Steering system and vehicle

Abstract

A steering system (100) and a vehicle (1000). The steering system (100) comprises: a subframe (1) and a steering device assembly (2). The steering gear assembly (2) comprises multiple steering devices (20), and the multiple steering devices (20) are all fixed to a crossmember (10) of the subframe (1).

Description

Steering system and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202411136480.4, filed on August 16, 2024, the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present disclosure relates to the field of vehicles, and in particular, to a steering system and a vehicle. BACKGROUND

[0003] A series of devices used to change or maintain the driving or reversing direction of an automobile is called an automobile steering system. A driver can control the driving direction of an automobile through the automobile steering system. SUMMARY

[0004] The present disclosure provides a steering system, which can increase the maximum turning angle of a wheel, improve the flexibility of a vehicle, and avoid increasing unsprung mass, thereby ensuring the handling and stability performance of the vehicle.

[0005] In one aspect, a steering system is provided. The steering system includes a subframe and a steering gear assembly. The steering gear assembly includes a plurality of steering gears, each of which is connected to a cross beam of the subframe.

[0006] According to the steering system of some embodiments of the present disclosure, by fixing the steering gear assembly on the subframe, the displacement stroke of the steering gear can be increased, thereby increasing the maximum turning angle of the wheel, improving the flexibility of the vehicle, and avoiding increasing the unsprung mass, thereby ensuring the handling and stability performance of the vehicle.

[0007] In another aspect, a vehicle is also provided. The vehicle includes the above-mentioned steering system.

[0008] The vehicle and the steering system have the same advantages as those of the related art, which will not be described here again.

[0009] Additional aspects and advantages of the present disclosure will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0010] The aspects and advantages of the above or additional aspects of the present disclosure will become apparent from the following description in conjunction with the accompanying drawings, in which:

[0011] FIG. 1 is a structural diagram of a vehicle according to some embodiments;

[0012] FIG. 2 is a structural diagram of a steering system according to some embodiments;

[0013] FIG. 3 is an installation schematic diagram of a steering gear according to some embodiments;

[0014] FIG. 4 is a structural diagram of a diverter according to some embodiments;

[0015] FIG. 5 is a structural diagram of an avoidance groove according to some embodiments;

[0016] FIG. 6 is an installation diagram of a diverter and a subframe according to some embodiments;

[0017] FIG. 7 is a structural diagram of a diverter from another perspective according to some embodiments;

[0018] FIG. 8 is a sectional view of a partial structure of a diverter according to some embodiments;

[0019] FIG. 9 is a partial enlarged view of circle A in FIG. 8;

[0020] FIG. 10 is a structural diagram of a third limiting member according to some embodiments;

[0021] FIG. 11 is a top view of a steering system according to some embodiments;

[0022] FIG. 12 is a partial enlarged view of circle B in FIG. 3;

[0023] FIG. 13 is an installation diagram of a brake and a control arm according to some embodiments;

[0024] FIG. 14 is a sectional view along line C-C in FIG. 13;

[0025] FIG. 15 is a top view when an air spring is installed according to some embodiments;

[0026] FIG. 16 is a rear view when an air spring is installed according to some embodiments;

[0027] FIG. 17 is a block diagram of a domain controller according to some embodiments;

[0028] FIG. 18 is a flowchart of a control method of a vehicle according to some embodiments;

[0029] FIG. 19 is another flowchart of a control method of a vehicle according to some embodiments;

[0030] FIG. 20 is still another flowchart of a control method of a vehicle according to some embodiments. DETAILED DESCRIPTION

[0031] Embodiments of the present disclosure are described in detail below with reference to the attached drawings, which are meant to be exemplary, and are not to be construed as limiting the present disclosure.

[0032] In the related art, due to the limitation of the connection position of the split rear wheel steering gear, the displacement stroke of the split rear wheel steering gear is usually small. Moreover, the split rear wheel steering gear also increases the unsprung mass, thereby affecting the handling and stability performance of the whole vehicle, and there is room for improvement.

[0033] To this end, some embodiments of the present disclosure provide a steering system 100.

[0034] The steering system 100 according to some embodiments of the present disclosure is described below with reference to the accompanying drawings.

