Steering system, corner module, and vehicle

Abstract

The present application discloses a steering system, a corner module, and a vehicle. The steering system comprises: a steering power assembly configured to be mounted on a body of a vehicle; a steering execution assembly configured to be connected to a locomotion system of the vehicle; and a steering transmission assembly, comprising a first transmission shaft connected to the steering power assembly, a second transmission shaft connected to the steering execution assembly, and a damping device connected between the first transmission shaft and the second transmission shaft. The damping device comprises an elastic piece. The first transmission shaft and the second transmission shaft are connected to the elastic piece in the manner that the first transmission shaft and the second transmission shaft are distributed in a staggered manner along the rotating radial direction of the steering transmission assembly. The deformation of the elastic piece in the damping device can be used for absorbing the impact force in each direction, thereby filtering impact vibration in the ground in each direction, and reducing or avoiding impact load in each direction, particularly reducing or avoiding the radial load in the rotating radial direction of the steering transmission assembly.

Description

Steering system, corner module and vehicle Technical Field

[0001] The present application belongs to the technical field of electric vehicles, and in particular relates to a steering system, an angle module and a vehicle. Background Art

[0002] In related technologies, each wheel of an electric vehicle is equipped with a steering motor to enable independent steering, enabling various driving modes and better distributing the steering angle of each wheel to improve vehicle stability. However, the output shaft of the steering motor in this steering mechanism is rigidly connected to the wheel assembly. Under the action of large lateral forces, the steering motor output shaft is easily subjected to a large bending moment, which can lead to serious consequences such as steering mechanism failure and vehicle loss of control.

[0003] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute prior art known to ordinary technicians in the field.

[0004] Summary of the Invention

[0005] This application aims to at least partially address the technical problem that the rigid connection between the steering motor output shaft and the wheel assembly in the steering mechanism can easily cause the steering motor output shaft to experience significant bending moments under the action of large lateral forces, leading to serious consequences such as steering mechanism failure and vehicle loss of control. To this end, this application provides a steering system, an angle module, and a vehicle.

[0006] An embodiment of the present application provides a steering system, the steering system comprising:

[0007] a steering powertrain configured to be mounted on a body of a vehicle;

[0008] a steering actuator assembly configured to be connected to a running system of the vehicle; and

[0009] A steering transmission assembly, the steering transmission assembly including a first transmission shaft connected to the steering power assembly, a second transmission shaft connected to the steering execution assembly, and a buffer device connected between the first transmission shaft and the second transmission shaft, the buffer device including an elastic member, the first transmission shaft and the second transmission shaft being connected to the elastic member in a radially staggered distribution along the rotation direction of the steering transmission assembly.

[0010] In some embodiments, the elastic member includes a plurality of connection positions distributed along the rotational radial direction of the steering transmission assembly;

[0011] The buffer device includes a first connecting component and a second connecting component, the first connecting component is connected to more than one connecting position, the second connecting component is connected to more than one connecting position, and the first connecting component and the second connecting component are connected to the elastic member at intervals through the connecting positions.

[0012] In some embodiments, the first transmission shaft and the second transmission shaft are disposed opposite to each other on either side of the elastic member.

[0013] In some embodiments, the elastic member is in the shape of a hollow ring.

[0014] In some embodiments, the first connection component includes:

[0015] Two or more first connecting sleeves, wherein the two or more first connecting sleeves are respectively connected to the two or more connecting positions in a one-to-one correspondence;

[0016] a first connecting plate connected between two or more of the first connecting sleeves and the first transmission shaft;

[0017] The second connection component includes:

[0018] Two or more second connecting sleeves, wherein the two or more second connecting sleeves are respectively connected to the two or more connecting positions in a one-to-one correspondence;

[0019] A second connecting plate is connected between two or more second connecting sleeves and the second transmission shaft.

[0020] In some embodiments, the buffer device further comprises:

[0021] a first lining plate, the first lining plate being arranged on a side of the elastic member away from the first connecting plate and connected to the first connecting sleeve;

[0022] A second lining plate is provided on a side of the elastic member away from the second connecting plate and is connected to the second connecting sleeve.

[0023] In some embodiments, the shape of the first lining plate matches the shape of the elastic member, and the first lining plate is provided with a first avoidance hole for avoiding the second connecting sleeve;

[0024] The shape of the second lining plate matches the shape of the elastic member, and the second lining plate is provided with a second avoidance hole for avoiding the first connecting sleeve.

[0025] In some embodiments, the first lining plate is provided with a first connecting through-hole for connecting to the first connecting sleeve, and the first connecting through-hole is sunken relative to the first lining plate; the second lining plate is provided with a second connecting through-hole for connecting to the second connecting sleeve, and the second connecting through-hole is sunken relative to the second lining plate.

[0026] In some embodiments, the first connecting sleeve includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube, the two ends of the first connecting inner tube are respectively connected to the elastic member and the first connecting plate, and the two ends of the first buffer sleeve are respectively abutted against the elastic member and the first connecting plate; the two ends of the second connecting inner tube are respectively connected to the elastic member and the second connecting plate, the second connecting sleeve includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member and the second connecting plate.

[0027] In some embodiments, the steering transmission assembly further includes:

[0028] A bearing support device, the bearing support device includes a support member and at least one rotating bearing arranged on the support member, the support member is configured to be connected to the body of the vehicle, and the rotating bearing is connected to the second transmission shaft and / or the steering execution assembly.

[0029] In some embodiments, the rotating bearing includes a bearing outer ring, a bearing inner ring rotatably connected to the bearing outer ring, and a rolling body arranged between the bearing outer ring and the bearing inner ring, the bearing outer ring and the support member are an integral structure, and the bearing inner ring is connected to the second transmission shaft and / or the steering execution assembly.

[0030] In some embodiments, the rotary bearing is a double row angular contact ball bearing.

[0031] An embodiment of the present application further proposes a corner module, which includes a walking system and the above-mentioned steering system. The walking system includes a wheel assembly, and the wheel assembly is connected to the steering execution assembly in the steering system.

[0032] In some embodiments, the rotation axis of the steering transmission assembly in the steering system coincides with the ground contact point of the wheel assembly and is perpendicular to the ground.

[0033] An embodiment of the present application further provides a vehicle, comprising the above-mentioned corner module.

[0034] The embodiments of the present application have at least the following beneficial effects:

[0035] The above-mentioned steering system, by arranging a steering transmission assembly with a buffer device between the steering power assembly and the steering execution assembly, can absorb directional impact forces by utilizing the deformation of the elastic parts in the buffer device, thereby filtering out directional impact vibrations of the ground, reducing or avoiding directional impact loads, and especially reducing or avoiding the load in the rotational radial direction of the steering transmission assembly. In other words, it can reduce the bending moment exerted on the steering power assembly, effectively avoid the occurrence of serious consequences such as steering system failure and vehicle loss of control, and improve the safety of the steering system and the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, a brief introduction will be given below to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0037] FIG1 shows a three-dimensional structural diagram of a buffer device in a steering system according to an embodiment of the present application;

[0038] FIG2 shows a cross-sectional view of the buffer device in FIG1 ;

[0039] FIG3 shows a cross-sectional view of the connection between the bearing support device and the buffer device in the steering system according to an embodiment of the present application;

[0040] FIG4 shows a front view of a corner module in an embodiment of the present application;

[0041] FIG. 5 shows a left side view of the corner module of FIG. 4 .

