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 steering mechanism. The motor is used to output driving force. The self-locking mechanism includes a first input component and a first output component. The first input component is drivenly connected to the motor and transmits the motor's torque to the first output component. When the first output component is subjected to reverse torque, it can self-lock relative to the first input component to prevent the reverse torque from being transmitted to the first input component. The reduction mechanism includes a second input component, a second output component, and a reduction transmission component. The second input component is connected to the first output component. The steering mechanism includes a steering rod transmission part drivenly connected to the second input component and steering tie rods connected to both ends of the steering rod transmission part. The steering rod transmission part is configured to convert the rotation of the second output component into its own axial movement. This steering assembly can improve the stability of the wheels of a vehicle using steer-by-wire when subjected to external impacts.

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] In related technologies, with the development of vehicle intelligence, the development of vehicle autonomous driving functions is also particularly rapid. In order to meet the L3 level autonomous driving, the vehicle steering system gradually adopts steer-by-wire to control the direction of the wheels. However, when the wheels are subjected to external impacts that exceed the control capability of the steer-by-wire system, the steer-by-wire system cannot maintain stability when the wheels are subjected to external impacts, and the wheels are prone to deviation in direction, thus making it impossible to control the forward direction of the wheels through manual intervention. Utility Model Content

[0003] Based on the above-mentioned technical problems, this utility model provides a steering assembly and a vehicle to improve the stability of the wheels of a vehicle using steer-by-wire when subjected to external impacts, thereby at least partially solving the above-mentioned technical problems.

[0004] In a first aspect, this utility model provides a steering assembly, comprising: a motor for outputting driving force; a self-locking mechanism including a first input component and a first output component, the first input component being drive-connected to the motor and transmitting the torque of the motor to the first output component, the first output component being self-locking relative to the first input component when subjected to reverse torque, thereby blocking the transmission of reverse torque to the first input component; a reduction mechanism including a second input component, a second output component, and a reduction transmission member, the second input component being connected to the first output component, the reduction transmission member being configured to reduce the rotational speed of the second input component and transmit it to the second output component; and a steering mechanism including a steering rod drive portion drive-connected to the second output component and steering tie rods connected to both ends of the steering rod drive portion, the steering rod drive portion being configured to convert the rotation of the second output component into its own axial movement.

[0005] Optionally, the self-locking mechanism further includes a first housing and a second housing, which form a first receiving cavity when assembled. The first input component and the first output component are at least partially disposed within the first receiving cavity, which has an annular sidewall in its circumferential direction. The first input component includes a first transmission disk and a first input shaft, as well as a shift fork extending axially along the first transmission disk. The first input shaft is coaxially connected to the output shaft of the motor. The first output component includes a second transmission disk and a second output shaft. The second transmission disk has a recess for the shift fork to engage with. The second transmission disk is connected to the first transmission disk via a self-locking component in a unidirectional self-locking transmission manner.

[0006] Optionally, multiple shift forks are arranged at intervals along the circumference of the first transmission disk, and multiple recesses are arranged at intervals along the circumference of the second transmission disk, with the number of shift forks being the same as the number of recesses.

[0007] Optionally, the number of self-locking components is N sets, where the value of N is the same as the number of recesses, and the self-locking components are arranged at intervals along the circumference of the second transmission disk.

[0008] Optionally, the bottom wall of the recess is configured as two first surfaces and a connecting surface connecting the two first surfaces; when the recess is assembled with the annular sidewall, two first working spaces and one second working space are formed, the second working space is located between the two first working spaces, the two first surfaces correspond to the two first working spaces respectively, the connecting surface corresponds to the second working space, and the self-locking component is disposed in the first working space.

[0009] Optionally, a set of the self-locking components includes two rollers, each located within an even number of first working spaces. Each roller is radially constrained by an elastic reset member and pressed between the corresponding first surface and the annular sidewall. The fork is inserted between the two rollers of the set of self-locking components and is located between the connecting surface and the annular sidewall.

[0010] Optionally, the shortest radial distance from the intersection of the first surface and the connecting surface to the annular sidewall is less than the diameter of the roller.

