Steering assembly and vehicle

Abstract

This utility model relates to a steering assembly and a vehicle. The steering assembly includes a motor, a self-locking mechanism, a reduction mechanism, and a detection mechanism. The self-locking mechanism includes a first input component and a first output component. The first input component is connected to the motor, and the first output component can rotate in the same direction under the drive of the first input component. When the first output component is subjected to a reverse torque relative to the first input component, the self-locking mechanism can lock the reverse rotation of the first output component relative to the first input component. The reduction mechanism includes a second input component, a second output component, and a reduction transmission mechanism. The second input component is connected to the first output component. The detection mechanism includes a controller, a first detection component, and a second detection component. The first detection component is used to detect the rotation angle and / or speed of the motor, and the second detection component is used to detect the rotation angle and / or speed of the second output component. This steering assembly can improve the flexibility and freedom of vehicle movement.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a steering assembly and a vehicle. Background Technology

[0002] When a vehicle's wheels are steered, the steering knuckle is typically swayed by the reciprocating linear motion of the steering linkage, which in turn drives the wheels to steer. From the perspective of steering system capability, the wheels of traditional vehicles are limited by the motion envelope of the vehicle's suspension system, braking system, etc. As the wheel angle increases, the steering arm becomes shorter and shorter, and the demand on the rack force of the steering system becomes greater and greater. Whether electric drive or hydraulic drive is used, it is difficult to achieve the wheel angle requirement of 90°.

[0003] In order to improve the flexibility of vehicle movement, such as improving steering sensitivity, and performing high-degree-of-freedom operations such as turning around or lateral movement, the independent and autonomous drive of each wheel becomes particularly important. Utility Model Content

[0004] Based on the above-mentioned technical problems, this utility model provides a steering assembly and a vehicle that can realize independent and autonomous driving of the wheels, thereby improving the flexibility and freedom of vehicle movement and at least partially solving the above-mentioned technical problems.

[0005] A first aspect of this utility model provides a steering assembly, comprising: a motor; a self-locking mechanism, including a first input component and a first output component, the first input component being drivenly connected to the motor, the first output component being rotatable in the same direction under the drive of the first input component, and the first output component being able to lock its reverse rotation relative to the first input component by means of the self-locking mechanism when subjected to a reverse torque relative to the first input component; a reduction mechanism, including a second input component, a second output component, and a reduction transmission mechanism, the second input component being connected to the first output component, the reduction transmission mechanism being configured to reduce the rotational speed of the second input component and transmit it to the second output component; and a detection mechanism, including a controller and a first detection component and a second detection component electrically connected to the controller, the first detection component being used to detect the rotational angle and / or rotational speed of the motor, the second detection component being used to detect the rotational angle and / or rotational speed of the second output component, and transmitting the respective detection information to the controller.

[0006] Optionally, the self-locking mechanism further includes a first housing, the first housing having a first receiving cavity, the first input component and the first output component both being disposed within the first receiving cavity, the first receiving cavity having an annular sidewall circumferentially disposed; the first input component includes a first transmission disk and a first input shaft and a shift fork fixedly connected to the first transmission disk, the first input shaft being coaxially connected to the motor; the first output component includes a second transmission disk and a second output shaft, the second transmission disk having a meshing groove for the shift fork to insert into, the second transmission disk being connected to the first transmission disk via a self-locking component.

[0007] Optionally, the bottom wall of the engagement groove includes two wedge surfaces spaced circumferentially, and a connecting surface connecting the two wedge surfaces; the self-locking assembly includes two rollers, each roller being constrained radially by an elastic reset member and pressed between the corresponding wedge surface and the annular sidewall; the shift fork is inserted between the two rollers and located between the connecting surface and the annular sidewall.

[0008] Optionally, the reduction mechanism is configured as a cycloidal pinwheel planetary reducer.

[0009] Optionally, the second detection component includes: a stator module; and a rotor module connected to the second output component, wherein the rotor module is capable of rotating relative to the stator module following the second output component and transmitting the rotational speed and / or rotational angle of the second output component to the controller.