[0035] As shown in FIGS. 1-20, the steering system 100 according to some embodiments of the present disclosure includes a subframe 1 and a steering gear assembly 2. The steering gear assembly 2 includes a plurality of steering gears 20 fixed to the cross beam 10 of the subframe 1.

[0036] In this way, the displacement stroke of the steering gear 20 can be increased, thereby increasing the maximum turning angle of the wheel 200, improving the flexibility of the vehicle 1000, and avoiding increasing the unsprung mass, thereby ensuring the handling and stability performance of the whole vehicle.

[0037] First, as shown in FIGS. 1-3, the vehicle 1000 includes a subframe 1 and a steering gear assembly 2, and the steering gear assembly 2 includes a plurality of steering gears 20. The plurality of steering gears 20 are relatively independent and fixed to the cross beam 10 of the subframe 1.

[0038] For example, the plurality of steering gears 20 can be a left steering gear 201 and a right steering gear 202, which are independently arranged. The left steering gear 201 is located on the left side of the subframe 1 and is adapted to be connected in transmission with the wheel 200 located on the left side, so that the left steering gear 201 can control the steering of the wheel 200 located on the left side. The right steering gear 202 is located on the right side of the subframe 1 and is adapted to be connected in transmission with the wheel 200 located on the right side, so that the right steering gear 202 can control the steering of the wheel 200 located on the right side. In this way, the wheels 200 can be independently controlled, which is beneficial to improve the handling and stability performance of the vehicle 1000.

[0039] It can be understood that, by fixing the steering gear assembly 2 on the cross beam 10 of the subframe 1, the vehicle 1000 is not constrained by the distance between the steering knuckle and the mounting point on the subframe 1, so that the displacement stroke of the steering gear 20 is large, the maximum turning angle of the wheel 200 is increased (for example, the maximum turning angle can reach 5°-10°), the flexibility of the vehicle 1000 is improved, and the unsprung mass of the suspension is not increased, thereby ensuring the handling and stability performance of the whole vehicle. In addition, by arranging a plurality of independent steering gears 20, the toe angle of the wheel 200 can be adjusted during emergency braking, thereby improving the stability during braking.

[0040] According to the turning system 100 of some embodiments of the present disclosure, by fixing the steering gear assembly 2 on the subframe 1, the displacement stroke of the steering gear 20 can be increased, the maximum turning angle of the wheel 200 is increased, the flexibility of the vehicle 1000 is improved, the unsprung mass is not increased, and the handling and stability performance of the vehicle is ensured.

[0041] In some embodiments, as shown in FIG. 2, the steering gear 20 can be arranged on the outer side of the cross beam 10. It should be noted that the subframe 1 includes two cross beams 10, and the two cross beams 10 are arranged opposite to each other, and the steering gear 20 can be connected to any one of the two cross beams 10. Here, the outer side refers to the side of the cross beam 10 connected to the steering gear 20, which is away from the other cross beam 10.

[0042] Through the above arrangement, the installation difficulty of the steering gear 20 can be reduced, and the steering gear 20 can avoid affecting the vertical dimension of the turning system 100, thereby facilitating the arrangement of the turning system 100.

[0043] In some embodiments, in the front-rear direction of the vehicle 1000, the front side of the subframe 1 is provided with a front cross beam 11. The steering gear 20 is fixed on the front cross beam 11 of the subframe 1 and located on the front side of the front cross beam 11. In this way, the installation difficulty of the steering gear 20 can be reduced, and the connection difficulty between the steering gear 20 and related components (for example, the brake 30 described below) can be reduced, thereby improving the design rationality of the turning system 100.

[0044] In some embodiments, as shown in FIG. 2, in the front-rear direction of the vehicle 1000, the rear side of the subframe 1 is provided with a rear cross beam 12. The steering gear 20 is fixed on the rear cross beam 12 of the subframe 1 and located on the rear side of the rear cross beam 12. In this way, the installation difficulty of the steering gear 20 can be reduced, and the connection difficulty between the steering gear 20 and related components can be reduced, thereby improving the design rationality of the turning system 100.