[0011] Optionally, the second input component includes a first pulley, the second output component includes a second pulley, and the reduction transmission component is constructed as a belt; the first pulley is connected to the second output shaft, the second pulley is driven to the steering rod transmission part, and the first pulley is driven to the second pulley via the belt.

[0012] Optionally, the motor, the self-locking mechanism, and the deceleration mechanism are arranged coaxially along the power flow direction.

[0013] A second aspect of this invention provides a vehicle comprising the steering assembly described in any of the above-mentioned alternative embodiments.

[0014] With the above-described technical solution, namely the steering assembly provided by this utility model, when applied to a vehicle, the force transmission path is as follows: the motor outputs driving force, which sequentially passes through the first input component, the first output component, the second input component, the reduction gear, the second output component, and the steering rod transmission part, finally reaching the steering tie rod. During the transmission of driving force, the reduction gear can reduce and increase the torque of the driving force from the second input component and transmit it to the second output component, and further transmit it to the vehicle's steering knuckle through the steering rod transmission part and the steering tie rod, ultimately transmitting it to the wheels. Thus, the steering wheel can be controlled to turn the wheels via steer-by-wire. When the wheels are subjected to... When an external impact occurs, the reaction force is also transmitted back to the steering assembly through the vehicle's steering knuckle. The transmission path of the reaction force is as follows: wheel, steering knuckle, steering tie rod, steering rod drive unit, second output component, reduction gear, second input component, and finally transmitted to the first output component. Since the first output component can self-lock relative to the first input component when subjected to reverse torque, it can block the transmission of reverse torque from the wheel to the first input component. By blocking the transmission of reaction force through this arrangement, the stability of the wheels of a vehicle using steer-by-wire can be improved when subjected to external impact, thereby reducing wheel deviation and improving the stability of manually controlling the forward direction of the wheels. Attached Figure Description

[0015] 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.

[0016] Figure 1 This is a schematic diagram of the overall structure of the steering assembly provided in an exemplary embodiment of the present utility model;

[0017] Figure 2 This is a schematic diagram of the internal structure of a steering assembly provided in an exemplary embodiment of the present utility model;

[0018] Figure 3 This is a schematic diagram of the self-locking mechanism provided in an exemplary embodiment of the present utility model;

[0019] Figure 4 This is a structural schematic diagram of the self-locking mechanism provided in an exemplary embodiment of the present utility model from another perspective;

[0020] Figure 5 This is an exploded view of the self-locking mechanism provided in an exemplary embodiment of the present utility model;

[0021] Figure 6 This is a cross-sectional view of the side of the self-locking mechanism provided in an exemplary embodiment of the present utility model;

[0022] Figure 7 This is a cross-sectional view of the front of the self-locking mechanism provided in an exemplary embodiment of this utility model.

[0023] Explanation of reference numerals in the attached figures:

[0024] 1. Electric motor;

[0025] 2. Self-locking mechanism; 210 First input component; 211 First transmission disc; 212 First input shaft; 213 Shift fork; 214 First bearing; 220 First output component; 221 Second transmission disc; 222 Second output shaft; 223 Recess; 224 Second bearing; 2231 First surface; 2232 Connecting surface; 2233 Inner sidewall of groove; 2234 Mounting hole; 230 First housing; 231 First receiving cavity; 2311 Annular sidewall; 240 Self-locking component; 241 Roller; 242 Elastic reset component; 250 Second housing; 260 First working space;

[0026] 3. Reduction mechanism; 310. Second input component; 320. Second output component; 330. Reduction transmission component;

[0027] 4. Steering mechanism; 410. Steering rod drive unit; 420. Steering tie rod. Detailed Implementation

[0028] 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.

[0029] In related technologies, with the development of vehicle intelligence, the development of vehicle autonomous driving functions is also particularly rapid. In order to meet the L3 level autonomous driving, the vehicle steering system gradually adopts steer-by-wire, which controls the direction of the wheels. However, when the wheels are subjected to external impacts that exceed the control capability of the steer-by-wire system, the steer-by-wire system cannot maintain stability when the wheels are subjected to external impacts, and the wheels are prone to deviation in direction, so the forward direction of the wheels cannot be controlled by manual intervention.