[0010] Optionally, the second detection component further includes a second housing, which is fixedly connected to the housing of the deceleration mechanism and includes a second receiving cavity that together defines the second detection component. The second detection component is located within the second receiving cavity, and the second output component passes through an opening.

[0011] Optionally, the detection mechanism further includes a sealing assembly connected to the second housing, the sealing assembly being used to form a circumferential seal between the opening and the second output assembly.

[0012] Optionally, the sealing assembly includes an oil seal and a retaining ring, the inner ring of the oil seal being fitted to the second output assembly, and the outer ring of the oil seal being fitted to the opening; the retaining ring is at least partially sleeved on the outer periphery of the second output assembly and located on the side of the oil seal away from the second detection assembly to prevent axial displacement of the oil seal.

[0013] Optionally, the central axes of the motor, the first input shaft, the first transmission disk, the second transmission disk, and the second output shaft coincide with each other.

[0014] Optionally, the first detection component is a dual-signal-channel design, and / or the second detection component is a dual-signal-channel design.

[0015] A second aspect of this invention provides a vehicle comprising the steering assembly described in any of the above-mentioned alternative embodiments.

[0016] Through the above technical solution, namely the steering assembly provided by this utility model, when the steering assembly is connected to the steering knuckle of the vehicle, power can be transmitted from the output end of the motor to the second input component of the reduction mechanism through the first input component and the first output component of the self-locking mechanism, and then through the reduction transmission mechanism and the second output component to the steering knuckle of the vehicle, and finally to the wheels. In addition, the first detection component in the detection mechanism can detect the rotation angle and / or speed of the motor output end, and the second detection component can detect the rotation angle and / or speed of the second output component, and can summarize the detection information to the controller. The controller can control the motor to compensate for the power loss caused by the rotational clearance during the power transmission process. In this way, the steering assembly is arranged on multiple wheels of the vehicle, that is, multiple wheels are individually controlled by a single steering assembly, thereby enabling high-degree-of-freedom operations such as 90° wheel turning, U-turn or translation, so as to realize the independent and autonomous drive of the wheels and improve the flexibility and freedom of vehicle movement. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the steering assembly connected to the steering knuckle of a vehicle in an exemplary embodiment of this utility model;

[0019] Figure 2 This is a schematic diagram of the overall structure of the steering assembly provided in an exemplary embodiment of the present utility model;

[0020] Figure 3 This is a schematic diagram of the structure of the motor provided in an exemplary embodiment of this utility model;

[0021] Figure 4 This is a schematic diagram of the motor and its internal structure provided in an exemplary embodiment of this utility model;

[0022] Figure 5This is a schematic diagram of the internal connection relationship between the motor, the speed reduction transmission mechanism, and the second output component provided in an exemplary embodiment of this utility model;

[0023] Figure 6 yes Figure 5 A magnified view of the area at position C in the middle;

[0024] Figure 7 This is a schematic diagram of the internal structure of the self-locking mechanism provided in an exemplary embodiment of this utility model;

[0025] Figure 8 This is a schematic diagram of the internal structure of the self-locking mechanism provided in an exemplary embodiment of this utility model from another perspective;

[0026] Figure 9 yes Figure 8 A magnified view of a portion of position A in the middle;

[0027] Figure 10 yes Figure 9 A magnified view of the area at position B in the middle.

[0028] Explanation of reference numerals in the attached figures:

[0029] 1. Electric motor;

[0030] 2. Self-locking mechanism; 210. First input assembly; 211. First transmission disc; 212. First input shaft; 213. Shift fork; 220. First output assembly; 221. Second transmission disc; 2211. Engaging groove; 2212. Wedge surface; 2213. Connecting surface; 222. Second output shaft; 223. Roller; 224. Reset member; 230. First housing; 231. First receiving cavity; 2311. Annular sidewall;

[0031] 3. Reduction mechanism; 310. Second input component; 320. Second output component; 330. Reduction transmission mechanism;

[0032] 4. Testing mechanism; 410. First testing component; 420. Second testing component; 421. Stator module; 422. Rotor module; 423. Second housing; 4232. Second receiving cavity; 4231. Opening; 430. Controller; 440. Sealing component; 441. Oil seal; 442. Snap ring. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0034] In related technologies, when a vehicle's wheels are steered, the steering knuckle is typically driven to swerve by the reciprocating linear motion of the steering linkage. From the perspective of steering system capability, the wheels of traditional vehicles are limited by the motion envelope of the vehicle's suspension system, braking system, etc. As the wheel angle increases, the steering arm becomes shorter and shorter, and the demand for rack force in the steering system becomes greater and greater. Whether electric drive or hydraulic drive is used, it is difficult to achieve the wheel angle requirement of 90°.

