A steering device and vehicle

Abstract

The application discloses a steering device and a vehicle, the steering device is used for the vehicle, the vehicle comprises a vehicle body and a wheel, the steering device is connected between the vehicle body and the wheel, the steering device comprises a damping assembly and a steering assembly, the damping assembly comprises an upper swing arm, the upper swing arm is rotationally connected with the vehicle body, the steering assembly comprises a support, a steering knuckle and a driving assembly, the support is rotationally connected with the upper swing arm, one end of the steering knuckle is connected with the wheel, the other end of the steering knuckle is rotationally connected with the support, the driving assembly is installed on the support, and the driving assembly is in transmission connection with the steering knuckle. According to the steering device, the driving assembly can drive the wheel to rotate in place through the steering knuckle, the turning radius of the wheel can be reduced, the flexibility of the vehicle turning can be improved, and the impact force of the wheel acting on the steering knuckle can be transmitted to the upper swing arm through the support, so that the damage of the impact force to the driving assembly can be reduced.

Description

Technical Field

[0001] This application relates to the field of wheel steering technology, and in particular to a steering device and a vehicle. Background Technology

[0002] With the development of automotive technology and the continuous improvement of people's living standards, the number of cars is increasing rapidly. However, along with the large increase in cars, parking lots and roads in various cities are becoming congested. The turning radius of vehicles in related technologies is relatively large, and the steering is not flexible. Especially in the narrow spaces of urban areas or parking lots, the steering of vehicles is greatly restricted, causing many inconveniences for turning and parking. Utility Model Content

[0003] This application provides a steering device and a vehicle, which aims to improve the problems of large wheel turning radius and inflexible turning.

[0004] According to an embodiment of this application, the steering device can be used in a vehicle, the vehicle including a body and wheels, the steering device being connected between the body and the wheels, the steering device comprising: a shock absorber assembly including an upper control arm rotatably connected to the body; a steering assembly including: a bracket rotatably connected to the upper control arm; a steering knuckle, one end of which is connected to the wheel, and the other end of which is rotatably connected to the bracket; and a drive assembly mounted on the bracket, the drive assembly being drively connected to the steering knuckle.

[0005] According to the steering device of the present application embodiment, the drive component can better drive the wheel to rotate in place through the steering knuckle, which can better reduce the turning radius of the wheel and thus improve the steering flexibility of the vehicle. Furthermore, the bracket is connected between the steering knuckle and the upper control arm, and the impact force of the wheel acting on the steering knuckle can be better transmitted to the upper control arm through the bracket, which can reduce the damage of the impact force to the drive component.

[0006] In addition, the steering device according to this application may also have the following additional technical features: In some embodiments of this application, the drive assembly includes: a controller, a drive motor, a reducer, a bearing, and a splined shaft. The controller is connected to the drive motor and is used to control the operation of the drive motor. The reducer is located between the drive motor and the bracket. The bracket has mounting holes, and the bearing is mounted in the mounting holes. The splined shaft passes through the bearing, and its two ends are respectively connected to the reducer and the steering knuckle.

[0007] In the above-mentioned technical approach, by setting up a controller, drive motor, reducer, bearing, and spline shaft, rotational power can be transmitted well, and each component is less likely to produce abnormal noise or wear, which can improve the driving effect on the wheels and extend the service life of the drive components.

[0008] In some embodiments of this application, the splined shaft is interference-fitted with the inner ring of the bearing.

[0009] In the above-mentioned technical methods, the interference fit can eliminate the assembly clearance between the spline shaft and the bearing, and prevent the spline shaft from sliding relative to the inner ring of the bearing when rotating at high speed or under impact. It can effectively reduce the radial runout of the spline shaft, further reduce abnormal noise and vibration during transmission, and has good stability. At the same time, the tight fit can distribute the force between the spline shaft and the bearing, prevent the wear of components caused by local stress concentration, and extend the service life of both.

[0010] In some embodiments of this application, the outer ring of the bearing is interference-fitted with the bracket.