[0030] In view of the above-mentioned technical problems, the first aspect of this utility model provides a steering assembly, with reference to... Figures 1 to 7 As shown, the steering assembly includes a motor 1, a self-locking mechanism 2, a reduction mechanism 3, and a steering mechanism 4. The motor 1 is used to output driving force. The self-locking mechanism 2 includes a first input component 210 and a first output component 220. The first input component 210 is connected to the motor 1 and transmits the torque of the motor 1 to the first output component 220. When the first output component 220 is subjected to reverse torque, it can self-lock relative to the first input component 210 to block the transmission of reverse torque to the first input component 210. The reduction mechanism 3 includes a second input component 310, a second output component 320, and a reduction transmission component 330. The second input component 310 is connected to the first output component 220. The reduction transmission component 330 is configured to reduce the rotational speed of the second input component 310 and transmit it to the second output component 320. The steering mechanism 4 includes a steering rod transmission part 410 connected to the second output component 320 and steering tie rods 420 connected to both ends of the steering rod transmission part 410. The steering rod transmission part 410 is configured to convert the rotation of the second output component 320 into its own axial movement.

[0031] With the above-described technical solution, namely the steering assembly provided by this utility model, when applied to a vehicle, the force transmission path is as follows: the motor 1 outputs driving force, which sequentially passes through the first input component 210, the first output component 220, the second input component 310, the reduction transmission component 330, the second output component 320, and the steering rod transmission part 410, finally reaching the steering tie rod 420. During the transmission of driving force, the reduction transmission component 330 can reduce and increase the torque of the driving force from the second input component 310 and transmit it to the second output component 320. This force is then further transmitted to the vehicle's steering knuckle through the steering rod transmission part 410 and the steering tie rod 420, ultimately reaching the wheels. Thus, steering wheel control of the wheels can be achieved through steer-by-wire. When the wheel is subjected to an external impact, the reaction force is also transmitted back to the steering assembly through the vehicle's steering knuckle. The transmission path of the reaction force is as follows: wheel, steering knuckle, steering tie rod 420, steering rod transmission part 410, second output component 320, reduction transmission component 330, second input component 310, and finally transmitted to the first output component 220. Since the first output component 220 can self-lock relative to the first input component 210 when subjected to reverse torque, it can block the transmission of reverse torque from the wheel to the first input component 210. By blocking the transmission of reaction force through this arrangement, the stability of the wheel of the vehicle using steer-by-wire can be improved when subjected to external impact, thereby reducing the situation of wheel deviation and improving the stability of manually controlling the forward direction of the wheel.

[0032] It should be noted that this utility model combines the self-locking mechanism 2 with steer-by-wire to improve the stability of vehicles using steer-by-wire when the wheels are subjected to external impacts. 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, so that the power can continue to be transmitted to the reduction mechanism 3, and finally to the vehicle's steering mechanism 4, so as to drive the steering knuckle of the wheel and the wheel deflection. When the wheel is subjected to external impact and generates a reaction force opposite to the power output of the motor 1, the reaction force can only be transmitted back to the first output component 220 through the reduction mechanism 3. Under the reverse locking action of the self-locking component 240 of the self-locking mechanism 2 (which will be described in detail below), the reverse rotation of the first output component 220 relative to the first input component 210 will be locked, so that this part of the reaction force cannot be transmitted back to the motor 1, thus achieving a process in which power can be transmitted in one direction, forming a self-locking protection for the motor 1.

[0033] As can be further understood from the above, when technicians operate vehicles using this steering assembly, the rotation of the steering wheel by hand can be smoothly transmitted to the wheels. The deflection of the wheels caused by external impacts is stopped by the self-locking mechanism 2, thus preventing the transmission back to the steering wheel. In this case, the deflection of the wheels caused by external impacts can be reduced, thereby reducing the situation of the steering wheel turning uncontrollably and causing the steering wheel to kick back, thus improving the controllability of the steering wheel. Furthermore, with the development of L3 level autonomous driving, this steering assembly can be gradually applied to mainstream vehicles on the market.