[0035] In order to improve the flexibility of vehicle movement, such as improving steering sensitivity, and performing high-degree-of-freedom operations such as turning around or lateral movement, the independent and autonomous drive of each wheel becomes particularly important.

[0036] Based on the above-mentioned technical problems, this utility model provides a steering assembly, with reference to... Figures 1 to 10 As shown, the steering assembly includes a motor 1, a self-locking mechanism 2, a reduction mechanism 3, and a detection mechanism 4. The self-locking mechanism 2 includes a first input component 210 and a first output component 220. The first input component 210 is driven by the motor 1. The first output component 220 can rotate in the same direction as the first input component 210. When the first output component 220 is subjected to a reverse torque relative to the first input component 210, the self-locking mechanism can lock the reverse rotation of the first output component 220 relative to the first input component 210. The reduction mechanism 3 includes a second input component 310 and a second output component 4. The device includes a component 320 and a reduction transmission mechanism 330. The second input component 310 is connected to the first output component 220. The reduction transmission mechanism 330 is configured to reduce the rotational speed of the second input component 310 and transmit it to the second output component 320. The detection mechanism 4 includes a controller 430 and a first detection component 410 and a second detection component 420 electrically connected to the controller 430. The first detection component 410 is used to detect the rotational angle and / or rotational speed of the motor 1, and the second detection component 420 is used to detect the rotational angle and / or rotational speed of the second output component 320, and transmits the respective detection information to the controller 430.

[0037] Through the above technical solution, namely the steering assembly provided by this utility model, when the steering assembly is connected to the steering knuckle of the vehicle, power can be transmitted from the output end of the motor 1 to the second input component 310 of the reduction mechanism 3 through the first input component 210 and the first output component 220 of the self-locking mechanism 2, and then through the reduction transmission mechanism 330 and the second output component 320 to the steering knuckle of the vehicle, and finally to the wheels. In addition, the first detection component 410 in the detection mechanism 4 can detect the rotation angle and / or speed of the output end of the motor 1, and the second detection component 420 can detect the rotation angle and / or speed of the second output component 320, and can summarize the detection information to the controller 430. The controller 430 can control the motor 1 to compensate for the power loss caused by the rotational clearance during the power transmission process. In this way, the steering assembly is arranged on multiple wheels of the vehicle, that is, multiple wheels are individually controlled by a single steering assembly, thereby enabling high-degree-of-freedom operations such as 90° wheel turning, vehicle turning on the spot or lateral movement, so as to realize the independent and autonomous drive of the wheels and improve the flexibility and freedom of vehicle movement.

[0038] It should be noted that the self-locking mechanism 2 mentioned in the above specific embodiments can maintain the stability of the wheel when the wheel is subjected to external impact and the angle deflection occurs, and can form a self-locking protection for the motor 1, so as to improve the service life of the motor 1.

[0039] In other words, when the motor 1 outputs power, the first output component 220 can rotate in the same direction under the drive of the first input component 210 to continue to transmit power to the reduction mechanism 3, and finally to the steering knuckle of the vehicle. When the wheel is impacted by the outside and generates a reaction force opposite to the power output by the motor 1, the reaction force can only be returned to the first output component 220 through the reduction mechanism 3. Under the locking action of the self-locking component, the reverse rotation of the first output component 220 relative to the first input component 210 will be locked, and thus this part of the reaction force cannot be returned to the motor 1, so as to achieve the process of unidirectional power transmission and form a self-locking protection for the motor 1.

