Steering system and vehicle

Abstract

A steering system (100), connected between a frame (210) and wheels (220), and comprising: first connecting rods (10), each of which has one end rotatably connected to the corresponding wheel (220) by means of a steering knuckle (40) and the other end extending towards the frame (210); second connecting rods (20), each of which has one end rotatably connected to the corresponding first connecting rod (10) and the other end rotatably connected to the frame (210); and a push rod (30) rotatably connected to the middle sections of the second connecting rods (20) and extending and retracting in the axial direction of the wheels (220) so as to drive the second connecting rods (20) to swing relative to the frame (210), wherein the second connecting rods (20) pull the first connecting rods (10) to push the wheels (220) to deflect relative to the frame (210). Also provided is a vehicle. The steering system and the vehicle can achieve larger-angle deflection.

Description

Steering system and vehicle

[0001] This application claims priority to Chinese Patent Application No. 2024212007443, filed on May 29, 2024, entitled "Steering System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of steering technology, and more particularly to a steering system and a vehicle. Background Technology

[0003] The steering system is a crucial component of a vehicle's chassis, connecting the vehicle's frame and wheels, and enabling the driver to control the vehicle's direction. The steering system plays a vital role in both driving safety and handling.

[0004] In the existing technology, the steering knuckle and steering pushrod in the steering system are directly connected. The steering pushrod restricts the movement of the steering knuckle, which means that the vehicle can usually only achieve a deflection angle of 30°-40° and cannot achieve a larger deflection angle. This results in relatively low turning performance of the vehicle, which is not conducive to the vehicle making U-turns or turns in conditions with limited operating space, such as congested roads, thus limiting the application of the vehicle.

[0005] Utility Model Content

[0006] To address the aforementioned problems, this application provides a steering system and a vehicle equipped with the steering system. By specifically optimizing the transmission mechanism between the steering knuckle and pushrod in the steering system, the constraint between the pushrod and the steering knuckle is reduced, thereby enabling a larger deflection angle, improving the vehicle's cornering performance, and making vehicle steering more convenient and efficient. Specifically, the solution includes the following:

[0007] In a first aspect, this application provides a steering system connected between a vehicle frame and wheels, comprising:

[0008] The first link has one end rotatably connected to the wheel via a steering knuckle, and the other end extends toward the chassis.

[0009] The second link is rotatably connected at one end to the first link and at the other end to the vehicle frame.

[0010] The push rod is rotatably connected to the middle section of the second link and extends and retracts along the wheel axis to cause the second link to swing relative to the frame. The second link pulls the first link to push the wheel to deflect relative to the frame.

[0011] The steering system of this application uses a first link and a second link as a transmission mechanism between the steering knuckle and the pushrod, so that the steering knuckle and the pushrod can be fixedly connected while allowing the steering knuckle to rotate relative to the pushrod. Specifically, this application sets a first link between the frame and the wheel, with one end of the first link rotatably connected to the steering knuckle on the wheel and the other end rotatably connected to a second link rotatably connected to the frame. This ensures that the first and second links can fix the wheel and the frame while increasing the wheel's freedom of movement relative to the frame. Furthermore, this application also uses a pushrod as a drive rod, rotatably connected to the middle section of the second link. When the pushrod extends or retracts towards the wheel, it can drive the second link to swing and pull the first link to push the wheel to deflect relative to the frame, thereby achieving steering.

[0012] Understandably, this application increases the degree of freedom of movement between the pushrod and the steering knuckle by setting the first link and the second link to work together. The first link and the second link can amplify the extension and retraction stroke of the pushrod, so that the steering knuckle can rotate at a larger angle, which means that the wheel can deflect at a larger angle relative to the frame, reducing the turning radius and improving turning performance.

[0013] In one embodiment, the first link includes a first end and a second end, the first end being connected to the steering knuckle, the second end extending toward the vehicle frame, and the distance between the first end and the rotation axis of the wheel being greater than the distance between the second end and the rotation axis of the wheel.