[0034] Specifically, the self-locking component 240 mentioned in the above embodiments can be any component capable of realizing unidirectional power transmission. For example, the self-locking component 240 can adopt a ratchet or a two-way overrunning clutch structure. The self-locking component 240 will be described in detail below, but will not be elaborated on here.

[0035] Furthermore, the deceleration mechanism 3 mentioned in the above embodiments can also be various types of reducers and other structures that can be applied to vehicles in related technologies. For example, structures such as cycloidal pinwheel planetary reducers or pulleys can also be applied to this steering assembly. This utility model will be elaborated in detail below, and will not be repeated here.

[0036] Furthermore, the steering rod transmission unit 410 mentioned in the above embodiments can also be a device capable of axial movement, such as a rack or a ball screw.

[0037] In some implementations, reference Figures 1 to 7As shown, the self-locking mechanism 2 also includes a first housing 230 and a second housing 250. When the first housing 230 and the second housing 250 are assembled, a first receiving cavity 231 is formed. The first input component 210 and the first output component 220 are both at least partially disposed in the first receiving cavity 231. 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 and a first input shaft 212, as well as a shift fork 213 extending axially along the first transmission disk 211. The first input shaft 212 is coaxially connected to the output shaft of 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 recess 223 for the shift fork 213 to cooperate with. The second transmission disk 221 is connected to the first transmission disk 211 through the self-locking component 240 in a one-way self-locking transmission manner.

[0038] In the manner described above, the first receiving cavity 231 formed within the first housing 230 can be used to at least partially accommodate the first input component 210 and the first output component 220, and the first housing 230 can also protect the first input component 210 and the first output component 220 to prevent external contaminants from polluting the first input component 210 and the first output component 220 and affecting the power transmission efficiency, and can also reduce or prevent damage to the first input component 210 and the first output component 220 caused by external impacts.

[0039] When the first input component 210 drives the first output component 220, the shift fork 213 extending axially along the first transmission disk 211 can be inserted into the recess 223 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 240 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.

[0040] Furthermore, the annular sidewall 2311 mentioned in the above embodiments can be provided on the first housing 230, the second housing 250, or both the first housing 230 and the second housing 250, as long as a smooth transition can be formed when the first housing 230 and the second housing 250 are assembled. This embodiment does not make specific limitations in this regard.

[0041] In some implementations, reference Figure 5 , Figure 6 and Figure 7 As shown, multiple shift forks 213 are arranged at intervals along the circumference of the first transmission disk 211, and multiple recesses 223 are arranged at intervals along the circumference of the second transmission disk 221. The number of shift forks 213 and recesses 223 is the same.

[0042] In the above manner, when the first transmission disk 211 drives the second transmission disk 221 for transmission, multiple shift forks 213 can be inserted into multiple recesses 223 one by one, and the transmission efficiency of the first transmission disk 211 driving the second transmission disk 221 can be improved by multi-point coordinated rotation. When the motor 1 outputs driving force, the driving force can also be transmitted from the first transmission disk 211 to the second transmission disk 221 as quickly as possible by the cooperation of multiple shift forks 213 and multiple recesses 223.

[0043] It should be noted that the multiple shift forks 213 mentioned in the above embodiments can be understood as having at least two shift forks 213, or more. The appropriate number of shift forks 213 can be selected according to the actual application scenario, for example... Figure 7 In the example, the number of toggle forks 213 can be three.

[0044] Similarly, the multiple recesses 223 mentioned in the above embodiments can also be understood as having at least two recesses 223, or more. The appropriate number of recesses 223 can be selected based on the actual application scenario, as long as the number of recesses 223 is the same as the number of shift forks 213 and corresponds one-to-one. For example... Figure 7 In the example, there are also three recesses 223, which correspond one-to-one with the forks 213.

[0045] Specifically, you can refer to Figure 7 As shown, in this embodiment, three shift forks 213 can be arranged at intervals along the circumference of the first transmission disk 211, and three recesses 223 can be arranged at intervals along the circumference of the second transmission disk 221. The included angle between each pair of the three shift forks 213 is 120°, and the included angle between each pair of the three recesses 223 is also 120°. By uniformly arranging the shift forks 213 and recesses 223 in the circumference, the power transmission efficiency between the first transmission disk 211 and the second transmission disk 221 can be improved.