[0011] In the aforementioned technical methods, the interference fit allows for a tighter connection between the bearing outer ring and the bracket mounting hole, preventing the bearing outer ring from shifting or loosening within the bracket due to bumps and vibrations during vehicle operation. This provides better, continuous, and stable support for the splined shaft, ensuring the precision of the steering transmission path. Furthermore, the tight interference fit evenly distributes the radial force and torque transmitted by the splined shaft to the bracket, preventing localized stress concentrations that could damage the bearing or bracket and extending their service life. Simultaneously, the interference fit reduces frictional noise between the bearing outer ring and the bracket, significantly improving steering smoothness and indirectly optimizing the driver's handling experience and passenger comfort.

[0012] In some embodiments of this application, the spline shaft is provided with a limiting portion, which is used to limit the relative position of the spline shaft and the steering knuckle.

[0013] In the aforementioned technical approach, the limiting part effectively restricts the relative position of the spline shaft and the steering knuckle, preventing axial offset or misalignment due to force and vibration during transmission. This ensures that the power transmitted by the spline shaft is applied more precisely to the steering knuckle, preventing steering play or response delay caused by positional deviations and improving handling accuracy. The limiting part also reduces collisions and friction between the spline shaft and the steering knuckle caused by excessive relative movement, reducing component wear and extending their service life.

[0014] In some embodiments of this application, the limiting part includes a limiting boss located on the outer periphery of the spline shaft, the limiting boss being in contact with the end face of the steering knuckle, or the steering knuckle being provided with a limiting groove corresponding to and cooperating with the limiting boss.

[0015] In the above-mentioned technical methods, by setting a limiting boss, a more direct and stable limiting structure can be formed, which can better control the relative position between the steering knuckle and the spline shaft. Through the above-mentioned matching method, the assembly efficiency can be improved and the service life of the spline shaft and the steering knuckle can be extended.

[0016] In some embodiments of this application, the shock absorption assembly further includes: a lower control arm, wherein the upper control arm and the lower control arm are spaced apart in the vertical direction, one end of the lower control arm is rotatably connected to the vehicle body, and the other end of the lower control arm is rotatably connected to the wheel; and a shock absorber, wherein the upper end of the shock absorber is connected to the vehicle body, and the lower end of the shock absorber is rotatably connected to the lower control arm.

[0017] In the aforementioned technical approach, the damping components also include a lower control arm and a shock absorber, which can effectively absorb vibration energy, reduce vehicle body sway, and improve ride comfort. It also enhances wheel stability, improving the accuracy of the driving trajectory. The rotating connection design between the shock absorber and the lower control arm further enhances vehicle handling stability and safety.

[0018] In some embodiments of this application, the drive assembly is mounted on the upper side of the bracket, and the steering knuckle is mounted on the lower side of the bracket.

[0019] In the aforementioned technical approach, the vertically distributed structure allows the driving and steering forces borne by the bracket to be evenly distributed along the vertical direction, avoiding bracket deformation or displacement caused by concentrated forces on one side. This improves the stability of the steering transmission process, reduces component wear caused by uneven force distribution, and can significantly extend the bracket's service life. Furthermore, the layered installation allows for more rational planning of the space around the bracket, preventing interference between the drive components and the steering knuckle during operation. It also provides ample maintenance space for each component, eliminating the need for extensive disassembly of other components during later maintenance, thus reducing maintenance difficulty and time costs.

[0020] This application also proposes a vehicle having the steering device described in the above embodiments.

[0021] The vehicle according to the embodiments of this application, by being equipped with the steering device of the above embodiments, can better reduce the turning radius of the wheels, thereby improving the vehicle's steering flexibility.

[0022] In some embodiments of this application, the vehicle includes a body and a plurality of wheels, and a plurality of steering devices are provided, with the plurality of steering devices corresponding to the plurality of wheels for transmission connection between the body and the wheels.

[0023] The above-mentioned technical methods can realize independent steering of four wheels and independent control, which can realize complex vehicle-level functions such as turning on the spot, vehicle crabbing, reducing turning radius, and lateral translation.

[0024] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0025] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the steering device and wheel provided in one embodiment of this application; Figure 2 This is an exploded view of a steering component provided in an embodiment of this application.