[0042] Figures: 10, vehicle body; 100, steering power assembly; 110, steering motor; 120, steering reduction mechanism; 121, first yoke; 122, output shaft of steering reduction mechanism; 200, steering execution assembly; 210, steering arm; 220, guide sleeve; 230, guide rod; 240, hydraulic shock absorber and coil spring; 300, steering transmission assembly; 310, first transmission shaft; 320, second transmission shaft; 330, buffer device; 331, elastic member; 332, first connecting sleeve ; 333. First connecting plate; 334. Second connecting sleeve; 335. Second connecting plate; 336. First lining plate; 337. Second lining plate; 338. Fastener; 340. Bearing support device; 341. Bearing outer ring; 342. Bearing inner ring; 343. Rolling element; 324. Drive shaft fixing part; 325. First sealing ring; 326. Second sealing ring; 400. Wheel assembly; 500. Drive assembly; 600. Brake assembly; 610. Brake disc; 620. Brake caliper. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0044] In addition, this application may repeat reference numbers and / or reference letters in different examples. This repetition is for the purpose of simplicity and clarity and does not in itself indicate the relationship between the various embodiments and / or settings discussed. In addition, this application provides examples of various specific processes and materials, but those of ordinary skill in the art will recognize the application of other processes and / or the use of other materials.

[0045] The present application is described below with reference to specific embodiments and with reference to the accompanying drawings:

[0046] An embodiment of the present application provides a steering system, as shown in Figures 1 to 5, which includes a steering powertrain 100, a steering actuator assembly 200, and a steering transmission assembly 300. The steering powertrain 100 is configured to be mounted on a vehicle body 10; the steering actuator assembly 200 is configured to be connected to the vehicle's travel system; the steering transmission assembly 300 includes a first transmission shaft 310 connected to the steering powertrain 100, a second transmission shaft 320 connected to the steering actuator assembly 200, and a buffer device 330 connected between the first transmission shaft 310 and the second transmission shaft 320. The buffer device 330 includes an elastic member 331, and the first transmission shaft 310 and the second transmission shaft 320 are connected to the elastic member 331 in a staggered distribution along the rotational radial direction of the steering transmission assembly 300.

[0047] In the steering system of the present application, as shown in Figures 1 to 5, a steering transmission assembly 300 having a buffer device 330 is provided between the steering power assembly 100 and the steering execution assembly 200. The deformation of the elastic member 331 in the buffer device 330 can be used to absorb directional impact forces, thereby filtering directional impact vibrations of the ground, reducing or avoiding directional impact loads, and especially reducing or avoiding the load in the rotational radial direction of the steering transmission assembly 300. That is to say, the bending moment exerted on the steering power assembly 100 can be reduced, effectively avoiding the occurrence of serious consequences such as steering system failure and vehicle loss of control, and improving the safety of the steering system and the vehicle.

[0048] In vehicles such as electric vehicles, a steering mechanism is used to achieve the vehicle's steering function by driving the wheel assembly 400 to steer via a steering motor 110. In this type of steering mechanism, each wheel is independently equipped with a steering motor 110, so that each wheel can achieve independent steering, enabling various driving modes and better distributing the turning angle of each wheel to improve vehicle driving stability. The output shaft of the steering motor 110 in this type of steering mechanism is rigidly connected to the wheel assembly 400 directly or through a reducer, and the steering motor 110 directly transmits the steering rotational motion to the wheel assembly 400. At the same time, this type of steering mechanism is different from the suspension structure of the transmission, and often does not have a suspension guide rod 230 system bushing or other vibration isolation and buffering components, and can often only filter the vertical impact of the road surface through the shock absorber. However, due to the complex and changeable road conditions, road impacts come from all directions. Road impacts in all directions will be transmitted to the reducer, steering motor 110 and vehicle body 10 of the steering mechanism. Road impacts in all directions will generate a large radial load of steering rotation motion on the steering mechanism, which can easily cause the reducer components to get stuck and the steering motor 110 to stall and fail. In particular, under the action of large lateral forces, the output shaft of the steering motor 110 is easily subjected to a large bending moment, resulting in serious consequences such as failure of the steering mechanism and loss of vehicle control.

[0049] For example, in a distributed independent steering system actuator of the related art, when the driver turns the steering wheel, the torque motor reducer assembly outputs a torque, which is transmitted through the steering drive shaft to the large-diameter disc bearing inner ring 342. The large-diameter bearing inner ring 342 is connected to the wheel cross plate. The torque is then transmitted to the wheel cross plate. The torque is then transmitted to the linear bearing seat through two guide rods 230 fixed between the wheel cross plate and the linear bearing seat. The linear bearing seat is directly connected to the wheel assembly 400. Therefore, this torque causes the wheel assembly 400 to produce a corresponding rotation angle, realizing the steering function of the vehicle. In this distributed independent steering system actuator, the steering torque transmission structure of the steering motor 110 is rigidly connected, without any vibration damping and buffering mechanism in between. The lateral and longitudinal impact forces transmitted from the road surface to the steering mechanism are directly transmitted to the steering reducer and the steering motor 110, which can easily cause problems such as the reducer getting stuck and the steering motor 110 being blocked. This is extremely detrimental to the service life of the steering motor 110 and the reducer, and affects the safety of vehicle use.

[0050] For example, in a related art, a kingpin zero-offset, wire-controlled, independently driven and steered vehicle travel mechanism is composed of wheel components, suspension components, and steering components. The steering components are composed of a kingpin assembly and a steering vertical shaft assembly. The kingpin assembly includes a steering motor 110, a reducer, a reducer output flange, an internal spline flange, a kingpin sleeve, a kingpin, an encoder, a photoelectric sensor, a tapered roller bearing, and a round locking nut. The kingpin is installed in the kingpin sleeve via two tapered roller bearings. The shoulder at the lower end of the kingpin contacts the lower end face of the inner ring of one tapered roller bearing. The upper end face of the outer ring of the tapered roller bearing contacts the lower end face of the lower flange of the inner wall of the kingpin sleeve. The lower end face of the outer ring of the other tapered roller bearing contacts the upper end face of the middle flange of the inner wall of the kingpin sleeve. The upper end face of the inner ring of the tapered roller bearing contacts the lower end face of the round locking nut. The steering motor 110 and the reducer are in contact with each other. The reducer is fixedly connected to the upper end surface of the kingpin sleeve in sequence. The output end of the reducer and the reducer output flange are fixedly connected by bolts. The reducer output flange and the internal spline flange are fixedly connected by bolts and locating pins. The internal spline flange is mounted on the upper end of the kingpin. The encoder disk is mounted on the transition shaft at the lower end of the kingpin. The kingpin, encoder disk, and steering vertical shaft assembly are fixedly connected by bolts. The axial symmetry lines of the steering motor 110, reducer, kingpin sleeve, kingpin, and encoder disk are collinear. The steering vertical shaft assembly includes a main steering arm 210, two identical steering vertical shafts, an upper spacer plate, and a lower spacer plate. The left end of the main steering arm 210 is fixedly connected to the lowest end of the kingpin, while the right end of the main steering arm 210 is fixedly connected to the upper ends of two identically structured steering shafts. The axis of symmetry of the two identically structured steering shafts is perpendicular to the bottom end surface of the main steering arm 210. The upper and lower spacer plates are fixedly connected to the middle and lower ends of the two identically structured steering shafts, respectively. The axis of symmetry of the two identically structured steering shafts is parallel to the axis of symmetry of the kingpin. In other words, the steering motor 110 in the steering assembly drives the kingpin through a speed reducer to steer the wheels. During steering, all components and parts connected to the kingpin participate in the steering process, allowing a single wheel to steer at any angle. The main steering arm 210 of the steering mechanism is rigidly connected to the kingpin, and the kingpin is rigidly connected to the steering reducer output flange through an internal spline flange. There is no vibration damping and buffering mechanism in the middle. Therefore, the lateral and longitudinal impact force of the road surface will be directly transmitted to the steering reducer and the steering motor 110, which may easily lead to problems such as the reducer getting stuck and the steering motor 110 being blocked. This is extremely detrimental to the service life of the steering motor 110 and the reducer, and affects the safety of vehicle use.

