bracket 430 may be fixedly engaged with the second movable member 440; or the bracket may be engaged by a snap-fit ​​or a pin.

[0068] The offset of the transmission component 300 within a certain range can be precisely controlled by the arrangement of the first bracket 410 and the second bracket 430, and the clearance fit between the first movable component 420 and the second movable component 440 and the abutment portion 320 of the transmission component 300. During installation, the abutment portion 320 is installed between the first bracket 410 and the second bracket 430. After the steering wheel 100 is aligned, the first movable component 420 and the second movable component 440 are moved to contact the abutment portion 320. When the steering wheel 100 is turned clockwise or counterclockwise, the first movable component 420 and the second movable component 440 drive the abutment portion 320, thereby driving the steering column 200 to rotate, achieving steering.

[0069] Furthermore, the modular design of the limiting component 400, and the relative independence between the first bracket 410 and the second bracket 430, and between the first movable part 420 and the second movable part 440, make the assembly and maintenance process simpler and faster. The clearance fit design enables precise steering control and flexible steering adjustment, significantly improving handling and comfort during driving and enhancing the driving experience.

[0070] The pre-installed mounting nut on the first connecting section 412 allows the first movable part 420 to be easily installed and adjusted by rotation without the need for additional installation tools or steps, thus improving assembly and adjustment efficiency. This design also facilitates subsequent maintenance and replacement. Furthermore, the threaded connection design ensures the precision of the fit between the first movable part 420 and the connecting section.

[0071] Specifically, to facilitate the installation of the transmission component 300, multiple spaced mounting holes 120 are provided around the steering wheel 100. The first bracket 410 and the second bracket 430 can be selectively installed on different mounting holes 120, so as to determine the appropriate distance between the first bracket 410 and the second bracket 430 based on the connection position between the transmission component 300 and the steering column 200, so as to better adjust the distance between the first movable component 420 and the second movable component 440 and the transmission component 300.

[0072] Of course, in other embodiments, the first bracket 410 and the second bracket 430 may be pre-welded to the steering wheel 100.

[0073] This utility model also proposes a commercial vehicle, which includes a recirculating ball power steering system 600 and a steering assembly. The specific structure of the steering assembly is as described in the above embodiments. Since this commercial vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be described in detail here. The commercial vehicle can be a passenger vehicle, including those that require modification or addition of body components to become a complete passenger vehicle; or a semi-trailer tractor; or a freight vehicle, including those that require modification or addition of cargo boxes components to become a complete freight vehicle; or a light truck, mini-truck, pickup truck, etc.

[0074] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A steering assembly, characterized in that, include: steering wheel; The steering column includes a first end and a second end for connection to a recirculating ball power steering unit; the steering wheel is fitted over the first end and can rotate circumferentially with the axis of the first end as the rotation center line; A transmission component, fitted onto the first end and connected to the first end in a transmission manner; A limiting component is disposed between the transmission member and the steering wheel, thereby enabling the steering wheel and the transmission member to have a coupled state and a decoupled state. In the coupled state, the steering wheel is connected to the transmission component in a driving connection; In the decoupled state, the steering wheel can rotate relative to the steering column.

2. The steering assembly as claimed in claim 1, characterized in that, The transmission component is engaged with the first end.

3. The steering assembly as claimed in claim 2, characterized in that, The transmission component has an internal spline, and the first end has a corresponding external spline; or, the transmission component has internal teeth, and the first end has a corresponding external tooth.

4. The steering assembly as claimed in claim 1, characterized in that, The steering wheel has a top side facing the first end, and the transmission element is located on the top side.

5. The steering assembly as claimed in claim 4, characterized in that, The limiting component is located on the steering wheel.

6. The steering assembly as claimed in claim 1, characterized in that, The limiting component includes a limiting member that abuts against the transmission member to drive the steering wheel to the transmission member.

7. The steering assembly as claimed in claim 4, characterized in that, The limiting component includes a first bracket and a second bracket spaced apart on the top side of the disc, and a first movable component and a second movable component respectively disposed on the first bracket and the second bracket; The transmission component includes a sleeve ring portion and an abutment portion protruding from the sleeve ring portion, the abutment portion being disposed between the first bracket and the second bracket; wherein, the first movable component is movable relative to the first bracket, the second movable component is movable relative to the second bracket, the first movable component and the abutment portion are in clearance fit, and the second movable component and the abutment portion are in clearance fit.

8. The steering assembly as claimed in claim 7, characterized in that, The first bracket includes a first mounting section connected to the steering wheel and a first connecting section intersecting the first mounting section and cooperating with the first movable member, wherein the first movable member is threadedly connected to the first connecting section; And / or, the second bracket includes a second mounting section connected to the steering wheel and a second connecting section intersecting the second mounting section and engaging with the second movable member, the second movable member being threadedly connected to the second connecting section; And / or, the connecting segment is pre-installed with a mounting nut.

9. The steering assembly as claimed in claim 7, characterized in that, The steering assembly further includes a locking element, the steering wheel is sleeved on the first end, a portion of the first end is exposed on the steering wheel, and the locking element is connected to the first end to restrict the steering wheel from axially disengaging from the first end.

10. A commercial vehicle, characterized in that, include: Recirculating ball power steering; The steering assembly as described in any one of claims 1 to 9, wherein the recirculating ball power steering is connected to the second end.

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