[0046] It should be noted that in the above embodiments, the number of three shift forks 213 and recesses 223 is exemplary. In embodiments not shown in the figures, the number of shift forks 213 and recesses 223 can also be other, such as two, four, five or more, as long as the number of shift forks 213 and recesses 223 is the same. Furthermore, the interval angle between each pair of multiple shift forks 213 on the first transmission disk 211 can be the same or different. Similarly, the interval angle between each pair of multiple recesses 223 on the second transmission disk 221 can be the same or different, as long as the multiple shift forks 213 can be inserted into the multiple recesses 223 one by one when the first transmission disk 211 and the second transmission disk 221 are connected.

[0047] In some implementations, reference Figures 5 to 7 As shown, the number of self-locking components 240 can also be N sets, and the value of N can be the same as the number of recesses 223. The self-locking components 240 are arranged at intervals along the circumference of the second transmission disc 221.

[0048] In the above manner, when there are multiple shift forks 213 and recesses 223, there can also be multiple self-locking components 240, and at least one self-locking component 240 can be arranged in each recess 223, that is, the value of N is the same as the number of recesses 223. In this way, during the reverse rotation of the second transmission disk 221 relative to the first transmission disk 211, multiple self-locking components 240 can be used to lock multiple shift forks 213 in reverse in a one-to-one correspondence, thereby improving the locking stability.

[0049] In some implementations, reference Figure 5 , Figure 6 and Figure 7 As shown, the bottom wall of the recess 223 is configured as two first surfaces 2231 and a connecting surface 2232 connecting the two first surfaces 2231; when the recess 223 is assembled with the annular sidewall 2311, it forms two first working spaces 260 and one second working space 270. The second working space 270 is located between the two first working spaces 260. The two first surfaces 2231 correspond to the two first working spaces 260 respectively, the connecting surface 2232 corresponds to the second working space 270, and the self-locking component 240 is disposed in the first working space 260.

[0050] In the manner described above, when the recess 223 is assembled with the annular sidewall 2311, the arrangement of the two first working spaces 260 and the second working space 270 located between the two first working spaces 260 enables the shift fork 213 located in the second working space 270 to drive the self-locking component 240 in the first working space 260 to drive the first input component 210 to drive the first output component 220 in one direction.

[0051] Specifically, you can refer to Figure 5 , Figure 6 and Figure 7 As shown, a set of self-locking components 240 includes two rollers 241, which are respectively located in two first working spaces 260. Each roller 241 is constrained in the radial direction by an elastic reset member 242 and pressed between the corresponding first surface 2231 and the annular sidewall 2311. A fork 213 is inserted between the two rollers 241 of the set of self-locking components 240 and is located between the connecting surface 2232 and the annular sidewall 2311.

[0052] In the above manner, 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 240. This can also be understood as the basic operating mode of a bidirectional overrunning clutch, that is, combining... Figure 5 , Figure 6 and Figure 7 As shown, when the first transmission disc 211 and the second transmission disc 221 are relatively stationary, the two elastic reset members 242 on both sides of the shift fork 213 will respectively push the two rollers 241 on both sides of the shift fork 213 (to... Figure 7 (Taking the two rollers 241 and two elastic reset members 242 directly above in the drawing direction as an example) so that the sidewalls of the rollers 241 can respectively fit between the first surface 2231 and the annular sidewall 2311, and the rollers 241 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 241, and as the first transmission disc 211 rotates, it will push the roller 241 to compress the right elastic reset member 242. At this time, the right roller 241 is no longer held by the first surface 2231 and the annular sidewall 2311. After the elastic reset member 242 is compressed, it will drive the second transmission disc 221 to rotate clockwise. At the same time, when the left elastic reset member 242 rotates clockwise with the second transmission disc 221, under the condition of relative motion, the left roller 241 will also compress the left elastic reset member 242, thereby allowing the left roller 241 to... There is a tendency for the first transmission disc 211 to rotate counterclockwise. At this time, the left roller 241 is no longer held by the first surface 2231 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 242 on the left side of the shift fork 213 will elastically reset, which will drive the left roller 241 to approach the shift fork 213. At this time, the left roller 241 will be held by the first surface 2231 and the annular sidewall 2311 respectively during the process of approaching the shift fork 213. That is, the roller 241 limits the rotation of the second transmission disc 221 by respectively adhering to the annular sidewall 2311 and the first surface 2231. At this time, the second transmission disc 221 is locked and cannot rotate.