[0051] In response to the above-mentioned problems existing in the steering mechanism in the related art, an embodiment of the present application proposes a steering system, as shown in Figures 1 to 2, a buffer device 330 is introduced into the steering system, so that the first transmission shaft 310 and the second transmission shaft 320 in the buffer device 330 are connected to the elastic member 331 in the buffer device 330 in a manner of staggered distribution along the rotation radial direction of the steering transmission assembly 300. When the wheel assembly 400 in the traveling system is impacted by the road surface, the road surface impact in various directions is transmitted in sequence to the steering execution assembly 200, the steering transmission assembly 300 and the transmission power assembly through the wheel assembly 400 of the traveling system. When being transmitted to the steering transmission assembly 300, since the first transmission shaft 310 and the second transmission shaft 320 are connected to the elastic member 331 in a staggered distribution along the rotational radial direction of the steering transmission assembly 300, when the impact transmitted by the second transmission shaft 320 to the elastic member 331 is transmitted to the first transmission shaft 310 through the elastic member 331, the elastic member 331 in the buffer device 330 is deformed by the road surface impact in various directions. The deformation of the elastic member 331 buffers and absorbs the road surface impact in various directions, especially reduces the impact load in the rotational radial direction of the steering transmission assembly 300, so that the road surface impact in various directions received by the steering power assembly 100 is reduced or even eliminated, so as to avoid the steering power assembly 100 from causing the reducer to be stuck and the steering motor 110 to be damaged. The steering motor 110 and the reducer can be extended in service life and the safety of the vehicle can be improved.

[0052] In the above-mentioned embodiment of the present application, the road impact is filtered by the buffer device 330, which can reduce the adverse effects on the NVH (Noise, Vibration, Harshness) of the vehicle.

[0053] In the above-mentioned embodiment of the present application, the buffer device 330 can reduce the impact vibration of the steering system, and at the same time reduce the impact vibration of the vehicle, which can reduce the adverse effects on the reliability and durability of the vehicle and its components.

[0054] In the above-mentioned embodiment of the present application, by adding a buffer device 330 to the steering transmission assembly 300, the assembly tolerance capability of the steering system can be improved, and the assembly coaxiality deviation between the output shaft / first transmission shaft 310 of the steering power assembly 100 and the steering arm 210 / second transmission shaft 320 of the steering execution assembly 200 can be absorbed by the deformation of the elastic member 331 of the buffer device 330 without affecting the steering movement.

[0055] In related technologies, the development of steering systems, corner modules, etc. towards higher integration is often accompanied by the problem of high overall after-sales maintenance costs.

[0056] In the above-mentioned embodiment of the present application, the steering powertrain 100, the steering execution assembly 200 and the steering transmission assembly 300 in the steering system are formed into three relatively independent functional modules, that is, the structures and functions of the steering powertrain 100, the steering execution assembly 200 and the steering transmission assembly 300 are relatively independent, which not only facilitates the repair and treatment of local faults and reduces after-sales costs, but also facilitates the standardization of various functional modules among various vehicle models and / or platforms, so as to reduce the preparation costs of various vehicle models and improve the economic benefits of the entire vehicle.

[0057] In some embodiments, as shown in Figures 4 and 5, the steering powertrain 100 may include a steering motor 110 and a steering reduction mechanism 120. Optionally, the steering powertrain 100 further includes a steering controller. The output shaft of the steering motor 110 is connected to the steering reduction mechanism 120. The output shaft of the steering motor 110 may be connected to the steering reduction mechanism 120 via a spline, or may be connected to the steering reduction mechanism 120 after changing the rotation direction via a worm gear. The steering reduction mechanism 120 is connected to the first transmission shaft 310. The output shaft 122 of the steering reduction mechanism may be connected to the first transmission shaft 310 via a spline, or may be connected to the first transmission shaft 310 via a first yoke 121. For example, the first yoke 121 and the first transmission shaft 310 may be welded together.

[0058] In some embodiments, as shown in Figures 4 and 5 , the steering controller can control the steering motor 110 so that the steering motor 110 outputs torque and rotation angle as required, and transmits the torque and rotation angle to the first transmission shaft 310 in a predetermined ratio via the steering reduction mechanism 120. A buffer device 330 is provided between the first transmission shaft 310 and the second transmission shaft 320. The buffer device 330 absorbs impact from the road surface in all directions by deforming an elastic member 331, thereby preventing impact loads from being transmitted to the steering power assembly 100, particularly loads in the radial direction relative to the rotation of the steering power assembly 300.

[0059] In some embodiments, as shown in Figures 4 and 5, the steering actuator assembly 200 is connected between the second transmission shaft 320 and the wheel assembly 400 of the travel system. The steering actuator assembly 200 may include a steering arm 210 and a steering knuckle connected to the steering arm 210. The steering arm 210 is configured to be connected to the second transmission shaft 320, and the steering knuckle is configured to be connected to the wheel assembly 400, and the steering knuckle can be fixed to the wheel assembly 400.

[0060] In some embodiments, as shown in Figures 4 and 5, the steering arm 210 may include an upper steering arm and a lower steering arm. The upper steering arm is configured to connect to the second transmission shaft 320, and the lower steering arm is configured to connect to the steering knuckle. The upper steering arm may be provided with a guide outer sleeve, and the lower steering arm may be provided with a guide rod 230 that matches the guide outer sleeve. The guide rod 230 is accommodated in the guide outer sleeve and can move relative to the guide outer sleeve. The axial directions of the guide outer sleeve and the guide rod 230 are parallel to the rotational axis of the steering transmission assembly 300. The steering arm 210 adopts a split structure of the upper steering arm and the lower steering arm, allowing the upper and lower steering arms to be detachably connected via the guide outer sleeve and the guide rod 230. This facilitates assembly of the steering actuator assembly 200 and reduces subsequent maintenance costs.

[0061] In some other embodiments, the steering upper arm may be provided with a guide outer rod, and correspondingly, the steering lower arm is provided with a guide outer sleeve matching the guide rod 230, so that the guide rod 230 is accommodated in the guide outer sleeve and can move relative to the guide outer sleeve, and a split structure of the steering upper arm and the steering lower arm can also be realized. The function of this steering arm 210 structure is the same as that of the above embodiment and will not be repeated here.