[0040] Specifically, the self-locking component mentioned in the above embodiments can be any component capable of realizing unidirectional power transmission. For example, the self-locking component can adopt a ratchet or a two-way overrunning clutch structure. The self-locking device will be described in detail below, but will not be elaborated on here.

[0041] Furthermore, in the above embodiment, the power transmitted from the motor 1 is reduced by the reduction transmission mechanism 330, which also enables standardized control of the wheel steering angle by the motor 1. That is, when the reduction transmission mechanism 330 is set, the speed of the motor 1 and the speed of the second output component 320 can be in a certain proportion, and the rotation angle of the motor 1 and the rotation angle of the second output component 320 can also be in a certain proportion. This allows personnel to easily control the speed and rotation angle of the second output component 320 by operating the motor 1, thereby achieving precise control of wheel steering and steering sensitivity.

[0042] In some more specific implementations, refer to Figure 2 , Figure 5 , Figure 6 and Figure 7 As shown, the self-locking mechanism 2 also includes a first housing 230, which has a first receiving cavity 231. The first input component 210 and the first output component 220 are both located in the first receiving cavity 231. The first receiving cavity 231 has an annular sidewall 2311 circumferentially. The first input component 210 includes a first transmission disk 211 and a first input shaft 212, as well as a shift fork 213 fixedly connected to the first transmission disk 211. The first input shaft 212 is coaxially connected to the motor 1. The first output component 220 includes a second transmission disk 221 and a second output shaft 222. The second transmission disk 221 has a meshing groove 2211 for the shift fork 213 to be inserted into. The second transmission disk 221 is connected to the first transmission disk 211 through a self-locking component.

[0043] In the manner described above, the first receiving cavity 231 formed within the first housing 230 can be used to accommodate the first input component 210 and the first output component 220. Furthermore, the first housing 230 can also protect the first input component 210 and the first output component 220 from external contaminants that could affect power transmission efficiency. It can also reduce or prevent damage to the first input component 210 and the first output component 220 caused by external impacts.

[0044] When the first input component 210 drives the first output component 220, the shift fork 213 fixedly connected to the first transmission disk 211 can be inserted into the engagement groove 2211 of the second transmission disk 221, thereby enabling the first transmission disk 211 to drive the second transmission disk 221 to rotate. Furthermore, the self-locking component connected to the first transmission disk 211 can prevent the reaction force of the second transmission disk 221 from being transmitted back to the first transmission disk 211, thus achieving self-locking.

[0045] In some implementations, reference Figure 2 , Figure 5 , Figure 6 and Figure 7 As shown, the bottom wall of the engagement groove 2211 includes two wedge surfaces 2212 spaced apart in the circumferential direction, and a connecting surface 2213 connecting the two wedge surfaces 2212. The self-locking assembly includes two rollers 223, each roller 223 being constrained in the radial direction by the elastic reset member 224 and pressed between the corresponding wedge surface 2212 and the annular sidewall 2311. Furthermore, a fork 213 is inserted between the two rollers 223 and is located between the connecting surface 2213 and the annular sidewall 2311.

[0046] Through the above scheme, the first output component 220 can achieve the function of reverse self-locking relative to the first input component 210 through the self-locking component, which can also be understood as the basic operating mode of a bidirectional overrunning clutch, i.e. Figure 7 As shown, when the first transmission disc 211 and the second transmission disc 221 are relatively stationary, the two elastic reset members 224 on both sides of the shift fork 213 will respectively push the two rollers 223 on both sides of the shift fork 213 (to... Figure 7 (Taking the two rollers 223 and two elastic reset members 224 directly above in the drawing direction as an example) so that the sidewalls of the rollers 223 can respectively fit between the wedge surface 2212 and the annular sidewall 2311, and the rollers 223 remain stationary. For example, when the first transmission disc 211 drives the shift fork 213 to rotate clockwise, the shift fork 213 will first fit against the right roller 223, and as the first transmission disc 211 rotates, it will push the roller 223 to compress the right elastic reset member 224. At this time, the right roller 223 is no longer held by the wedge surface 2212 and the annular sidewall 2311. After the elastic reset member 224 is compressed, it will drive the second transmission disc 221 to rotate clockwise. At the same time, when the left elastic reset member 224 rotates clockwise with the second transmission disc 221, under the condition of relative motion, the left roller 223 will also compress the left elastic reset member 224, thereby allowing the left roller 223 to... There is a tendency for the first transmission disc 211 to rotate counterclockwise. At this time, the left roller 223 is no longer held by the wedge surface 2212 and the annular sidewall 2311. The first transmission disc 211 can rotate clockwise, which can drive the second transmission disc 221 to rotate clockwise as well. When the wheel is subjected to an external impact and generates a reaction force, which causes the second transmission disc 221 to have a tendency to rotate counterclockwise, the elastic reset member 224 on the left side of the shift fork 213 will elastically reset, which will drive the left roller 223 to approach the shift fork 213. At this time, the left roller 223 will be held by the wedge surface 2212 and the annular sidewall 2311 respectively during the process of approaching the shift fork 213. That is, the roller 223 limits the rotation of the second transmission disc 221 by respectively adhering to the annular sidewall 2311 and the wedge surface 2212. At this time, the second transmission disc 221 is locked and cannot rotate.