[0014] In this embodiment, by setting the distance between the first end of the first link and the rotation axis of the wheel to be greater than the distance between the second end of the first link and the rotation axis of the wheel, the extension direction of the first link is limited. That is, the first link is limited to extending towards the frame while also extending towards the rotation axis of the wheel. This ensures that when the push rod extends and retracts along the axial direction of the vehicle, the second link and the first link can amplify the stroke of the push rod, so as to push the wheel to deflect at a larger angle relative to the frame under the short stroke of the push rod.

[0015] In one embodiment, the distance from the connection end of the second link to the frame to the rotating shaft is greater than the distance from the first end to the rotating shaft.

[0016] In this embodiment, by setting the distance from the connection end of the second link to the frame to the rotation axis to be greater than the distance from the first end to the rotation axis, the extension direction of the second link is limited. That is, the second link is limited to extending towards the frame while extending towards the rotation axis away from the wheel. The extension directions of the first link and the second link are opposite. This ensures that the first link and the second link can connect and fix the steering knuckle and the pushrod, while also further amplifying the extension stroke of the pushrod, so that the pushrod can achieve a larger angle of wheel deflection with a shorter extension stroke.

[0017] In one embodiment, the distance between the push rod and the rotating shaft is greater than the radius of the wheel.

[0018] In this embodiment, by setting the distance between the push rod and the rotating shaft to be greater than the radius of the wheel, the inner steering point of the push rod is set away from the wheel center. On the one hand, this avoids motion interference between the push rod and the wheel, ensuring that the wheel can deflect significantly and increasing the design freedom of the push rod. On the other hand, it optimizes the spatial layout and increases the layout space for other functional components in the steering system of this application. For example, it can increase the arrangement space for the drive assembly connected to the rotating shaft, thereby increasing the power of the drive assembly and improving the vehicle's dynamic performance.

[0019] In one embodiment, the connection end between the push rod and the second link is closer to the connection end between the second link and the frame than the connection end between the second link and the first link.

[0020] In this embodiment, by setting the connection end of the push rod and the second link closer to the connection end of the second link and the frame relative to the connection end of the second link and the first link, that is, setting the push rod radially along the rotation axis closer to the connection end of the second link and the frame relative to the second end, the extension and retraction stroke of the push rod can be further shortened while ensuring that the wheel has a large deflection angle.

[0021] In one embodiment, the angle between the push rod and the second link is between 30° and 120°.

[0022] In this embodiment, the angle between the push rod and the second link affects the transmission of force and torque of the push rod. By adjusting the angle between the push rod and the second link to between 30° and 120°, it is ensured that the push rod can easily push the wheel to deflect relative to the frame through the first link and the second link, while also having a short extension stroke.

[0023] In one embodiment, the first link is hinged to the steering knuckle and the second link;

[0024] In one embodiment, the second link is hinged to the push rod and the frame.

[0025] In one embodiment, the second link includes a plurality of fixing parts, which are spaced apart along the length of the second link, and the push rod is detachably fixed to any of the fixing parts.

[0026] In this embodiment, by providing multiple spaced fixing parts along the length of the second link and making the push rod detachably fixed to any of the fixing parts, the steering system can be switched between relatively effort-saving and relatively shortened stroke by changing the position of the push rod relative to the second link, so that the steering system of this application can be adapted to different application scenarios and improve the compatibility of the steering system of this application.

[0027] In one embodiment, the steering system includes a steering gear fixed to the vehicle frame and connected to a pushrod for driving the pushrod to extend and retract axially along the wheel.

[0028] In this embodiment, a steering gear is provided in the steering system to provide driving force to the pushrod, thereby providing steering force to the wheel.

[0029] In one embodiment, the steering gear includes a gear and a rack, one end of which is fixedly connected to the end of the push rod away from the second link. The gear meshes with the rack and is used to drive the rack to move in order to push the push rod to extend or retract.