[0053] 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.

[0054] Based on the above, it can be further understood that the forward and reverse rotation of motor 1 drives the forward and reverse rotation of the first transmission disc 211, which can be understood as turning the steering wheel to the left and right.

[0055] In some implementations, reference Figures 3 to 7 As shown, the elastic reset member 242 is constructed as a spring, with one end of the spring abutting against the outer periphery of the roller 241. The recess 223 also includes an inner sidewall 2233, on which a mounting hole 2234 for installing the elastic reset member 242 is provided. The other end of the elastic reset member 242 is located in the mounting hole 2234 of the inner sidewall 2233.

[0056] In this manner, one end of the spring can be inserted into the mounting hole 2234 in the inner sidewall 2233 of the groove and abut against the bottom of the mounting hole 2234, while the other end can abut against the outer periphery of the roller 241. In this arrangement, the spring force will not affect the normal rolling of the roller 241, and the spring also has a more flexible deformation.

[0057] Furthermore, you can refer to Figure 7 As shown, the shortest radial distance from the intersection of the first surface 2231 and the connecting surface 2232 to the annular sidewall 2311 is less than the diameter of the roller 241.

[0058] By limiting the distance as described above, a self-locking function for the roller 241 can be achieved. The shortest radial distance can be understood as the shortest circumferential distance between the intersection point of the first surface 2231 and the connecting surface 2232 on the first output component 220 and the annular sidewall 2311. Figure 7 The H1 distance, that is, when the H1 distance is less than the diameter of the roller 241, the roller 241 can be restricted within the first working space 260 by the annular sidewall 2311 and the first surface 2231 to realize the unlocking and locking functions.

[0059] In some implementations, reference Figure 5 and Figure 6 As shown, the first input component 210 further includes a first bearing 214 sleeved on the first input shaft 212; and / or, the first output component 220 further includes a second bearing 224 sleeved on the second output shaft 222.

[0060] By means of the above arrangement of the first bearing 214 and the second bearing 224, the flexibility of the first input shaft 212 and the second output shaft 222 in rotation relative to the first housing 230 can be improved, thereby improving the transmission efficiency.

[0061] The first bearing 214 and the second bearing 224 mentioned above can both be bearings that are relatively mature in the prior art, such as needle roller bearings, ball bearings and any suitable bearing form. This embodiment does not make any specific limitation on this.

[0062] In some implementations, reference Figure 1 and Figure 2 As shown, the second input component 310 includes a first pulley, the second output component 320 includes a second pulley, and the reduction transmission component 330 is constructed as a belt; the first pulley is connected to the second output shaft 222, and the second pulley is driven to the steering rod transmission part 410, and the first pulley is connected to the second pulley through belt drive.

[0063] By employing the aforementioned method of belt-driven speed reduction, the driving force input to the first pulley is more stably transmitted to the second pulley after being damped by the belt, and then to the steering rod drive unit 410. This achieves a smoother power transmission, and, with reference to... Figure 1 and Figure 2 As shown, the steering rod drive unit 410 can also be constructed as a ball screw or rack coaxially connected to the second pulley. In this configuration, the rotation of the second pulley can be converted into the axial movement of the steering rod drive unit 410. That is, the axial movement of the steering rod drive unit 410 can realize the deflection of the wheel steering knuckle, so as to ultimately drive the wheel to perform steering operation.

[0064] In some implementations, reference Figure 1 and Figure 2 As shown, motor 1, self-locking mechanism 2 and reduction mechanism 3 are arranged coaxially along the power flow direction.

[0065] In this way, the coaxially arranged motor 1, self-locking mechanism 2 and reduction mechanism 3 can minimize the torque transmission path during power transmission, thereby improving the power transmission efficiency of the steering assembly.

[0066] A second aspect of this invention provides a vehicle that includes a steering assembly as described in the above embodiments and has all the beneficial effects described in the specific embodiments above.