[0026] Explanation of reference numerals in the attached figures: 10. Steering mechanism; 1. Shock absorber assembly; 11. Upper control arm; 12. Lower control arm; 13. Shock absorber; 2. Steering assembly; 21. Bracket; 22. Steering knuckle; 23. Drive assembly; 231. Controller; 232. Drive motor; 233. Reducer; 234. Bearing; 235. Splined shaft; 2351. Limiting part; 20. Wheel. Detailed Implementation

[0027] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0028] In the description of this application, it should be understood that the terms "upper," "lower," "front," "rear," "left," and "right," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0029] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0030] With the development of automotive technology and the continuous improvement of people's living standards, the number of cars is increasing rapidly. However, along with the large increase in cars, parking lots and roads in various cities are becoming congested. The turning radius of vehicles in related technologies is relatively large, and the steering is not flexible. Especially in the narrow spaces of urban areas or parking lots, the steering of vehicles is greatly restricted, causing many inconveniences for turning and parking.

[0031] This application provides a steering device 10, which can be used in a vehicle. The vehicle includes a body and wheels 20. The steering device 10 is connected between the body and the wheels 20. The steering device 10 includes a shock absorber assembly 1 and a steering assembly 2. The shock absorber assembly 1 includes an upper control arm 11, which is rotatably connected to the body. The steering assembly 2 includes a bracket 21, a steering knuckle 22, and a drive assembly 23. The bracket 21 is rotatably connected to the upper control arm 11. One end of the steering knuckle 22 is connected to the wheel 20, and the other end of the steering knuckle 22 is rotatably connected to the bracket 21. The drive assembly 23 is mounted on the bracket 21 and is drively connected to the steering knuckle 22.

[0032] refer to Figure 1 The upper control arm 11 is rotatably connected to the vehicle body and the steering knuckle 22 at both ends. The axis of rotation between the upper control arm 11 and the vehicle body is the first axis of rotation, and the axis of rotation between the upper control arm 11 and the steering knuckle 22 is the second axis of rotation. The first axis of rotation and the second axis of rotation are parallel. For example, both the first axis of rotation and the second axis of rotation are parallel to the horizontal plane. Therefore, when the vehicle is traveling on a bumpy road, the rotation of the upper control arm 11 causes the relative position between the wheel 20 and the vehicle body in the vertical direction to change continuously. That is, the wheel 20 can move relative to the vehicle body in the vertical direction, thereby reducing the vibration of the vehicle body and improving the driving experience for the occupants.

[0033] Furthermore, the bracket 21 is connected between the steering knuckle 22 and the upper control arm 11. When the vibration of the wheel 20 is transmitted to the bracket 21 through the steering knuckle 22, the bracket 21 can better transmit the impact force generated by the vibration to the upper control arm 11. Thus, the upper control arm 11 absorbs the impact force through rotation. In this way, the impact force generated by the vibration can also be reduced to be transmitted to the drive assembly 23, thereby reducing the damage to the drive assembly 23 caused by the impact force.

[0034] In addition, both the drive assembly 23 and the steering knuckle 22 are connected to the bracket 21. The drive assembly 23 can output rotational force to the steering knuckle 22 more directly, thereby driving the wheel 20 to rotate through the steering knuckle 22. For example, the wheel 20 can be directly rotated, which can reduce the turning radius of the vehicle and improve the vehicle's steering flexibility.

[0035] In addition, the steering device 10 of this application eliminates the mechanical connection with the steering column and directly outputs steering force to the wheel 20 through the drive assembly 23. For example, the drive assembly 23 may include a controller 231 and a drive motor 232. Thus, the steering demand information that was originally transmitted mechanically can be converted into a wired or wireless transmission. The rotation angle of the wheel 20 can be controlled by sending instruction information to the controller 231 to control the output rotation force of the drive motor 232.

[0036] According to the steering device 10 of this application embodiment, the drive component 23 can drive the wheel 20 to rotate in place through the steering knuckle 22, which can better reduce the turning radius of the wheel 20 and thus improve the steering flexibility of the vehicle. In addition, the bracket 21 is connected between the steering knuckle 22 and the upper control arm 11, and the impact force of the wheel 20 acting on the steering knuckle 22 can be better transmitted to the upper control arm 11 through the bracket 21, which can reduce the damage of the impact force to the drive component 23.