[0045] In some embodiments, as shown in FIG. 5, the cross beam 10 is provided with a mounting structure 15, and the steering gear 20 is connected with the mounting structure 15. In this way, the stable installation of the steering gear 20 and the rear cross beam 12 can be achieved, thereby improving the reliability of the turning system 100.

[0046] For example, as shown in FIG. 4 and FIG. 5, the rear side of the rear cross beam 12 can be provided with a mounting structure 15, the mounting structure 15 includes a plurality of mounting bosses 151, and a plurality of fixing lugs 214 are arranged on the steering gear 20. The plurality of fixing lugs 214 are arranged at intervals and are respectively supported on the plurality of mounting bosses 151. The fixing lug 214 is provided with a fixing hole 2141, and the fastener 82 is adapted to penetrate through the fixing hole 2141 and is connected with the mounting boss 151, so as to fix the steering gear 20 on the rear cross beam 12.

[0047] In some embodiments, as shown in FIG. 2, the height of the steering gear 20 is lower than the height of the cross beam 10 in the first direction L1. It should be noted that the first direction L1 is the up-down direction shown in FIG. 2. Through the above arrangement, the arrangement of the steering gear 20 on the cross beam 10 can be avoided, and the installation space can be saved, and the design rationality of the steering system 100 is improved.

[0048] In some embodiments, as shown in FIG. 2, the axis of the steering gear 20 is below the axis of the cross beam 10 in the first direction L1. It should be noted that the first direction L1 is the up-down direction shown in FIG. 2. In this way, the steering gear 20 can be arranged at the position below the cross beam 10, so as to better utilize the space of the cross beam 10, and the center of gravity of the steering system 100 can be lowered, and the design rationality of the steering system 100 is improved.

[0049] In some embodiments, as shown in FIG. 2, FIG. 5 and FIG. 6, the outer side of the cross beam 10 is provided with an avoiding groove 13. The avoiding groove 13 is opposite to the steering gear 20, and the bottom wall of the avoiding groove 13 is spaced apart from the steering gear 20, so that the cross beam 10 can avoid the steering gear 20 through the avoiding groove 13. In this way, the installation difficulty of the steering gear 20 can be reduced, and the installation stability of the steering gear 20 is improved.

[0050] In some embodiments, at least part of the steering gear 20 can be arranged in the avoiding groove 13. In this way, the space in the avoiding groove 13 can be fully utilized, which is beneficial to reduce the space occupation of the steering gear 20, and the integration level of the steering system is improved.

[0051] In some embodiments, as shown in FIG. 5 and FIG. 6, the avoiding groove 13 can be provided with a reinforcing rib 14. In this way, the weak part of the cross beam 10 can be reinforced, so as to improve the structural strength of the cross beam 10, thereby improving the stability of the whole steering system 100.

[0052] In some embodiments, as shown in FIG. 5 and FIG. 6, the avoiding groove 13 can be provided with a plurality of reinforcing ribs 14, and the plurality of reinforcing ribs 14 extend obliquely and cross relative to the first direction L1. For example, the avoiding groove 13 can be provided with two reinforcing ribs 14. One reinforcing rib 14 extends upward and leftward, and the other reinforcing rib 14 extends upward and rightward, so that the two reinforcing ribs 14 can be cross arranged. In this way, the supporting effect of the reinforcing rib 14 can be improved, and the structural strength of the cross beam 10 is effectively improved.

[0053] In some embodiments, as shown in FIG. 5, the mounting structure 15 comprises a plurality of mounting bosses 151. In the first direction L1, the plurality of mounting bosses 151 are respectively located on both sides of the steering gear 20, and a fixing lug 214 is respectively arranged on both sides of the steering gear 20. The fixing lug 214 is supported on the mounting boss 151 to be connected with the cross beam 10. Through the above arrangement, the two sides of the steering gear 20 in the first direction L1 can be fixed, which is beneficial to improve the mounting stability of the steering gear 20.

[0054] In some embodiments, the two mounting bosses 151 spaced apart in the first direction L1 are connected by the reinforcing rib 14. For example, as shown in FIG. 5, two mounting bosses 151 can be arranged spaced apart in the left-right direction and the up-down direction, and the reinforcing rib 14 extending obliquely relative to the up-down direction is connected between the two mounting bosses 151. In this way, the structural stability of the mounting boss 151 can be improved, thereby improving the mounting stability of the steering gear 20.