[0047] It should be noted that the above method is only an example of the situation where the first transmission disc 211 drives the shift fork 213 to rotate clockwise and the second transmission disc 221 has a tendency to rotate counterclockwise and is locked. Those skilled in the art can also clearly understand the opposite solution through the above technical solution, that is, the situation where the first transmission disc 211 drives the shift fork 213 to rotate counterclockwise and the second transmission disc 221 has a tendency to rotate clockwise and is locked. This utility model will not elaborate further on this.

[0048] In some implementations, reference Figure 2 As shown, the reduction mechanism 3 is constructed as a cycloidal pinwheel planetary reducer.

[0049] By using the above method, the cycloidal pinwheel planetary reducer can achieve power transmission with reduced speed and increased torque. This results in less power loss during the transmission path and more stable transmission. Furthermore, by arranging multiple crankshafts and multiple cycloidal pinwheels in the cycloidal pinwheel planetary reducer, a high speed ratio transmission can be achieved, thereby improving the stability of power transmission.

[0050] In some implementations, reference Figure 1 , Figure 8 , Figure 9 and Figure 10 As shown, the second detection component 420 includes a stator module 421 and a rotor module 422. The rotor module 422 is connected to the second output component 320. The rotor module 422 can rotate with the second output component 320 relative to the stator module 421 and transmit the rotational speed and / or rotational angle of the second output component 320 to the controller 430.

[0051] Through the above technical solution, the second detection component 420 can detect the rotation angle and / or speed of the second output component 320 and transmit the detected rotation angle and / or speed to the controller 430 in the form of an electrical signal. The controller 430 can also simultaneously receive the rotation angle and / or speed of the motor 1 detected by the first detection component 410. Since the rotation angle and / or speed of the second output component 320 and the motor 1 are usually in a standard ratio, the controller 430 can summarize and analyze the rotation angle and / or speed of the motor 1 and the second output component 320. In the power transmission path, there will inevitably be a rotation gap, which will cause a loss of power. This may easily cause the rotation angle or speed of the second output component 320 to not meet the preset value. The controller 430 can transmit the rotation angle or speed of the second output component 320 to the controller 430. When the rotation angle of the second output component 320 does not meet the preset value, the controller 430 can send a signal to make the motor 1 slightly increase its own rotation angle or speed to compensate for the lost rotation angle or speed.

[0052] Specifically, when the second output component 320 rotates, it can drive the rotor module 422 to rotate synchronously. At this time, the angular velocity of the second output component 320 and the rotor module 422 is the same. The real-time rotation speed of the second output component 320 can be detected by the rotation of the rotor module 422 relative to the stator module 421, and thus the real-time rotation speed of the second output component 320 can be obtained.

[0053] It should be noted that a chip and sensor structure can be set between the rotor module 422 and the stator module 421. To ensure the stability of the sensor and chip arrangement, the sensor and chip can be arranged on the stator module 421, and an electromagnet capable of sensing the signals of the sensor and chip can be set on the rotor module 422. When the rotor module 422 rotates, it will transmit the rotation amount of the electromagnet to the sensor and chip in the stator module 421, and then the chip will transmit the signal to the controller 430.