[0037] In some embodiments of this application, such as Figure 2 As shown, the drive assembly 23 includes: a controller 231, a drive motor 232, a reducer 233, a bearing 234, and a splined shaft 235. The controller 231 is connected to the drive motor 232 and is used to control the operation of the drive motor 232. The reducer 233 is located between the drive motor 232 and the bracket 21. The bracket 21 has mounting holes, and the bearing 234 is mounted in the mounting holes. The splined shaft 235 passes through the bearing 234, and its two ends are respectively connected to the reducer 233 and the steering knuckle 22 for transmission.

[0038] In other words, the controller 231 is directly connected to the drive motor 232. The controller 231 can receive commands and control the action of the drive motor 232. With the reducer 233, the speed and torque output of the drive motor 232 can be adjusted better, avoiding overshoot or insufficient steering force caused by the direct transmission of power from the drive motor 232 to the steering knuckle 22. This makes the steering operation more linear and smooth, especially when maneuvering at low speeds or making fine adjustments at high speeds. It can better match the driver's intention and improve the delicacy of steering control.

[0039] In terms of operational stability and reliability, the bearing 234 in the mounting hole of the bracket 21 can provide relatively stable support for the spline shaft 235, effectively reducing radial wobble when the spline shaft 235 rotates, and avoiding abnormal noise or wear caused by shaft misalignment of the spline shaft 235 during transmission. The two ends of the spline shaft 235 are respectively connected to the reducer 233 and the steering knuckle 22. Its tooth structure can realize efficient power transmission, reduce power loss, and at the same time ensure the stability of the transmission process and reduce the probability of failure.

[0040] In addition, the reducer 233 can effectively buffer the power impact between the drive motor 232 and the steering knuckle 22. The combination design of the bearing 234 and the spline shaft 235 can effectively distribute the force during the transmission process, reduce the wear rate of the components, and extend the overall service life of the drive assembly 23.

[0041] In the above-mentioned technical method, by setting up controller 231, drive motor 232, reducer 233, bearing 234 and spline shaft 235, the rotational force can be transmitted well, and the components are not prone to abnormal noise or wear, which can improve the driving effect on the wheel 20 and extend the service life of the drive assembly 23.

[0042] In some embodiments of this application, the spline shaft 235 is interference-fitted with the inner ring of the bearing 234.

[0043] In the above-mentioned technical method, the interference fit can eliminate the assembly clearance between the spline shaft 235 and the bearing 234, and prevent the spline shaft 235 from sliding relative to the inner ring of the bearing 234 when rotating at high speed or under impact. It can effectively reduce the radial runout of the spline shaft 235, further reduce abnormal noise and vibration during transmission, and has good stability. At the same time, the tight fit can distribute the force between the spline shaft 235 and the bearing 234, prevent the wear of components caused by local stress concentration, and extend the service life of both.

[0044] In some embodiments of this application, the outer ring of bearing 234 is interference-fitted with bracket 21.

[0045] In the aforementioned technical approach, the interference fit allows the outer ring of bearing 234 to form a tighter connection with the mounting hole of bracket 21, preventing the outer ring of bearing 234 from shifting or loosening within bracket 21 due to bumps and vibrations during vehicle operation. This provides better and more continuous and stable support for spline shaft 235, ensuring the accuracy of the steering transmission path. Furthermore, the tight interference fit evenly distributes the radial force and torque transmitted by spline shaft 235 to bracket 21, preventing localized stress concentration from damaging bearing 234 or bracket 21 and extending their service life. Simultaneously, the interference fit reduces frictional noise between the outer ring of bearing 234 and bracket 21, significantly improving steering smoothness and indirectly optimizing the driver's handling experience and passenger comfort.

[0046] In some embodiments of this application, such as Figure 2 As shown, the spline shaft 235 is provided with a limiting part 2351, which is used to limit the relative position of the spline shaft 235 and the steering knuckle 22.