[0030] In this embodiment, based on the fact that gears and racks have a simple and compact structure, small mass, high transmission efficiency, and low vibration, the gear drives the rack to push or pull the push rod to extend or retract, which can improve the smoothness of steering, make the steering process smoother, reduce costs, and reduce noise.

[0031] In one embodiment, the steering knuckle includes a bearing and a support arm fixed to the outer peripheral surface of the bearing. The bearing is sleeved around the rotating shaft of the wheel and rotatably connected to the rotating shaft. The support arm is rotatably connected to the first connecting rod.

[0032] In this embodiment, by setting bearings and support arms, it is ensured that the steering knuckle can deflect the wheel under the drive of the first link, and that the wheel can drive normally.

[0033] Secondly, this application provides a vehicle including wheels, a frame, and a steering system as described in any of the above embodiments. The steering system is connected between the wheels and the frame and is used to drive the wheels to deflect relative to the frame.

[0034] It is understood that the vehicle provided in the second aspect of this application, by adopting the steering system provided in the first aspect of this application, also possesses all the beneficial effects that may be present in any embodiment provided in the first aspect of this application. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 is a partial structural schematic diagram of a vehicle provided in one embodiment of this application;

[0037] Figure 2 is a structural schematic diagram of a steering system provided in one embodiment of this application;

[0038] Figure 3 is a schematic diagram of the steering system provided in one embodiment of this application;

[0039] Figure 4 is an enlarged view of point A in Figure 3 provided in one embodiment of this application;

[0040] Figure 5 is an enlarged view of point A in Figure 3 provided in another embodiment of this application.

[0041] Reference numerals: 200-Vehicle; 210-Chassis; 211-Subframe; 212-Suspension; 2121-Shock absorber; 2122-Swing arm; 220-Wheel; 230-Bumper beam; 240-Energy absorption box; 100-Steering system; 10-First link; 11-First end; 12-Second end; 13-First fixed ball joint; 20-Second link; 21-Second fixed ball joint; 22-Third fixed ball joint; 23-Fourth fixed ball joint; 30-Push rod; 40-Steering knuckle; 41-Bearing; 42-Support arm; 50-Steering gear; 51-Gear; 52-Rack; 60-Steering wheel; 70-Steering shaft. Detailed Implementation

[0042] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings. Preferred embodiments of this application are shown in the drawings. However, this application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure of this application.

[0043] The following descriptions of the embodiments are based on the accompanying illustrations and are used to illustrate specific embodiments in which this application can be implemented. The component designations used herein, such as "first," "second," etc., are merely for distinguishing the described objects and do not have any sequential or technical meaning. Unless otherwise specified, the terms "connection" and "linkage" used in this application include both direct and indirect connections (linkages). Directional terms used in this application, such as "up," "down," "front," "rear," "left," "right," "inner," "outer," "side," etc., are merely for reference to the accompanying drawings. Therefore, the use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate or imply that the referred device or element must have a specific orientation, or be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on this application.

[0044] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joint" 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; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising," "may include," "include," or "may include" used in this application indicate the presence of the corresponding disclosed function, operation, element, etc., and do not limit one or more other functions, operations, elements, etc. Moreover, the terms "comprising" or "include" indicate the presence of the corresponding features, number, steps, operations, elements, components, or combinations thereof disclosed in the specification, but do not exclude the presence or addition of one or more other features, number, steps, operations, elements, components, or combinations thereof, and are intended to cover non-exclusive inclusion.

[0045] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0046] Please refer to Figure 1 for details. Figure 1 is a partial structural schematic diagram of the vehicle 200 provided in one embodiment of this application.