[0062] In some embodiments, as shown in Figures 4 and 5, the steering actuator assembly 200 further includes a shock absorber device, which is disposed between the steering upper arm and the steering lower arm, or between the steering arm 210 and the steering knuckle. The shock absorber device is used to absorb and attenuate vertical impacts (impacts perpendicular to the ground) transmitted from the road surface to the steering actuator assembly 200. Optionally, the shock absorber device includes a hydraulic shock absorber and a coil spring 240. The upper eye of the hydraulic shock absorber can be fixed to the steering arm 210 / the steering upper arm, and the lower eye of the hydraulic shock absorber can be fixed to the steering knuckle / the steering lower arm. The hydraulic shock absorber can be provided with an upper spring seat and a lower spring seat. The coil spring is wound around the outside of the dust cover of the hydraulic shock absorber and is located between the upper and lower spring seats. When a vertical impact occurs, the coil spring compresses and stores the impact energy. The shock absorber device dissipates the stored energy as heat through the hydraulic shock absorber, effectively attenuating the vertical impact transmitted from the road surface to the steering arm 210.

[0063] In some embodiments, the structure of the shock absorbing device can also be combined with a vibration generator structure, so that the shock absorbing device can convert the impact energy into electrical energy while attenuating the vertical impact transmitted from the road surface to the steering arm 210, thereby improving the energy recovery rate.

[0064] In some embodiments, as shown in FIG. 4 and FIG. 5 , a sliding bearing may be provided between the guide outer sleeve and the guide rod 230 to make the relative movement between the guide outer sleeve and the guide rod 230 smoother.

[0065] In some embodiments, as shown in Figures 4 and 5, the guide outer sleeve can adopt a double guide outer sleeve structure. Accordingly, the guide rod 230 adopts a double guide rod 230 structure. By accommodating the double guide rod 230 in the double guide sleeve 220, the guide rod 230 and the guide sleeve 220 can be prevented from rotating in the radial direction of the steering transmission assembly 300, so that the transmission execution assembly can effectively perform the steering action.

[0066] In some embodiments, the running system can be connected to the vehicle body 10 through the steering actuator assembly 200. While being configured to perform steering actions, the steering actuator assembly 200 can also be used as a suspension to transmit forces and torques between the wheels and the vehicle body 10.

[0067] In the above-described embodiment of the present application, the steering transmission assembly has a road excitation buffering function and is primarily configured to buffer road impacts in the radial direction of rotation of the steering transmission assembly 300. The steering actuator assembly 200 can be provided with a shock-absorbing device to provide a road excitation buffering function, primarily for vertical road impacts (the axis of rotation of the steering transmission assembly 300). Through the steering transmission assembly and steering actuator assembly 200, the steering system can effectively buffer ground impacts in all directions, reducing the impact of ground impacts on the steering system and vehicle body 10, effectively protecting the steering system from all-directional impacts, and effectively reducing vibrations of the vehicle body 10.

[0068] As an optional embodiment, as shown in Figures 1 and 2, the elastic member 331 includes a plurality of connection positions distributed along the rotation radial direction of the steering transmission assembly 300; the buffer device 330 includes a first connection component and a second connection component, the first connection component is connected to more than one connection position, and the second connection component is connected to more than one connection position, and the first connection component and the second connection component are connected to the elastic member 331 at intervals through the connection positions.

[0069] In some embodiments, as shown in Figures 1 and 2, the first transmission shaft 310 can be connected to the connecting position on the elastic member 331 through a first connecting component, and the second transmission shaft 320 can be connected to the connecting position on the elastic member 331 through a second connecting component; at the same time, the first connecting component and the second connecting component are connected to the elastic member 331 at intervals through the connecting position to change the relative position of the connecting position between the first transmission shaft 310 and the elastic member 331 and the first transmission shaft 310, and the relative position of the connecting position between the second transmission shaft 320 and the elastic member 331 and the second transmission shaft 320, so that the first transmission shaft 310 and the second transmission shaft 320 can be connected to the elastic member 331 in a staggered distribution along the rotational radial direction of the steering transmission assembly 300, so that the part of the elastic member 331 between the first transmission shaft 310 and the second transmission shaft 320 can have a deformation amount in the rotational radial direction of the steering transmission assembly 300. When the wheel assembly 400 in the walking system is impacted by the road surface, the road surface impact can be transmitted to the second transmission shaft 320. The impact load received by the second transmission shaft 320 can be transmitted to the elastic member 331 through the second connecting component. Since the first connecting component and the second connecting component are connected to the elastic member 331 at intervals through the connecting position, the elastic member 331 can be deformed when the interval between the first connecting component and the second connecting component is impacted. The deformation of this part can absorb and buffer part or all of the impact load, and the impact load transmitted to the first transmission shaft 310 will be reduced or even disappear, thereby reducing or even eliminating the impact load received by the steering powertrain 100 connected to the first transmission shaft 310, so as to avoid problems such as the reducer getting stuck and the steering motor 110 being blocked in the steering powertrain 100, thereby extending the service life of the steering motor 110 and the reducer and improving the safety of vehicle use.

[0070] As an optional implementation, as shown in FIG. 1 and FIG. 2 , the first transmission shaft 310 and the second transmission shaft 320 are disposed opposite to each other on both sides of the elastic member 331 .

[0071] In some embodiments, as shown in Figures 1 and 2, the first transmission shaft 310 and the second transmission shaft 320 are positioned opposite each other on either side of an elastic member 331, ensuring that the first transmission shaft 310 and the second transmission shaft 320 rotate coaxially. Furthermore, the elastic member 331 improves the assembly tolerance between the steering power assembly 100 and the steering actuator assembly 200. The deformation of the elastic member 331 aligns the rotational axes of the steering power assembly 100 and the first transmission shaft 310, and the steering actuator assembly 200 and the second transmission shaft 320, thereby enabling the transmission of steering force.

[0072] As an optional implementation, as shown in FIG. 1 and FIG. 2 , the elastic member 331 is in a hollow ring shape.

[0073] In some embodiments, as shown in Figures 1 and 2, the elastic member 331 is hollow-ring-shaped. The hollow portion of the elastic member 331 can reduce the overall rigidity of the elastic member 331, which is beneficial for the elastic member 331 to undergo radial deformation when subjected to an impact load in the rotational radial direction of the steering transmission assembly 300, thereby improving the elastic member 331's ability to absorb the impact load and reducing or avoiding the transmission of the impact load to the first transmission shaft 310.

[0074] As an optional embodiment, as shown in Figures 1 and 2, the first connecting assembly includes two or more first connecting sleeves 332 and a first connecting plate 333, and the second connecting assembly includes two or more second connecting sleeves 334 and a second connecting plate 335. The two or more first connecting sleeves 332 are respectively connected to the two or more connecting positions in a one-to-one correspondence, and the first connecting plate 333 is connected between the two or more first connecting sleeves 332 and the first transmission shaft 310; the two or more second connecting sleeves 334 are respectively connected to the two or more connecting positions in a one-to-one correspondence, and the second connecting plate 335 is connected between the two or more second connecting sleeves 334 and the second transmission shaft 320.