[0067] It should be noted that the vehicles mentioned above can be pure electric vehicles, plug-in hybrid vehicles, range-extended vehicles, or fuel vehicles among new energy vehicles. This utility model does not make specific limitations in this regard. Furthermore, the vehicles using this steering assembly can also be combined with any one or more of the above-mentioned embodiments to improve the stability of the wheels of vehicles using steer-by-wire when subjected to external impacts. This embodiment will not be elaborated further here.

[0068] 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 comprising: include: Motor (1), used to output driving force; The self-locking mechanism (2) includes a first input component (210) and a first output component (220). The first input component (210) is connected to the motor (1) and transmits the torque of the motor (1) to the first output component (220). When the first output component (220) is subjected to reverse torque, it can self-lock relative to the first input component (210) to block the transmission of reverse torque 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 component (330). The second input component (310) is connected to the first output component (220), and the speed reduction transmission component (330) is configured to reduce the rotational speed of the second input component (310) and transmit it to the second output component (320). The steering mechanism (4) includes a steering rod drive (410) that is driveably connected to the second output component (320) and steering tie rods (420) connected to both ends of the steering rod drive (410). The steering rod drive (410) is configured to convert the rotation of the second output component (320) into its own axial movement.

2. The steering assembly according to claim 1, characterized in that, The self-locking mechanism (2) further includes a first housing (230) and a second housing (250). When the first housing (230) and the second housing (250) are assembled, a first receiving cavity (231) is formed. The first input component (210) and the first output component (220) are at least partially disposed in the first receiving cavity (231). 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) and a first input shaft (212), and a shift fork (213) extending axially along the first transmission disk (211). The first input shaft (212) is coaxially connected to the output shaft of 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 recess (223) that cooperates with the shift fork (213). The second transmission disk (221) is connected to the first transmission disk (211) in a one-way self-locking transmission manner through a self-locking component (240).

3. The steering assembly according to claim 2, characterized in that, The shift forks (213) are arranged in multiple circumferentially along the first transmission disk (211), and the recesses (223) are arranged in multiple circumferentially along the second transmission disk (221). The number of shift forks (213) and the number of recesses (223) are the same.

4. The steering assembly according to claim 3, characterized in that, The number of self-locking components (240) is N sets, and the value of N is the same as the number of recesses (223). The self-locking components (240) are arranged at intervals along the circumference of the second transmission disk (221).

5. The steering assembly according to claim 4, characterized in that, The bottom wall of the recess (223) is configured as two first surfaces (2231) and a connecting surface (2232) connecting the two first surfaces (2231); When the recess (223) is assembled with the annular sidewall (2311), two first working spaces (260) and one second working space (270) are formed. The second working space (270) is located between the two first working spaces (260). The two first surfaces (2231) correspond to the two first working spaces (260) respectively. The connecting surface (2232) corresponds to the second working space (270). The self-locking component (240) is disposed in the first working space (260).

6. The steering assembly according to claim 5, characterized in that, A set of the self-locking components (240) includes two rollers (241), which are respectively located in two first working spaces (260). Each roller (241) is constrained in the radial direction by an elastic reset member (242) and pressed between the corresponding first surface (2231) and the annular sidewall (2311). The fork (213) is inserted between two rollers (241) of a set of self-locking components (240) and is located between the connecting surface (2232) and the annular sidewall (2311).

7. The steering assembly according to claim 6, characterized in that, The shortest radial distance from the intersection of the first surface (2231) and the connecting surface (2232) to the annular sidewall (2311) is less than the diameter of the roller (241).

8. The steering assembly according to claim 2, characterized in that, The second input component (310) includes a first pulley, the second output component (320) includes a second pulley, and the reduction gear (330) is configured as a belt; The first pulley is connected to the second output shaft (222), and the second pulley is driven to the steering rod drive unit (410). The first pulley is connected to the second pulley via the belt drive.

9. The steering assembly according to claim 8, characterized in that, The motor (1), the self-locking mechanism (2), and the deceleration mechanism (3) are arranged coaxially along the power flow direction.

10. A vehicle, characterized in that, Includes the steering assembly as described in any one of claims 1-9.

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