[0047] As shown in Figures 1 to 3, in one embodiment, the vehicle 200 provided in this application includes a steering system 100, a frame 210, and wheels 220. Specifically, the steering system 100 is connected between the wheels 220 and the frame 210 and is used to transmit force and torque. The steering system 100 can be used to drive the wheels 220 relative to the frame 210 according to the driver's intention, steering in a preset direction to control the driving direction of the vehicle 200. The vehicle 200 can be a pure electric vehicle, a hybrid vehicle, or a gasoline vehicle, etc.

[0048] It should be noted that the steering system 100 of this application includes, but is not limited to, applications in vehicle 200. However, for ease of explanation, subsequent embodiments of this application will be described using applications in vehicle 200 as an example.

[0049] Please refer to Figures 2 to 4, where Figure 2 is a structural schematic diagram of the steering system 100 provided in one embodiment of this application; Figure 3 is a structural schematic diagram of the steering system 100 provided in one embodiment of this application; and Figure 4 is an enlarged view of point A in Figure 3 provided in one embodiment of this application.

[0050] As shown in Figures 1 to 4, in one embodiment, this application provides a steering system 100, which is connected between a vehicle frame 210 and a wheel 220. The steering system 100 includes a first link 10, a second link 20, and a push rod 30. One end of the first link 10 is rotatably connected to the wheel 220 via a steering knuckle 40, and the other end extends toward the vehicle frame 210. That is, the first link 10 is fixed to the steering knuckle 40 and has rotational freedom relative to the wheel hub of the wheel 220 and the vehicle frame 210. When the wheel hub of the vehicle 200 rotates relative to the ground, the first link 10 does not rotate with the wheel hub. One end of the second link 20 is rotatably connected to the end of the first link 10 near the vehicle frame 210, and the other end is rotatably connected to the vehicle frame 210. That is, the second link 20 is connected between the first link 10 and the frame 210, and has rotational freedom relative to the first link 10 and the frame 210.

[0051] The push rod 30 extends along the length of the rotation axis of the wheel 220 and is rotatably connected to the middle section of the second link 20 (i.e., the portion excluding the two ends of the second link 20). Furthermore, the steering system 100 of this application also includes a steering gear 50, which is fixed to the frame 210 and fixedly connected to the push rod 30. The steering gear 50, as a power source for steering force, provides the push rod 30 with the power to extend and retract along the axial direction of the wheel 220 toward the wheel 220. When the vehicle 200 needs to turn, the steering gear 50 operates and drives the push rod 30 to extend and retract along the axial direction of the wheel 220 toward the wheel 220, thereby causing the second link 20 to swing relative to the frame 210. The swinging of the second link 20 pulls the first link 10, pushing the wheel 220 to deflect relative to the frame 210, thus achieving steering.

[0052] In existing technology, the pushrod of the steering system is directly connected to the steering knuckle of the wheel. Because the pushrod is constrained by the steering knuckle, it can usually only drive the steering knuckle to rotate the wheel about 30 to 40 degrees relative to the frame within a limited range of extension and retraction, resulting in a relatively large turning radius of the vehicle.

[0053] The steering system 100 of this application uses a first link 10 and a second link 20 as a transmission mechanism between the push rod 30 and the steering knuckle 40. This ensures that the wheel 220 and the frame 210 are connected and fixed through the first link 10 and the second link 20, while also increasing the degree of freedom of movement of the steering knuckle 40 relative to the push rod 30, i.e., increasing the degree of freedom of movement of the wheel 220 relative to the frame 210, and reducing the constraint between the push rod 30 and the steering knuckle 40. This allows the wheel 220 to have a larger deflection angle relative to the frame 210. In other words, within the same extension range, the push rod 30 can drive the steering knuckle 40 to drive the wheel 220 to achieve a larger deflection angle relative to the frame 210, reducing the turning radius of the vehicle 200, improving the turning performance of the vehicle 200, and making the steering of the vehicle 200 more efficient and convenient. This is beneficial for the vehicle 200 to turn or make U-turns in congested road conditions or other conditions with limited operating space, thus improving the driving experience. It should be noted that, using the steering system 100 provided in this application, the wheel 220 can achieve an angle deflection of up to about eighty degrees relative to the frame 210.