[0075] In some embodiments, as shown in Figures 1 and 2, the first transmission shaft 310 can be connected to more than two first connecting sleeves 332 through a first connecting plate 333, and the more than two first connecting sleeves 332 are respectively connected to more than two connecting positions in a one-to-one correspondence, that is, the first transmission shaft 310 is connected to more than two connecting positions on the elastic member 331, which can make the transmission of the first transmission shaft 310 and the elastic member 331 in the rotation radial direction of the steering transmission assembly 300 more balanced and stable; similarly, the second transmission shaft 320 can be connected to more than two second connecting sleeves 334 through a second connecting plate 335, and the more than two second connecting sleeves 334 are respectively connected to more than two connecting positions in a one-to-one correspondence, that is, the second transmission shaft 320 is connected to more than two connecting positions on the elastic member 331, which can make the transmission of the second transmission shaft 320 and the elastic member 331 in the rotation radial direction of the steering transmission assembly 300 more balanced and stable.

[0076] In the above embodiment, as shown in Figures 1 and 2, the corresponding connection positions of the two or more first connecting sleeves 332 and the corresponding connection positions of the two or more second connecting sleeves 334 are distributed on the elastic member 331 at intervals, so that the two or more first connecting sleeves 332 and the two or more second connecting sleeves 334 can be connected to the elastic member 331 in a staggered manner. In other words, the first transmission shaft 310 is connected to the two or more connection positions on the elastic member 331 via the two or more first connecting sleeves 332, and the second transmission shaft 320 is connected to the two or more connection positions on the elastic member 331 via the two or more second connecting sleeves 334. The connection positions of the first transmission shaft 310 and the elastic member 331 and the connection positions of the second transmission shaft 320 and the elastic member 331 are staggered on the elastic member 331, so that the first transmission shaft 310 and the second transmission shaft 320 can be connected to the elastic member 331 in a staggered distribution. Overall, in the radial direction of rotation of the steering transmission assembly 300, the first transmission shaft 310 and the second transmission shaft 320 are connected by an elastic member 331. The deformation of the elastic member 331 can absorb / filter the impact load in the radial direction of rotation of the steering transmission assembly 300, thereby reducing the impact load in the radial direction of rotation of the steering transmission assembly 300 transmitted from the second transmission shaft 320 to the first transmission shaft 310. In the axial direction of rotation of the steering transmission assembly 300, the first transmission shaft 310 and the second transmission shaft 320 are connected in sequence through the first connecting plate 333, the first connecting sleeve 332, the second lining plate 337, the elastic member 331, the first lining plate 336, the second connecting sleeve 334 and the second connecting plate 335. The staggered connection between the first connecting sleeve 332, the second connecting sleeve 334 and the elastic member 331, the clamping connection between the first connecting sleeve 332 and the first lining plate 336 and the elastic member 331, and the clamping connection between the second connecting sleeve 334 and the second lining plate 337 and the elastic member 331 make the structure of the buffer device 330 in the axial direction of rotation of the steering transmission assembly 300 relatively stable and not easy to deform, which can better keep the structure of the buffer device 330 stable and balanced during rotation.

[0077] In some embodiments, the first transmission shaft 310 and the first connecting plate 333 may be fixed together by welding, and the second transmission shaft 320 and the second connecting plate 335 may be fixed together by welding.

[0078] In some other embodiments, an interference fit connection or other connection method may be used between the first transmission shaft 310 and the first connecting plate 333, and an interference fit connection or other connection method may be used between the second transmission shaft 320 and the second connecting plate 335. However, it is necessary to ensure that relative rotation cannot occur between the first transmission shaft 310 and the first connecting plate 333 in the rotation radial direction of the steering transmission assembly 300, and that relative rotation cannot occur between the second transmission shaft 320 and the second connecting plate 335 in the rotation radial direction of the steering transmission assembly 300.

[0079] As an optional embodiment, as shown in FIG1 and FIG2 , the buffer device 330 further includes:

[0080] A first lining plate 336 , which is disposed on a side of the elastic member 331 away from the first connecting plate 333 and connected to the first connecting sleeve 332 ;

[0081] The second lining plate 337 is disposed on a side of the elastic member 331 away from the second connecting plate 335 and is connected to the second connecting sleeve 334 .

[0082] In some embodiments, as shown in Figures 1 and 2, a first lining plate 336 is provided on the side of the elastic member 331 away from the first connecting plate 333, and the first connecting sleeve 332 is connected to the first lining plate 336 and the first connecting plate 333 at the same time. At the same time, a second lining plate 337 is provided on the side of the elastic member 331 away from the second connecting plate 335, and the second connecting sleeve 334 is connected to the second lining plate 337 and the second connecting sleeve 334 is connected to the second connecting plate 335 at the same time. That is to say, the two ends of the first connecting sleeve 332 are respectively connected to the first lining 336 and the first connecting plate 333. At the same time, the two ends of the second connecting sleeve 334 are respectively connected to the second lining 337 and the second connecting plate 335. Through the connection between the first connecting sleeve 332 and the second connecting sleeve 334, the elastic member 331 can be pressed between the first lining 336 and the second lining 337, so that the elastic member 331 is mainly deformed in the radial direction of rotation of the steering transmission assembly 300, reducing the deformation of the elastic member 331 in the axial direction of rotation of the steering transmission assembly 300. When the elastic member 331 buffers and absorbs road impact, the transmission in the radial direction of rotation of the steering transmission assembly 300 can be better carried out, avoiding the deviation between the rotation direction of the first transmission shaft 310 and the rotation direction of the second transmission shaft 320.

[0083] In the above embodiment, the first lining plate 336 and the second lining plate 337 are rigid plates. For example, the first lining plate 336 and the second lining plate 337 can be metal plates respectively.

[0084] As an optional embodiment, as shown in FIG1 and FIG2 , the shape of the first lining plate 336 matches the shape of the elastic member 331 , and the first lining plate 336 is provided with a first avoidance hole for avoiding the second connecting sleeve 334 ;

[0085] The shape of the second lining plate 337 matches that of the elastic member 331 , and the second lining plate 337 defines a second avoidance hole for avoiding the first connecting sleeve 332 .

[0086] In some embodiments, as shown in Figures 1 and 2, by matching the shape of the first lining plate 336 with the shape of the elastic member 331 and the shape of the second lining plate 337 with the shape of the elastic member 331, the contact area between the first lining plate 336, the second lining plate 337, and the elastic member 331 can be increased, thereby improving the position limiting and supporting effect of the first lining plate 336, the second lining plate 337 on the elastic member 331 in the axial direction of the steering transmission assembly 300. By providing a first avoidance hole in the first lining plate 336 for avoiding the second connecting sleeve 334, the second connecting sleeve 334 can be avoided through the first avoidance hole, thereby preventing the second connecting sleeve 334 from connecting to the first lining plate 336. Similarly, by providing a second avoidance hole in the second lining plate 337 for avoiding the first connecting sleeve 332, the first connecting sleeve 332 can be avoided through the second avoidance hole, thereby preventing the first connecting sleeve 332 from connecting to the second lining plate 337.

[0087] In the above embodiment, if the first connecting sleeve 332 is connected to the second lining plate 337, the second lining plate 337 will fix the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 due to the connection between the second connecting sleeve 334 and the second lining plate 337. Alternatively, if the second connecting sleeve 334 is connected to the first lining plate 336, the second lining plate 337 will fix the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 due to the connection between the first connecting sleeve 332 and the first lining plate 336. When the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 is fixed, the portion of the elastic member 331 located between the first connecting sleeve 332 and the second connecting sleeve 334 will not deform under the action of the impact load and will be unable to absorb the impact load, resulting in the buffer device 330 losing its buffering effect.