[0055] In some embodiments, as shown in FIG. 5, at least part of the mounting boss 151 can be arranged at the lower edge of the cross beam 10. For example, the mounting boss located on the lower side of the steering gear 20 can be arranged at the lower edge of the cross beam 10. Through the above arrangement, the positioning difficulty of the mounting boss 151 can be reduced, which is beneficial to reduce the processing difficulty of the cross beam 10, and the space of the cross beam 10 can be utilized to the maximum extent, thereby improving the design rationality of the steering system 100.

[0056] In some embodiments, in the first direction L1, one mounting boss 151 is arranged on the first side of the steering gear 20, and two mounting bosses 151 spaced apart are arranged on the second side of the steering gear 20. For example, the first side can be arranged as the upper side of the steering gear 20, and the second side can be arranged as the lower side of the steering gear 20. Through the above arrangement, the three mounting bosses 151 can be arranged in a triangular manner, which is beneficial to improve the mounting stability of the steering gear 20, and the number of fixing lugs 214 can be reduced, which is beneficial to reduce the processing difficulty of the steering gear 20, making the steering gear 20 easier to install, and improving the design rationality of the steering gear 20.

[0057] In some embodiments, as shown in FIG. 2, the steering system 100 further comprises a displacement sensor 215. The displacement sensor 215 is configured to detect the movement stroke of the steering gear 20 to obtain the rotation amplitude of the wheel 200. The displacement sensor 215 can be arranged on the first side of the steering gear 20. In this way, the space on the first side of the steering gear 20 can be fully utilized, which is beneficial to improve the integration of the steering system 100 and reduce the overall size of the steering system 100.

[0058] In some embodiments, as shown in FIG. 2 and FIG. 3, the axes of the left steering gear 201 and the right steering gear 202 are coaxially arranged or arranged at an angle.

[0059] For example, the left steering gear 201 and the right steering gear 202 can extend along the left-right direction, so that the axis of the left steering gear 201 and the axis of the right steering gear 202 are coaxially arranged; or the axis of the left steering gear 201 can extend leftward and rearward, and the axis of the right steering gear 202 can extend rightward and rearward, so that the axis of the left steering gear 201 and the axis of the right steering gear 202 are arranged at an angle; or the axis of the left steering gear 201 can extend leftward and forward, and the axis of the right steering gear 202 can extend rightward and forward, so that the axis of the left steering gear 201 and the axis of the right steering gear 202 are arranged at an angle. In this way, flexible arrangement of the steering gear 20 can be achieved, which is beneficial to meet different working conditions.

[0060] In some embodiments, as shown in FIG. 2, the left steering gear 201 and the right steering gear 202 arranged on the same cross beam 10 are symmetrically arranged about the center line of the auxiliary frame 1. The center line here is the center line of the auxiliary frame 1 in the left-right direction.

[0061] Through the above arrangement, the positioning and installation difficulty of the left steering gear 201 and the right steering gear 202 can be reduced, and the angle of the wheel 200 can be more easily determined and adjusted, which is beneficial to improve the practicability of the steering system 100.

[0062] In some embodiments, as shown in FIGS. 2 and 3, the steering system 100 further comprises a brake assembly 3, and the brake assembly 3 comprises a plurality of brakes 30. The plurality of brakes 30 are respectively a left brake 301 and a right brake 302. The left brake 301 is installed on the wheel 200 located on the left side, and the right brake 302 is installed on the wheel 200 located on the right side. The left brake 301 and the left steering gear 201 are connected through the control arm 4, and the right steering gear 202 and the right brake 302 are connected through the control arm 4.

[0063] For example, as shown in FIGS. 2 and 3, the steering system 100 further comprises a brake assembly 3, and the brake assembly 3 comprises a plurality of brakes 30. The plurality of brakes 30 are respectively a left brake 301 and a right brake 302. The left brake 301 is installed on the wheel 200 located on the left side, and the right brake 302 is installed on the wheel 200 located on the right side. The left brake 301 is arranged opposite to the left steering gear 201 and connected through the control arm 4, so that the left steering gear 201 can drive the left brake 301 to move through the control arm 4, thereby controlling the wheel 200 located on the left side to steer. The right brake 302 is arranged opposite to the right steering gear 202 and connected through the control arm 4, so that the right steering gear 202 can drive the right brake 302 to move through the control arm 4, thereby controlling the wheel 200 located on the right side to steer. In this way, the maximum turning angle of the wheel 200 can be increased, and the flexibility of the vehicle 1000 is improved.