[0054] In some implementations, reference Figure 1 , Figure 8 , Figure 9 and Figure 10 As shown, the second detection component 420 also includes a second housing 423, which is fixedly connected to the housing of the deceleration mechanism 3 and includes a second receiving cavity 4232 that together defines the second detection component 420. The second detection component 420 is located in the second receiving cavity 4232, and the second output component 320 passes through the opening 4231.

[0055] Through the above technical solution, the second housing 423 can protect the stator module 421 and rotor module 422 of the second detection component 420 to prevent external impacts or dirt from seeping into the stator module 421 and rotor module 422 of the second detection component 420. The second housing 423 is provided with an opening 4231 that communicates with the second receiving cavity 4232, so that the second output component 320 (such as an output shaft or other structure) can pass through the opening 4231 and be connected to the steering knuckle of the vehicle.

[0056] In some implementations, reference Figure 1 , Figure 8 , Figure 9 and Figure 10 As shown, the detection mechanism 4 also includes a sealing assembly 440 connected to the second housing 423, the sealing assembly 440 being used to form an circumferential seal between the opening 4231 and the second output assembly 320.

[0057] Through the above solution, the sealing component 440 can perform a circumferential seal between the opening 4231 and the second output component 320, further improving the sealing performance of the second housing 423, so as to prevent dirt from seeping into the stator module 421 and rotor module 422 located in the second receiving cavity 4232. In this embodiment, the sealing component 440 can also be any component that can play a good sealing role, such as a sealing ring, oil seal, etc. When a sealing ring is used for sealing, the material of the sealing ring can also be selected from any suitable material according to the actual situation, such as a soft material such as rubber.

[0058] Specifically, refer to Figure 10 As shown, the sealing assembly 440 includes an oil seal 441 and a retaining ring 442. The inner ring of the oil seal 441 is attached to the second output assembly 320, and the outer ring of the oil seal 441 is attached to the opening 4231. The retaining ring 442 is at least partially sleeved on the outer periphery of the second output assembly 320 and is located on the side of the oil seal 441 away from the second detection assembly 420 to prevent axial displacement of the oil seal 441.

[0059] Through the above technical solution, the oil seal 441 can fit against the outer periphery of the second output component 320 and fit against the opening 4231, thereby achieving good sealing performance. Furthermore, the snap ring 442 further limits the oil seal 441, so as to reduce or prevent the oil seal 441 from failing due to axial displacement.

[0060] In some implementations, reference Figures 1 to 10 As shown, the central axes of motor 1, first input shaft 212, first transmission disk 211, second transmission disk 221 and second output shaft 222 coincide with each other.

[0061] In this manner, the coaxially arranged motor 1, first input shaft 212, first transmission disc 211, second transmission disc 221, and second output shaft 222 can minimize the torque transmission path during power transmission, thereby improving the power transmission efficiency of the steering assembly.

[0062] In some implementations, reference Figure 4 and Figure 10 As shown, the first detection component 410 is a dual-signal channel design, and / or the second detection component 420 is a dual-signal channel design.

[0063] Through the above technical solution, the first detection component 410 and / or the second detection component 420 are designed with dual-channel signals. When one of the signal channels (e.g., the signal channel of the sensor) of the first detection component 410 and / or the second detection component 420 fails, the other signal channel can continue to detect and transmit the rotation angle and / or speed signal through normal operation, so as to play a double insurance role.

[0064] A second aspect of this invention provides a vehicle including a steering assembly as described in the above embodiments, and the steering assembly has all the beneficial effects described in the above specific embodiments.

[0065] It should be noted that the vehicles mentioned above can be pure electric vehicles, plug-in hybrid vehicles, range-extended vehicles, or fuel vehicles, etc. This utility model does not make any specific limitations in this regard.

[0066] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and all such modifications and variations fall within the scope of protection claimed by the present invention.