[0054] In the embodiment shown in Figure 2, the steering system 100 of this application further includes a steering wheel 60 and a steering shaft 70. The steering wheel 60 is fixedly connected to the steering shaft 70, and the steering wheel 60 serves as the input mechanism for the driver's steering operation. The steering gear 50 includes a gear 51 and a rack 52, which mesh with each other. The rack 52 extends in the same direction as the length of the rotation axis of the wheel 220. The opposite ends of the rack 52 are respectively connected to the end of a push rod 30 away from the first link 10. The steering shaft 70 is driven by the gear 51, providing driving force to the gear 51. Under the drive of the gear 51, the rack 52 pushes the push rod 30 to extend or retract to push or pull the second link 20.

[0055] Understandably, given that gear 51 and rack 52 have a simple and compact structure, low mass, high transmission efficiency, and low vibration, setting gear 51 to drive rack 52 to push or pull push rod 30 to extend or retract can improve steering smoothness, make the steering process smoother, reduce costs, and reduce noise.

[0056] In one embodiment, the first link 10 is hinged to the steering knuckle 40 and the second link 20, respectively, and the second link 20 is hinged to the push rod 30 and the frame 210. That is, the first link 10 can be rotatably connected to the steering knuckle 40 via the first fixed ball joint 13, and to the second link 20 via the second fixed ball joint 21. The second link 20 is rotatably connected to the push rod 30 via the third fixed ball joint 22, and to the frame 210 via the fourth fixed ball joint 23. The fourth fixed ball joint 23 serves as a fulcrum. When the vehicle 200 needs to turn, the push rod 30 extends and retracts axially along the rotation axis of the wheel 220 under the drive of the steering gear 50. The second link 20, driven by the push rod 30, rotates around the fourth fixed ball joint 23 as a fulcrum, causing the second link 20 to swing relative to the frame 210 and pull the first link 10 to move, thereby causing the steering knuckle 40 to rotate around the kingpin line, thus achieving the steering function.

[0057] It should be noted that in some other embodiments, the first link 10 and the steering knuckle 40 and the second link 20, and the second link 20 and the push rod 30 and the steering knuckle 40 are not necessarily rotatably connected by a fixed ball joint. Rotatable connections can also be achieved by structures such as bushings. This application does not make any special limitation on this.

[0058] In one embodiment, the first link 10 includes a first end 11 and a second end 12 along its length. The first end 11 is connected to the steering knuckle 40, and the second end 12 extends toward the frame 210 and is connected to the second link 20. Furthermore, the distance between the first end 11 and the rotation axis of the wheel 220 is greater than the distance between the second end 12 and the rotation axis of the wheel 220. That is, after the first link 10 is connected to the steering knuckle 40 and extends toward the frame 210, it also extends radially toward the rotation axis of the wheel 220, closer to the rotation axis of the wheel 220.

[0059] Understandably, in this embodiment, since the push rod 30 is disposed on the side of the frame 210 near the wheel 220 and extends along the length direction of the wheel 220's rotation axis, by limiting the extension direction of the first link 10, when the push rod 30 extends or retracts towards the wheel 220 along the wheel 220's axial direction, the component of the force transmitted to the first link 10 along the wheel 220's axial direction is larger, making it easier for the wheel 220 to deflect relative to the frame 210. That is, by setting the first link 10 to extend towards the wheel 220's rotation axis, the first link 10 and the second link 20 cooperate to amplify the extension and retraction stroke of the push rod 30, enabling the push rod 30 to achieve a larger angle range of deflection of the wheel 220 relative to the frame 210 within a shorter extension and retraction stroke range.

[0060] In one embodiment, the distance from the connection end of the second link 20 to the frame 210 to the rotation axis of the wheel 220 is greater than the distance from the first end 11 to the rotation axis of the wheel 220. That is, after the second link 20 is connected to the first link 10, it extends toward the frame 210 and also extends radially toward the rotation axis of the wheel 220 in a direction away from the rotation axis of the wheel 220.