[0064] In some embodiments, as shown in FIGS. 7-9, the steering device 20 comprises a housing 21, a moving part 22, a rotating part 23 and a driving assembly 27. The housing 21 is adapted to be connected with the cross beam 10 of the auxiliary frame 1 to fix the steering device 20 on the cross beam 10. The housing 21 is internally provided with a receiving cavity, and the moving part 22 and the rotating part 23 are both arranged in the receiving cavity of the housing 21. The moving part 22 is in transmission connection with the rotating part 23, and the driving assembly 27 is adapted to drive the rotating part 23 to drive the moving part 22 to move. One end of the moving part 22 extends out of the housing 21 and is connected with the control arm 4 and the wheel 200, so that the driving assembly 27 can drive the control arm 4 to move to drive the wheel 200 to deflect.

[0065] In the working process, when the wheel 200 needs to deflect, the driving assembly 27 drives the rotating part 23 to rotate, and the rotating part 23 can drive the moving part 22 to move, so that the moving part 22 can drive the control arm 4 to move, and then the brake 30 can drive the wheel 200 to deflect.

[0066] The steering device 20 further comprises a first bearing 24 and a second bearing 25. The first bearing 24 is arranged between the moving part 22 and the housing 21. The housing 21 supports the moving part 22 through the first bearing 24 to reduce the friction between the moving part 22 and the housing 21, prolong the service life of the moving part 22 and the housing 21, ensure the coaxiality of the moving part 22 in the moving process, and improve the stability of the moving part 22 in the moving process. The second bearing 25 is arranged between the rotating part 23 and the housing 21. The housing 21 supports the rotating part 23 through the second bearing 25, so that the rotating part 23 can rotate relative to the housing 21, and the second bearing 25 can also bear the radial load, thereby improving the stability and smoothness of the rotating part 23 in the rotating process.

[0067] Through the above arrangement, the stability of the overall structure of the steering device 20 can be improved, the overall stress of the moving part 22 is more balanced, the risk of breaking of the moving part 22 is reduced, and the reliability of the steering system 100 is improved.

[0068] In some embodiments, as shown in FIGS. 7-9, the steering device 20 further comprises a third bearing 26 arranged between the rotating part 23 and the housing 21. In the axial direction of the moving part 22, the second bearing 25 and the third bearing 26 are arranged in a spaced manner. Through the above arrangement, the second bearing 25 and the third bearing 26 can jointly support the rotating part 23 from different positions, so as to improve the operation stability of the rotating part 23, thereby improving the reliability of the steering device 20.

[0069] In some embodiments, as shown in FIGS. 7-9, the driving assembly 27 comprises an output end. The output end is connected with the rotating member 23 to drive the rotating member 23 to rotate. The second bearing 25 and the third bearing 26 are arranged on two sides of the output end. Through the above arrangement, the overall stress of the rotating member 23 can be more balanced, the local stress is reduced, and the stability of the rotating member 23 is further improved.

[0070] In some embodiments, as shown in FIGS. 7-9, the driving assembly 27 comprises a driving motor 271. An output shaft of the driving motor 271 is provided with a first pulley. The rotating member 23 is provided with a second pulley 273. The first pulley and the second pulley 273 are drivingly connected through a synchronous belt 272. In some embodiments of the present disclosure, the second pulley 273 forms the output end of the driving assembly 27. In this way, the structure of the driving assembly 27 is simple, and the cost of the steering device 20 is reduced.

[0071] In some embodiments, the driving assembly 27 comprises a driving motor 271. An output shaft of the driving motor 271 is provided with a first gear. The rotating member 23 is provided with a second gear. The first gear and the second gear are in meshing cooperation. In some embodiments of the present disclosure, the second gear forms the output end of the driving assembly 27.