[0088] As an optional embodiment, as shown in Figures 1 and 2, the first lining plate 336 is provided with a first connecting through hole for connecting to the first connecting sleeve 332, and the first connecting through hole is sunken relative to the first lining plate 336; the second lining plate 337 is provided with a second connecting through hole for connecting to the second connecting sleeve 334, and the second connecting through hole is sunken relative to the second lining plate 337.

[0089] In some embodiments, as shown in Figures 1 and 2, the first connecting through-hole is configured to allow the first connecting sleeve 332 to pass through, thereby enabling the first connecting sleeve 332 to be connected to the first lining plate 336. For example, after passing through the first connecting through-hole, the first connecting sleeve 332 can be connected and fixed with the fastener 338, thereby connecting and fixing the first connecting sleeve 332 to the first lining plate 336. Simultaneously, by lowering the first connecting through-hole relative to the first lining plate 336, the lowered first connecting through-hole can mate with the flange surface of the fastener 338, thereby securing and restricting the relative position of the first lining plate 336 and the first connecting sleeve 332 by the fastener 338, thereby preventing relative movement between the first lining plate 336 and the first connecting sleeve 332. Similarly, the second connecting through-hole is configured to allow the second connecting sleeve 334 to pass through, thereby enabling the second connecting sleeve 334 to be connected to the second lining plate 337. For example, after passing through the second connecting through-hole, the second connecting sleeve 334 can be connected and fixed with the fastener 338, thereby connecting and fixing the second connecting sleeve 334 to the second lining plate 337. At the same time, by sinking the second connecting through-hole relative to the second lining plate 337, the sunken second connecting through-hole can be matched with the flange surface of the fastener 338, so that the relative position of the second lining plate 337 and the second connecting sleeve 334 can be fixed and restricted by the fastener 338, thereby preventing relative movement between the second lining plate 337 and the second connecting sleeve 334.

[0090] In some embodiments, as shown in Figures 1 and 2, the first lining plate 336 can be connected to the first connecting plate 333 through the first connecting sleeve 332, and the second lining plate 337 can be connected to the second connecting plate 335 through the second wheel connecting sleeve. The elastic member 331 can be clamped between the first lining plate 336 and the second lining plate 337, and the elastic member 331 can be pressed by the first lining plate 336 and the second lining plate 337.

[0091] As an optional embodiment, as shown in Figures 1 and 2, the first connecting sleeve 332 includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube, the two ends of the first connecting inner tube are respectively connected to the elastic member 331 and the first connecting plate 333, and the two ends of the first buffer sleeve are respectively abutted against the elastic member 331 and the first connecting plate 333; the two ends of the second connecting inner tube are respectively connected to the elastic member 331 and the second connecting plate 335, the second connecting sleeve 334 includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member 331 and the second connecting plate 335.

[0092] In some embodiments, as shown in Figures 1 and 2, the first connecting sleeve 332 includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube. The two ends of the first connecting inner tube can be respectively connected to the first connecting plate 333 and the first lining plate 336 by fasteners 338. At the same time, the two ends of the first buffer sleeve are respectively abutted against the elastic member 331 and the first connecting plate 333, so that a certain distance can be maintained between the elastic member 331 and the first connecting plate 333; similarly, the second connecting sleeve 334 includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube. The two ends of the second connecting inner tube can be respectively connected to the second connecting plate 335 and the first lining plate 336 by fasteners 338. At the same time, the two ends of the second buffer sleeve are respectively abutted against the elastic member 331 and the second connecting plate 335, so that a certain distance can be maintained between the elastic member 331 and the second connecting plate 335. A buffer portion can be formed in which the first connecting sleeve 332 and the first lining plate 336 are clamped on both sides of the elastic member 331, and the second connecting sleeve 334 and the second lining plate 337 are clamped on both sides of the elastic member 331. When the buffer portion is subjected to an impact load transmitted by the second transmission shaft 320 through the second connecting plate 335, the second connecting sleeve 334 acts on the two connecting positions of the elastic member 331. These two connecting positions are spaced apart from the corresponding connecting positions of the first connecting sleeve 332. Therefore, a certain deformation can be generated in the elastic member 331 in the spaced portion, and the impact load transmitted to the first connecting sleeve 332 will be greatly reduced or even disappear, thereby reducing the impact load on the first connecting plate 333 and the first transmission shaft 310.

[0093] In addition, the structure in which the first connecting sleeve 332 and the first lining plate 336 are clamped on both sides of the elastic member 331, and the second connecting sleeve 334 and the second lining plate 337 are clamped on both sides of the elastic member 331, increases the static friction between the first connecting sleeve 332, the second connecting sleeve 334 and the elastic member 331, so that when the elastic member 331 is subjected to impact loads in all directions, the elastic member 331 can maintain structural stability in the rotational axis of the steering transmission assembly 300.

[0094] In some embodiments, as shown in Figures 1 and 2, the first connecting inner tube and the second connecting inner tube can be made of metal. The first connecting inner tube can be connected to the first connecting plate 333 and the first lining plate 336 at both ends using nuts as fasteners 338, and the second connecting inner tube can be connected to the second connecting plate 335 and the second lining plate 337 at both ends using nuts as fasteners 338.

[0095] In some embodiments, the elastic member 331 may be made of a rubber material, such as vulcanized rubber, so that the elastic member 331 can have a certain deformation amount while maintaining a certain strength.

[0096] In some embodiments, the first buffer sleeve and the second buffer sleeve can also be made of rubber material, for example, vulcanized rubber, so that the first buffer sleeve can be more stably supported between the first connecting plate 333 and the elastic member 331, and the second buffer sleeve can be more stably supported between the second connecting plate 335 and the elastic member 331.

[0097] As an optional embodiment, as shown in FIG3 to FIG5 , the steering transmission assembly 300 further includes:

[0098] The bearing support device 340 includes a support member and at least one rotating bearing arranged on the support member, the support member is used to be connected to the vehicle body 10, and the rotating bearing is connected to the second transmission shaft 320 and / or the steering execution assembly 200.

[0099] In some embodiments, as shown in Figures 3 to 5, the steering transmission assembly 300 may further include a bearing support device 340, the support member of the bearing support device 340 is used to connect to the vehicle body 10, the second transmission shaft 320 and / or the steering execution assembly 200 is connected to the rotating bearing, and can be supported on the support member through the rotating bearing, and then supported on the vehicle body 10 through the support member, and the weight of the second transmission shaft 320 and / or the steering execution assembly 200 is borne by the vehicle body 10.

[0100] In some embodiments, the second transmission shaft 320 and the steering execution assembly 200 can be respectively connected to the rotating bearings, and the second transmission shaft 320 and the steering execution assembly 200 are respectively supported by the rotating bearings, so that the vehicle body 10 can provide support for the steering transmission assembly and the steering execution assembly 200 in the rotating axis direction of the steering transmission assembly 300.

[0101] In other embodiments, the steering actuator assembly 200 may be connected to the second transmission shaft 320 and then disposed on a rotary bearing via the second transmission shaft 320. The rotary bearing is used to support the second transmission shaft 320 and indirectly support the steering support assembly via the second transmission shaft 320.