Claims

1. A steering assembly, characterized in that, include: Motor (1); The self-locking mechanism (2) includes a first input component (210) and a first output component (220). The first input component (210) is driven to the motor (1). The first output component (220) can rotate in the same direction under the drive of the first input component (210). When the first output component (220) is subjected to a reverse torque relative to the first input component (210), the self-locking component can lock the reverse rotation of the first output component (220) relative to the first input component (210). The speed reduction mechanism (3) includes a second input component (310), a second output component (320), and a speed reduction transmission mechanism (330). The second input component (310) is connected to the first output component (220), and the speed reduction transmission mechanism (330) is configured to reduce the rotational speed of the second input component (310) and transmit it to the second output component (320). The detection mechanism (4) includes a controller (430) and a first detection component (410) and a second detection component (420) electrically connected to the controller (430). The first detection component (410) is used to detect the rotation angle and / or speed of the motor (1), and the second detection component (420) is used to detect the rotation angle and / or speed of the second output component (320) and transmit their respective detection information to the controller (430).

2. The steering assembly according to claim 1, characterized in that, The self-locking mechanism (2) further includes a first housing (230), the first housing (230) is provided with a first receiving cavity (231), the first input component (210) and the first output component (220) are both provided in the first receiving cavity (231), and the first receiving cavity (231) is provided with an annular sidewall (2311) in the circumferential direction; The first input component (210) includes a first transmission disk (211), a first input shaft (212), and a shift fork (213) fixedly connected to the first transmission disk (211). The first input shaft (212) is coaxially connected to the motor (1). The first output component (220) includes a second transmission disk (221) and a second output shaft (222). The second transmission disk (221) is provided with a meshing groove (2211) for the shift fork (213) to be inserted. The second transmission disk (221) is connected to the first transmission disk (211) through a self-locking component.

3. The steering assembly according to claim 2, characterized in that, The bottom wall of the meshing groove (2211) includes two wedge surfaces (2212) spaced apart in the circumferential direction, and a connecting surface (2213) connecting the two wedge surfaces (2212); The self-locking assembly includes two rollers (223), each of which is constrained in the radial direction by an elastic reset member (224) and pressed between the corresponding wedge surface (2212) and the annular sidewall (2311); The fork (213) is inserted between the two rollers (223) and is located between the connecting surface (2213) and the annular sidewall (2311).

4. The steering assembly according to claim 1, characterized in that, The deceleration mechanism (3) is constructed as a cycloidal pinwheel planetary reducer.

5. The steering assembly according to claim 1, characterized in that, The second detection component (420) includes: Stator module (421); A rotor module (422) is connected to the second output component (320). The rotor module (422) can rotate with the second output component (320) relative to the stator module (421) and transmit the rotational speed and / or rotational angle of the second output component (320) to the controller (430).

6. The steering assembly according to claim 5, characterized in that, The second detection component (420) further includes a second housing (423), which is fixedly connected to the housing of the deceleration mechanism (3) and includes a second receiving cavity (4232) that together defines the second detection component (420). The second detection component (420) is located in the second receiving cavity (4232), and the second output component (320) has an opening (4231) through it.

7. The steering assembly according to claim 6, characterized in that, The detection mechanism (4) further includes a sealing assembly (440) connected to the second housing (423), the sealing assembly (440) being used to form an circumferential seal between the opening (4231) and the second output assembly (320).

8. The steering assembly according to claim 7, characterized in that, The sealing assembly (440) includes an oil seal (441) and a snap ring (442), the inner ring of the oil seal (441) being fitted to the second output assembly (320), and the outer ring of the oil seal (441) being fitted to the opening (4231); The retaining ring (442) is at least partially sleeved on the outer periphery of the second output component (320) and located on the side of the oil seal (441) away from the second detection component (420) to prevent axial displacement of the oil seal (441).

9. The steering assembly according to any one of claims 2 or 3, characterized in that, The central axes of the motor (1), the first input shaft (212), the first transmission disk (211), the second transmission disk (221), and the second output shaft (222) coincide with each other.

10. The steering assembly according to any one of claims 1-8, characterized in that, The first detection component (410) is a dual-signal channel design, and / or the second detection component (420) is a dual-signal channel design.

11. A vehicle, characterized in that, Includes the steering assembly as described in any one of claims 1-10.

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