[0061] Understandably, in this embodiment, the first link 10 extends towards the frame 210 while also extending radially towards the axis of rotation of the wheel 220, close to the axis of rotation. By restricting the second link 20 from extending towards the frame 210 while also extending radially away from the axis of rotation of the wheel 220, that is, setting the extension direction of the second link 20 to intersect with the extension direction of the first link 10, on the one hand, the extension of the second link 20 towards the frame 210 can further shorten the extension stroke of the push rod 30. That is, the push rod 30 can make the wheel 220 deflect by the same angle relative to the frame 210 with a shorter extension stroke. On the other hand, the extension of the second link 20 radially away from the axis of rotation of the wheel 220 allows the push rod 30 to be set relatively far away from the wheel center along the radial direction of the axis of rotation of the wheel 220, extending the steering arm and facilitating the push rod 30 to drive the wheel 220 to deflect.

[0062] In one embodiment, the extension length of the second link 20 is greater than the extension length of the first link 10, and the distance between the push rod 30 and the rotation axis of the wheel 220 is greater than the radius of the wheel 220. It is understood that in this embodiment, by setting the distance between the push rod 30 and the rotation axis of the wheel 220 to be greater than the radius of the wheel 220, the steering point formed by the connection between the push rod 30 and the second link 20 is located outside the rim of the wheel 220. This avoids motion interference between the push rod 30 and the wheel 220, ensuring that the wheel 220 can deflect significantly and increasing the design freedom of the push rod 30. Furthermore, it optimizes the spatial layout, increasing the layout space for other functional components in the steering system 100 of this application. For example, it can increase the arrangement space for the drive assembly connected to the rotation axis, thereby increasing the power of the drive assembly and improving the dynamic performance of the vehicle 200.

[0063] In one embodiment, the connection end of the push rod 30 to the second link 20 is closer to the connection end of the second link 20 to the frame 210 than the connection end of the second link 20 to the first link 10. That is, the third fixed ball joint 22 is closer to the fourth fixed ball joint 23 than the second fixed ball joint 21. It can be understood that in this embodiment, by setting the push rod 30 to be closer to the connection end of the second link 20 to the frame 210 relative to the second end 12 along the radial direction of the wheel 220's rotation axis, the extension and retraction stroke of the push rod 30 can be further shortened while ensuring that the wheel 220 has a large deflection angle.

[0064] It should be noted that the position of the push rod 30 relative to the second link 20 in the above embodiments is only an example and does not represent the position of the push rod 30 relative to the second link 20 in other embodiments of this application. For example, in another embodiment, the distance between the connection end of the push rod 30 and the second link 20 to the connection end of the second link 20 and the frame 210 is equal to the distance to the connection end of the second link 20 and the first link 10. That is, the distances between the third fixed ball joint 22 and the second fixed ball joint 21 and the fourth fixed ball joint 23 are equal respectively. In this embodiment, based on the connection end of the second link 20 and the frame 210 as a fixed fulcrum, the closer the push rod 30 is to the fixed fulcrum, the more effort it takes to push the wheel 220 to deflect. This application can shorten the extension stroke of the push rod 30 while ensuring that the push rod 30 is relatively less effort by setting the connection end of the push rod 30 and the second link 20 at the midpoint of the second link 20.

[0065] In one embodiment, the second link 20 includes a plurality of fixing parts (not shown in the figure), which are spaced apart along the length direction of the second link 20, and the push rod 30 is detachably fixed to any of the fixing parts. It can be understood that, in this embodiment, by providing a plurality of spaced-apart fixing parts on the second link 20 along its own length direction, and making the push rod 30 detachably fixed to any of the fixing parts, the steering system 100 can be switched between relatively effort-saving and relatively shortened travel by changing the position of the push rod 30 relative to the second link 20, thus making the steering system 100 suitable for different application scenarios and improving the compatibility of the steering system 100.