[0047] In the aforementioned technical approach, the limiting part 2351 effectively restricts the relative position of the spline shaft 235 and the steering knuckle 22, preventing axial displacement or misalignment due to force or vibration during transmission. This ensures that the power transmitted by the spline shaft 235 is applied more precisely to the steering knuckle 22, preventing steering play or response delay caused by positional deviations and improving handling accuracy. The limiting part 2351 also reduces collisions and friction between the spline shaft 235 and the steering knuckle 22 due to excessive relative movement, reducing component wear and extending their service life.

[0048] In some embodiments of this application, such as Figure 2 As shown, the limiting part 2351 includes a limiting boss located on the outer periphery of the spline shaft 235. The limiting boss fits against the end face of the steering knuckle 22, or the steering knuckle 22 is provided with a limiting groove that corresponds to and cooperates with the limiting boss.

[0049] In other words, the limiting boss located on the outer periphery of the spline shaft 235 forms a relatively direct and stable limiting structure by fitting against the end face of the steering knuckle 22 or embedding into the limiting groove of the steering knuckle 22, which can better control the relative position between the steering knuckle 22 and the spline shaft 235. Furthermore, the fitting or groove-fitting structure simplifies the installation and positioning of the spline shaft 235, facilitates quick calibration of the assembly position of the spline shaft 235 and the steering knuckle 22, and improves assembly efficiency. At the same time, the limiting boss can directly bear the axial force between the two, avoiding excessive wear on the spline tooth surface due to concentrated force, and can effectively extend the service life of the spline shaft 235 and the steering knuckle 22.

[0050] In the above technical method, by setting a limiting boss, a more direct and stable limiting structure can be formed, which can better control the relative position between the steering knuckle 22 and the spline shaft 235. Through the above-mentioned matching method, the assembly efficiency can be improved and the service life of the spline shaft 235 and the steering knuckle 22 can be extended.

[0051] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the shock absorption assembly 1 also includes a lower control arm 12 and a shock absorber 13. The upper control arm 11 and the lower control arm 12 are spaced apart in the vertical direction. One end of the lower control arm 12 is rotatably connected to the vehicle body, and the other end of the lower control arm 12 is rotatably connected to the wheel 20. The upper end of the shock absorber 13 is connected to the vehicle body, and the lower end of the shock absorber 13 is rotatably connected to the lower control arm 12.

[0052] In other words, the upper control arm 11 and the lower control arm 12 are spaced apart in the vertical direction. Combined with the shock absorber 13, which connects to the vehicle body at the top and to the lower control arm 12 at the bottom, they can effectively absorb vibration energy and suppress bumps during vehicle operation. Especially when traversing uneven road surfaces, they can significantly reduce vehicle body sway and improve ride comfort. The coordinated support of the upper and lower control arms 12 enhances the stability of the wheels 20, preventing wheel 20 deviation during steering or braking, thus improving the accuracy of the driving trajectory. The rotating connection design between the shock absorber 13 and the lower control arm 12 can flexibly adapt to the amplitude of wheel 20 movement, further enhancing vehicle handling stability and safety.

[0053] In the aforementioned technical approach, the damping assembly 1 also includes a lower control arm 12 and a shock absorber 13, which can effectively absorb vibration energy, reduce vehicle body sway, and improve ride comfort. It also enhances the stability of the wheels 20, improving the accuracy of the driving trajectory. The rotating connection design between the shock absorber 13 and the lower control arm 12 further improves the stability and safety of vehicle handling.

[0054] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the drive assembly 23 is mounted on the upper side of the bracket 21, and the steering knuckle 22 is mounted on the lower side of the bracket 21.

[0055] In other words, the vertically distributed structure allows the driving and steering forces borne by the bracket 21 to be evenly distributed along the vertical direction, avoiding deformation or displacement of the bracket 21 caused by concentrated forces on one side. This improves the stability of the steering transmission process, reduces component wear caused by uneven force distribution, and can significantly extend the service life of the bracket 21. Furthermore, the layered installation allows for more rational planning of the space around the bracket 21, preventing interference between the drive assembly 23 and the steering knuckle 22 during operation. It also provides ample space for maintenance of each component, eliminating the need for extensive disassembly of other components during later maintenance, thus reducing maintenance difficulty and time costs.