[0102] In some embodiments, the bearing support device 340 may be provided with a plurality of rotating bearings, which are respectively connected to the shoulders of the second transmission shaft 320 through the plurality of rotating bearings to achieve a rotational support function for the second transmission shaft 320 .

[0103] As an optional embodiment, as shown in Figure 3, the rotating bearing includes a bearing outer ring 341, a bearing inner ring 342 rotatably connected to the bearing outer ring 341, and a rolling body 343 arranged between the bearing outer ring 341 and the bearing inner ring 342. The bearing outer ring 341 and the support member are an integral structure, and the bearing inner ring 342 is connected to the second transmission shaft 320 and / or the steering execution assembly 200.

[0104] In some embodiments, as shown in FIG3 , the rotating bearing may include an outer bearing ring 341, an inner bearing ring 342, and rolling elements 343. The outer bearing ring 341 may be integrally formed with the support member, meaning that the outer bearing ring 341 may be directly fixed to the vehicle body 10. The inner bearing ring 342 is disposed within the outer bearing ring 341, with rolling elements 343 disposed between the inner bearing ring 342 and the outer bearing ring 341. The inner bearing ring 342 may rotate relative to the outer bearing ring 341 in the radial direction of rotation of the steering transmission assembly 300 and may be supported by the outer bearing ring 341 in the axial direction of rotation of the steering transmission assembly 300. When the bearing inner ring 342 is connected to the second transmission shaft 320 and / or the steering execution assembly 200, the second transmission shaft 320 can rotate in the rotational radial direction of the steering transmission assembly 300 under the action of the bearing inner ring 342, and at the same time drive the steering execution assembly 200 to rotate in the rotational radial direction of the steering transmission assembly 300. At this time, the axial force of the second transmission shaft 320 and the steering execution assembly 200 in the rotational direction of the steering transmission assembly 300 will act on the bearing inner ring 342, and act on the bearing outer ring 341 and the vehicle body 10 through the bearing inner ring 342. Accordingly, the axial force of the steering execution assembly 200 in the rotational direction of the steering transmission assembly 300 is mainly supported by the vehicle body 10, and will not be transmitted to the first transmission shaft 310 and the steering power assembly 100 connected to the first transmission shaft 310. The axial force of the steering transmission assembly 300 on the steering power assembly 100 will be greatly reduced, which can improve the safety of the steering power assembly 100, thereby ensuring the safety and reliability of the steering system.

[0105] In some embodiments, as shown in Figure 3, the rotational axis of the steering transmission assembly 300 and the slewing axis of the steering actuator assembly 200 are supported by a pivot bearing, ensuring the stability of the steering transmission assembly 300 and the steering actuator assembly 200 during rotation. Furthermore, the steering bearing can withstand not only the axial rotational force of the steering transmission assembly 300, but also the radial rotational force of the steering transmission assembly 300, thereby improving the reliability of various components in the steering system and ensuring the stability and smoothness of the steering system during steering.

[0106] In some embodiments, as shown in FIG3 , a bearing outer ring 341 extends outward from one side of the rotating bearing to form an outer ring flange. The bearing outer ring 341 can be fixed to the vehicle body 10 via the outer ring flange. Simultaneously, a bearing inner ring 342 extends outward from the other side of the rotating bearing to form an inner ring flange. The bearing inner ring 342 can be connected to the steering arm 210 of the steering actuator assembly 200 via the inner ring flange. Simultaneously, the lower end of the second transmission shaft 320 is connected to the middle portion of the bearing inner ring 342 of the rotating bearing via a transmission shaft fixing member 324. For example, the second transmission shaft 320 is connected to the middle portion of the bearing inner ring 342 via a fixing nut. This allows the second transmission shaft 320 to drive the bearing inner ring 342 to rotate within the bearing outer ring 341. Simultaneously, because the steering arm 210 is connected to the bearing inner ring 342, the steering arm 210 can rotate driven by the bearing inner ring 342. The steering power of the steering power assembly 100 can be transmitted to the steering execution assembly 200 through the first transmission shaft 310, the buffer device 330 and the second transmission shaft 320, ensuring reliable transmission of the steering power from top to bottom.

[0107] In some embodiments, as shown in Figure 3, the upper end and lower end of the rotating bearing can be respectively provided with a first sealing ring 325 and a second sealing ring 326. The rotating bearing is sealed by the first sealing ring 325 and the second sealing ring 326 to prevent dust and water vapor from entering the interior of the rotating bearing, prevent the rolling element 343, the bearing inner ring 342 and the bearing outer ring 341 from wearing, and improve the service life of the rotating bearing.

[0108] In some embodiments, as shown in FIG3 , the first sealing ring 325 at the upper end of the rotating bearing may be a low-friction integral sealing ring, which can reduce the resistance to the rotation of the rotating bearing and improve the transmission efficiency of the steering system.

[0109] In some embodiments, as shown in FIG. 3 , the second sealing ring 326 at the lower end of the rotating bearing may be a three-lip sealing ring to improve the sealing effect on the rotating bearing and prevent leakage of lubricating oil or the like.

[0110] As an optional embodiment, as shown in Figure 3, the rotating bearing is a double-row angular contact ball bearing. This double-row angular contact ball bearing can withstand radial and axial loads, limiting bidirectional axial displacement of the second transmission shaft 320. It also provides a highly rigid bearing configuration capable of withstanding overturning moments, thereby better adapting to complex ground impact loads. Furthermore, the double-row angular contact ball bearing occupies less axial space, making the overall structure of the steering transmission assembly 300 more compact.

[0111] Based on the same inventive concept, an embodiment of the present application also proposes a corner module, which includes a walking system and the above-mentioned steering system, wherein the walking system includes a wheel assembly 400, and the wheel assembly 400 is connected to the steering execution assembly 200 in the steering system.

[0112] Since the corner module provided by the present invention includes the steering system of the above technical solution, the corner module provided by the present invention has all the beneficial effects of the above steering system, which will not be described in detail here.

[0113] In some embodiments, the corner module includes a traveling system and the aforementioned steering system, wherein the traveling system may include a wheel assembly 400 , a driving assembly 500 disposed on the wheel assembly 400 , and a braking assembly 600 .

[0114] In some embodiments, the drive assembly 500 may include an in-wheel motor, which may be an outer rotor permanent magnet synchronous in-wheel motor. The in-wheel motor's rotor is connected to the wheel assembly 400 via fasteners 338, and the in-wheel motor's stator is connected to the steering knuckle via fasteners 338. When the driver presses the accelerator pedal, the vehicle controller sends a signal to the in-wheel motor controller, controlling the in-wheel motor's rotor to rotate the wheels. In-wheel motor drive offers advantages such as a short transmission chain, fast response, and high transmission efficiency.

[0115] In some embodiments, the brake assembly 600 may adopt a disc brake solution. That is, the brake assembly 600 may include a brake disc 610 and a brake caliper 620. The brake disc 610 is fixed to the outer shell of the rotor of the hub motor by fasteners 338. In order to avoid demagnetization of the thermally coupled permanent magnets, a heat shield is provided between the brake disc 610 and the outer shell of the rotor. The heat shield may be made of stainless steel to avoid the heat load generated by braking being transferred to the hub motor. Different from the traditional installation method of the brake caliper 620, the brake caliper 620 of the embodiment of the present application can be clamped on the brake disc 610 in a radial direction from the inside to the outside, and the brake caliper 620 body is fixedly connected to the stator of the hub motor. The brake caliper 620 has driving and parking functions. When the driver steps on the brake pedal, the brake caliper 620 clamps the brake disc 610 to achieve the deceleration braking function; when the driver presses the EPB (Electrical Park Brake) button, the EPB controller controls the retractor to retract the parking cable, and the brake caliper 620 clamps the brake disc 610 to achieve the parking function.