[0066] In one embodiment, the angle between the push rod 30 and the second link 20 is between 30° and 120°. It is understood that the angle between the push rod 30 and the second link 20 affects the transmission of force and torque by the push rod 30. By adjusting the angle between the push rod 30 and the second link 20 to between 30° and 120°, it is ensured that the push rod 30 can easily push the wheel 220 to deflect relative to the frame 210 via the first link 10 and the second link 20, while also having a short extension / retraction stroke.

[0067] In one embodiment, the steering knuckle 40 includes a bearing 41 and a support arm 42 fixed to the outer peripheral surface of the bearing 41. The bearing 41 is sleeved around the rotating shaft of the wheel 220 and rotatably connected to the rotating shaft of the wheel 220. The support arm 42 is rotatably connected to the first connecting rod 10. It can be understood that by providing the bearing 41 and the support arm 42, it is ensured that the steering knuckle 40 can deflect the wheel 220 under the drive of the first connecting rod 10, and that the wheel 220 can travel normally.

[0068] Please refer to Figure 5, which is an enlarged view of point A in Figure 3 provided in another embodiment of this application.

[0069] Referring to Figures 1 and 5, the vehicle frame 210 of this application includes a subframe 211 and a suspension 212. The suspension 212 connects the subframe 211 and the wheel 220 and is used to transmit force and torque. Specifically, the suspension 212 includes a shock absorber 2121 and a control arm 2122. The shock absorber 2121 connects the wheel 220 and the vehicle body in a vertical direction, and the control arm 2122 connects the wheel 220 and the subframe 211 in a horizontal direction. Under the combined action of the shock absorber 2121 and the control arm 2122, the suspension 212 can adjust the relative height between the vehicle body and the wheel 220 to change the ground clearance of the vehicle body. That is, the suspension 212 can adjust the height of the vehicle 200 so that the vehicle 200 can be adapted to different working conditions, buffer the impact force of the road surface on the vehicle 200, thereby improving the stability and comfort of the vehicle 200. For example, when the vehicle 200 is traveling at high speed, the suspension 212 can reduce the relative distance between the body and the wheels 220 to reduce wind resistance and improve the stability of the vehicle 200; when the vehicle 200 is traveling on a low-lying road surface, the suspension 212 can increase the relative distance between the body and the wheels 220 to improve the passability of the vehicle 200.

[0070] In the embodiments shown in Figures 1 and 5, the second link 20 can be rotatably connected to the frame 210 or rotatably connected to the subframe 211. That is, the fourth fixed ball joint 23 is located on the subframe 211. Since the subframe 211 has high strength and load-bearing capacity, and its coverage area is relatively wide, rotatably connecting the second link 20 to the subframe 211 improves design flexibility and reliability. It should be noted that the relative positions of the second link 20 and the frame 210 in the above embodiments are merely illustrative and do not represent the relative positions of the second link 20 and the frame 210 in other embodiments of this application. For example, in the embodiment shown in Figure 1, the second link 20 can be rotatably connected to the frame 210 or rotatably connected to the swing arm 2122 of the suspension 212. During the operation of the vehicle 200, in order to mitigate the impact of the ground, the suspension 212 will bounce up and down. In this embodiment, the second link 20 is rotatably connected to the swing arm 2122 so that the second link 20 bounces with the swing arm 2122, thereby reducing the damage to the second link 20 and improving the reliability of the second link 20.

[0071] It should be noted that the second link 20 rotatably connected to the frame 210 includes, but is not limited to, the second link 20 rotatably connected to the subframe 211 and the control arm 2122, and can also be other components such as the vehicle body that have no lateral displacement relative to the wheel center of the wheel 220. Furthermore, the steering system 100 of this application can be applied to the front and / or rear wheels of the vehicle 200.