[0056] In the above-mentioned technical approach, the vertically distributed structural design helps to evenly distribute the driving force and steering force borne by the bracket 21 in the vertical direction, which is beneficial to improve the stability of the steering transmission process. It also allows for a more reasonable planning of the space around the bracket 21, avoiding interference between the drive component 23 and the steering knuckle 22 during operation. At the same time, it provides sufficient maintenance space for each component, reducing maintenance difficulty and time costs.

[0057] This application also proposes a vehicle having the steering device 10 of the above embodiments.

[0058] According to the embodiments of this application, by providing the steering device 10 of the above embodiments, the turning radius of the wheels 20 can be reduced, thereby improving the vehicle's steering flexibility.

[0059] In some embodiments of this application, the vehicle includes a body and a plurality of wheels 20, and a plurality of steering devices 10 are provided, with the plurality of steering devices 10 corresponding to the plurality of wheels 20, and are connected in a transmission manner between the body and the wheels 20.

[0060] For example, four wheels 20 are provided, and each of the four wheels 20 is equipped with a steering device 10. The four wheels 20 are two wheels 20 on the left side of the vehicle body and two wheels 20 on the right side of the vehicle body. For ease of description, the two wheels 20 on the left side of the vehicle body are referred to as the left wheels, and the two wheels 20 on the right side of the vehicle body are referred to as the right wheels. By providing a steering device 10 for each wheel 20, the steering of the left and right wheels can be decoupled, and the turning direction and angle of the left and right wheels can be controlled independently. This enables independent steering of the four wheels and independent control, which can realize complex vehicle-level functions such as turning on the spot, vehicle crabbing, reducing the turning radius, and lateral translation.

[0061] In addition, the mechanical connection between the vehicle and the steering column in this application can be eliminated by drive-by-wire architecture. For example, information exchange and steering requirements can be executed through controller 231 and steering actuator controller 231. Of course, in order to ensure communication with the hand-feel actuator and minimize latency, CAN communication can also be used.

[0062] In addition, it should be noted that the main inventive points of this application are: 1. The mechanical connection with the steering column is eliminated, and the steering demand information originally transmitted mechanically is transformed into a wired connection. The steering actuator is controlled to control the turning angle of the wheel 20 by sending command information to the controller 231. 2. The steering device 10 independently controls a single wheel 20. The turning angle coordination between wheels 20 can be performed by a domain controller. The steering actuator is responsible for executing the execution demand and simultaneously feeding back the position information to the domain controller. 3. The steering device 10 adopts a direct-drive reduction mechanism architecture of the drive motor 232. The assembly output shaft directly drives the steering knuckle 22 to achieve steering. 4. This application uses an angular variable transmission instead of a linear variable transmission, which can solve the problem of increased end-steering force and reduced steering arm caused by traditional linear variable transmission.

[0063] The steering device 10 of this application is highly efficient, has low loss, responds quickly, has a compact overall structure, occupies little space, and is conducive to spatial arrangement.

[0064] The drive motor 232 and controller 231 can be a power pack assembly consisting of a 48V steering-dedicated dual-winding motor and a 48V dual-redundant controller 231.

[0065] The reducer 233 can adopt a cycloidal pinwheel structure or a planetary gear structure.

[0066] The power transmission part between the drive motor 232 and the reducer 233 is connected by a spline, and the housing part is fixed by mounting surface fitting and bolt fastening.

[0067] The bracket 21 is an independently designed bracket 21 that can be fitted with the bearing 234. This bracket 21 can be flexibly fitted onto the double wishbone swing arm.

[0068] Bearing 234 can be a double deep groove ball bearing 234, and the outer ring of bearing 234, bearing 234 support and connecting bracket 21 are fixed by interference fit.

[0069] The spline shaft 235 can be a double-ended spline shaft 235, with one end connected to the output shaft of the reducer 233 and the other end connected to the steering knuckle 22.