[0116] In some embodiments, as shown in Figures 4 and 5, in the corner module, the steering system and the running system are designed in an integrated manner, that is, the steering system, the suspension structure, the drive assembly 500 and the brake assembly 600 are integrated together, and the structural integration is high, which is beneficial to increasing the vehicle's carrying space and lowering the floor height.

[0117] As an optional embodiment, as shown in FIG. 4 and FIG. 5 , the rotation axis of the steering transmission assembly 300 in the steering system coincides with the ground contact point of the wheel assembly 400 and is perpendicular to the ground.

[0118] In some embodiments, as shown in Figures 4 and 5, the rotation axis of the steering transmission assembly 300 in the steering system coincides with the ground contact point of the wheel assembly 400 and is perpendicular to the ground. That is, the rotation axis of the steering transmission assembly 300 serves as the kingpin, so that the kingpin offset (kingpin offset, the distance from the intersection of the kingpin axis and the ground plane to the projection of the intersection of the wheel center plane and the ground plane on the transverse plane of the vehicle) is 0. This can significantly reduce the resistance torque of the wheel assembly 400 during steering. At the same time, when the kingpin offset is 0, the wear of the wheel assembly 400 can also be reduced, the stability of the wheel assembly 400 during braking and the mechanical life of the steering system can be improved.

[0119] Based on the same inventive concept, an embodiment of the present application also proposes a vehicle, which includes the above-mentioned corner module.

[0120] Since the vehicle provided by the present invention includes the corner module of the above technical solution, the vehicle provided by the present invention has all the beneficial effects of the above corner module, which will not be described in detail here.

[0121] In some embodiments, the corner modules can be used in vehicles with four-wheel independent steering (FWS), and can also be used in vehicles with distributed drive (FWS) and four-wheel independent steering (FWS). In other words, the vehicle of the present application can be an electric vehicle with four-wheel independent steering (FWS), or an electric vehicle with distributed drive (FWS) and four-wheel independent steering (FWS).

[0122] In some embodiments, the corner module integrates steering, suspension, drive, braking and other functions into an integrated design, with a high degree of functional and structural integration, which can facilitate a larger carrying space and a lower floor height design for the entire vehicle.

[0123] In some embodiments, the vehicle may include four corner modules, which are placed at the four corners of the vehicle respectively, that is, the vehicle can realize the steering functions of the front axle steering, rear axle steering, four-wheel same-direction steering, four-wheel opposite-direction steering, wedge steering, lateral movement, and on-the-spot steering, providing more possibilities for vehicle driving flexibility.

[0124] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0125] In this application, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0126] In addition, the terms "first," "second," and so on, used in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0127] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0128] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0129] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A steering system, characterized in that: The steering system comprises: a steering powertrain configured to be mounted on a body of a vehicle; a steering actuator assembly, the steering actuator assembly being configured to be connected to a running system of the vehicle; and, A steering transmission assembly, the steering transmission assembly comprising a first transmission shaft connected to the steering power assembly, a second transmission shaft connected to the steering execution assembly, and a buffer device connected between the first transmission shaft and the second transmission shaft, the buffer device comprising an elastic member, the first transmission shaft and the second transmission shaft are connected to the elastic member in a manner of being staggered along the rotational radial direction of the steering transmission assembly.

2. The steering system according to claim 1, characterized in that The elastic member includes a plurality of connection positions distributed along the rotation radial direction of the steering transmission assembly; The buffer device includes a first connecting component and a second connecting component, the first connecting component is connected to more than one connecting position, the second connecting component is connected to more than one connecting position, and the first connecting component and the second connecting component are connected to the elastic member at intervals through the connecting positions.

3. The steering system according to claim 2, characterized in that: The first transmission shaft and the second transmission shaft are arranged opposite to each other on two sides of the elastic member.

4. The steering system according to claim 2, characterized in that: The elastic member is in the shape of a hollow ring.

5. The steering system according to claim 2, characterized in that: The first connection component comprises: More than two first connecting sleeves, the more than two first connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence; a first connecting plate, the first connecting plate being connected between two or more of the first connecting sleeves and the first transmission shaft; The second connection component comprises: More than two second connecting sleeves, the more than two second connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence; A second connecting plate is connected between two or more of the second connecting sleeves and the second transmission shaft.

6. The steering system according to claim 5, characterized in that The buffer device also includes: A first lining plate, which is disposed on a side of the elastic member away from the first connecting plate and connected to the first connecting sleeve; A second lining plate is arranged on a side of the elastic member away from the second connecting plate and is connected to the first and second connecting sleeves.

7. The steering system according to claim 6, characterized in that The shape of the first lining plate matches the shape of the elastic member, and the first lining plate is provided with a first avoidance hole for avoiding the second connecting sleeve; The shape of the second lining plate matches the shape of the elastic member, and the second lining plate is provided with a second avoidance hole for avoiding the first connecting sleeve.

8. The steering system according to claim 6, characterized in that: The first lining plate is provided with a first connecting through hole for connecting with the first connecting sleeve, and the first connecting through hole is sunken relative to the first lining plate; the second lining plate is provided with a second connecting through hole for connecting with the second connecting sleeve, and the second connecting through hole is sunken relative to the second lining plate.

9. The steering system according to claim 5, characterized in that: The first connecting sleeve includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube, the two ends of the first connecting inner tube are respectively connected to the elastic member and the first connecting plate, and the two ends of the first buffer sleeve are respectively abutted against the elastic member and the first connecting plate; the two ends of the second connecting inner tube are respectively connected to the elastic member and the second connecting plate, the second connecting sleeve includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member and the second connecting plate.

10. The steering system according to any one of claims 1 to 9, characterized in that: The steering transmission assembly also includes: A bearing support device, the bearing support device includes a support member and at least one rotating bearing arranged on the support member, the support member is configured to be connected to the body of the vehicle, and the rotating bearing is connected to the second transmission shaft and / or the steering execution assembly.

11. The steering system according to claim 10, characterized in that: The rotating bearing includes a bearing outer ring, a bearing inner ring rotatably connected to the bearing outer ring, and a rolling body arranged between the bearing outer ring and the bearing inner ring. The bearing outer ring and the support member are an integral structure, and the bearing inner ring is connected to the second transmission shaft and / or the steering actuator assembly.

12. The steering system according to claim 10, characterized in that The rotary bearing is a double-row angular contact ball bearing.

13. A corner module, characterized in that: The corner module comprises a running system and a steering system as claimed in any one of claims 1 to 12, wherein the running system comprises a wheel assembly, and the wheel assembly is connected to the steering actuator assembly in the steering system.

14. The corner module according to claim 13, characterized in that The rotation axis of the steering transmission assembly in the steering system coincides with the ground contact point of the wheel assembly and is perpendicular to the ground.

15. A vehicle, characterized in that: The vehicle comprises a corner module as claimed in claim 13 or 14.

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