[0072] In one embodiment, the vehicle 200 of this application includes an energy-absorbing box 240 and a crash beam 230. The crash beam 230 is located at the front end of the subframe 211, and the energy-absorbing box 240 is connected between the subframe 211 and the crash beam 230. The crash beam 230 can improve the strength of the vehicle body and reduce the damage to the vehicle body caused by a collision with the vehicle 200. The energy-absorbing box 240 is used to absorb part of the energy when the vehicle 200 collides.

[0073] It should be understood that the terms "first," "second," etc., are used 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, features defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of embodiments of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0074] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with the 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.

[0075] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art will understand that implementing all or part of the processes of the above embodiments, and making equivalent changes according to the claims of this application, still falls within the scope of this application.

Claims

1. A steering system (100) connected between a vehicle frame (210) and a vehicle wheel (220), wherein, include: The first link (10) is rotatably connected to the wheel (220) at one end via a steering knuckle (40), and extends toward the frame (210) at the other end; The second link (20) is rotatably connected at one end to the first link (10) and rotatably connected at the other end to the frame (210); The push rod (30) is rotatably connected to the middle section of the second link (20) and extends and retracts along the axial direction of the wheel (220) to drive the second link (20) to swing relative to the frame (210). The second link (20) pulls the first link (10) to push the wheel (220) to deflect relative to the frame (210).

2. The steering system (100) according to claim 1, wherein The first link (10) includes a first end (11) and a second end (12). The first end (11) is connected to the steering knuckle (40), and the second end (12) extends toward the frame (210). The distance between the first end (11) and the rotation axis of the wheel (220) is greater than the distance between the second end (12) and the rotation axis of the wheel (220).

3. The steering system (100) according to claim 2, wherein The distance from the connection end of the second link (20) to the frame (210) to the rotating shaft is greater than the distance from the first end (11) to the rotating shaft.

4. The steering system (100) according to claim 3, wherein The distance between the push rod (30) and the rotating shaft is greater than the radius of the wheel (220).

5. The steering system (100) of claim 3, wherein, The connection end of the push rod (30) to the second link (20) is closer to the connection end of the second link (20) to the frame (210) than the connection end of the second link (20) to the first link (10).

6. The steering system (100) of claim 3, wherein, The angle between the push rod (30) and the second connecting rod (20) is between 30° and 120°.

7. The steering system (100) according to any one of claims 1-6, wherein, The first link (10) is hinged to the steering knuckle (40) and the second link (20); and / or, The second link (20) is hinged to the push rod (30) and the frame (210).

8. The steering system (100) according to any one of claims 1-6, wherein, The second link (20) includes a plurality of fixing parts, which are spaced apart along the length of the second link (20), and the push rod (30) is detachably fixed to any of the fixing parts.

9. The steering system (100) according to any one of claims 1-6, wherein, The steering system (100) includes a steering gear (50) fixed to the frame (210) and connected to the push rod (30) for driving the push rod (30) to extend and retract axially along the wheel (220).

10. The steering system (100) according to claim 9, wherein, The steering gear (50) includes a gear (51) and a rack (52). One end of the rack (52) is fixedly connected to the end of the push rod (30) away from the second connecting rod (20). The gear (51) meshes with the rack (52) and is used to drive the rack (52) to move in order to push the push rod (30) to extend or retract.

11. The steering system (100) according to any one of claims 1-6, wherein, The steering knuckle (40) includes a bearing (41) and a support arm (42) fixed to the outer circumference of the bearing (41). The bearing (41) is sleeved around the rotating shaft of the wheel (220) and rotatably connected to the rotating shaft. The support arm (42) is rotatably connected to the first connecting rod (10).

12. A vehicle (200), wherein A vehicle comprising wheels (220), a frame (210) and a steering system (100) as claimed in any of claims 1-11, connected between the wheels (220) and the frame (210) and arranged to drive the wheels (220) to deflect relative to the frame (210).

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