[0070] The splined shaft 235 is pressed into the inner ring of the bearing 234 by interference fit. During assembly, the splined shaft 235 and the power transmission gear shaft of the reducer 233 are connected by spline. The bracket 21 and the housing of the reducer 233 are fixed by mounting surface contact and bolt fastening.

[0071] Integrating the bearing 234 into the bracket 21 allows the bracket 21 to perform more functions, while transferring the longitudinal and lateral impact forces received by the steering knuckle 22 to the bearing 234 and the bracket 21, and then to the upper control arm 11, which can better reduce the impact on the reducer 233.

[0072] By integrating the bearing 234 onto the bracket 21, and by designing a limiting part 2351 on the splined shaft 235, which is located on the steering knuckle 22 side, the axial load can be isolated from being transmitted to the reducer 233.

[0073] By adopting a double-headed spline structure and utilizing the high load capacity and low resistance of bearing 234, the impact load and torque load are physically decoupled. This makes the reducer 233 and drive assembly 23 of steering device 10 have a single load, only needing to bear the steering load torque, which greatly reduces the design requirements of reducer 233 and drive assembly 23.

[0074] The steering device 10 and other components and operations of the vehicle according to the embodiments of this application are known to those skilled in the art and will not be described in detail here.

[0075] In the description of this specification, references to terms such as "some embodiments," "optionally," "furthermore," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0076] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A steering device (10) for a vehicle, characterized in that, The vehicle includes a body and wheels (20), and the steering device (10) is connected between the body and the wheels (20). The steering device (10) includes: The shock absorber assembly (1) includes an upper control arm (11) which is rotatably connected to the vehicle body; Steering assembly (2), the steering assembly (2) comprising: A bracket (21) is rotatably connected to the upper swing arm (11); Steering knuckle (22), one end of which is connected to the wheel (20), and the other end of which is rotatably connected to the bracket (21); A drive assembly (23) is mounted on the bracket (21) and is connected to the steering knuckle (22) in a transmission manner.

2. The steering device (10) according to claim 1, characterized in that, The drive assembly (23) includes: a controller (231), a drive motor (232), a reducer (233), a bearing (234), and a splined shaft (235). The controller (231) is connected to the drive motor (232) and is used to control the operation of the drive motor (232); The reducer (233) is located between the drive motor (232) and the bracket (21); The bracket (21) has mounting holes, and the bearing (234) is mounted in the mounting holes; The splined shaft (235) passes through the bearing (234) and its two ends are respectively connected to the reducer (233) and the steering knuckle (22).

3. The steering device (10) according to claim 2, characterized in that, The splined shaft (235) and the inner ring of the bearing (234) are interference-fitted.

4. The steering device (10) according to claim 2, characterized in that, The outer ring of the bearing (234) is interference-fitted with the bracket (21).

5. The steering device (10) according to claim 2, characterized in that, The spline shaft (235) is provided with a limiting part (2351), which is used to limit the relative position of the spline shaft (235) and the steering knuckle (22).

6. The steering device (10) according to claim 5, characterized in that, The limiting part (2351) includes a limiting boss located on the outer periphery of the spline shaft (235). The limiting boss is in contact with the end face of the steering knuckle (22), or the steering knuckle (22) is provided with a limiting groove that corresponds to and cooperates with the limiting boss.

7. The steering device (10) according to claim 1, characterized in that, The shock absorption assembly (1) also includes: The lower control arm (12) is provided with the upper control arm (11) and the lower control arm (12) spaced apart in the vertical direction. One end of the lower control arm (12) is rotatably connected to the vehicle body, and the other end of the lower control arm (12) is rotatably connected to the wheel (20). Shock absorber (13), the upper end of which is connected to the vehicle body, and the lower end of which is rotatably connected to the lower control arm (12).

8. The steering device (10) according to claim 1, characterized in that, The drive assembly (23) is mounted on the upper side of the bracket (21), and the steering knuckle (22) is mounted on the lower side of the bracket (21).

9. A vehicle, characterized in that, Includes the steering device (10) according to any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that, The vehicle includes a body and multiple wheels (20), and multiple steering devices (10) are provided. The multiple steering devices (10) are correspondingly provided with the multiple wheels (20) to be connected in a transmission manner between the body and the wheels (20).

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