[0072] In some embodiments, the driving assembly 27 can be a driving motor 271 driving the rotating member 23 to rotate through a worm gear, a linkage assembly, or the like. As long as the driving assembly 27 can drive the rotating member 23 to rotate, the present disclosure does not limit this.

[0073] In some embodiments, as shown in FIGS. 7-9, in the axial direction of the moving member 22, the first bearing 24 is located on the side of the second bearing 25 away from the output end.

[0074] Through the above arrangement, the first bearing 24, the second bearing 25, and the third bearing 26 can be arranged in sequence along the axial direction of the moving member 22. The first bearing 24, the second bearing 25, and the third bearing 26 can jointly support the moving member 22 and the rotating member 23, effectively improving the stability of the internal structure of the steering device 20, further reducing the risk of the moving member 22 breaking, and ensuring the working reliability of the steering device 20.

[0075] In some embodiments, as shown in FIGS. 7-9, in the axial direction of the moving member 22, the two sides of the second bearing 25 are respectively provided with a first limiting member 231 and a second limiting member 213. The first limiting member 231 and the second limiting member 213 are respectively in abutting cooperation with the two side walls of the second bearing 25 to limit the movement of the second bearing 25 along the axial direction of the moving member 22. In this way, the installation stability of the second bearing 25 can be improved, and the supporting effect of the second bearing 25 on the rotating member 23 is ensured.

[0076] In some embodiments, as shown in FIGS. 7-9, the second bearing 25 includes an outer ring 251, an inner ring 252, and cooperating balls 253. The cooperating balls 253 are disposed between the inner ring 252 and the outer ring 251. The second limiting member 213 is mounted on the housing 21, and the outer ring 251 is in limiting cooperation with the second limiting member 213 to limit movement of the outer ring 251 relative to the housing 21. The first limiting member 231 is mounted on the rotating member 23, and the inner ring 252 is in limiting cooperation with the first limiting member 231 to limit movement of the inner ring 252 relative to the rotating member 23.

[0077] In the above technical solution, the outer ring 251 is in limiting cooperation with the housing 21 to limit movement of the second bearing 25 relative to the housing 21, and the second bearing 25 is in limiting cooperation with the rotating member 23 to limit movement of the inner ring 252 relative to the rotating member 23. In this way, movement of the rotating member 23 relative to the housing 21 is limited, the stability of rotation of the rotating member 23 is ensured, and the reliability of the steering gear 20 is ensured.

[0078] In some embodiments, as shown in FIG. 9, the rotating member 23 is provided with the first limiting member 231, and the first limiting member 231 is in abutment with the inner ring 252 to limit movement of the inner ring 252. In some embodiments of the present disclosure, the first limiting member 231 is in abutment with the inner ring 252 to limit movement of the inner ring 252, thereby ensuring the reliability of the connection between the second bearing 25 and the rotating member 23.

[0079] In some embodiments, as shown in FIG. 9, the rotating member 23 is provided with the first limiting groove 232, and the two sides of the inner ring 252 are in abutment with the inner wall of the first limiting groove 232 and the first limiting member 231, respectively, so as to completely limit movement of the inner ring 252, further reduce the possibility of movement of the inner ring 252, and ensure the reliability of rotation of the rotating member 23. In some embodiments of the present disclosure, the first limiting groove 232 is provided on the rotating member 23 to limit movement of the inner ring 252 to one side, thereby reducing the cost of the steering gear 20, and the assembly method of the inner ring 252 and the steering gear 20 in this way is simple, thereby improving the assembly efficiency of the steering gear 20.

[0080] It should be understood that, in some embodiments, two first limiting members 231 can also be provided on the rotating member 23, the inner ring 252 is disposed between the two first limiting members 231, and the two sides of the inner ring 252 are in abutment with the two first limiting members 231, respectively, to limit movement of the inner ring 252.

[0081] In some embodiments, the first limiting member 231 is threadedly connected with the rotating member 23. This connection method has high reliability and is convenient for assembly, thereby improving the assembly efficiency of the steering gear 20. It should be understood that, in some embodiments, the connection method of the first limiting member 231 and the rotating member 23 can also be interference fit, welding, clamping, etc., which are not limited in the present disclosure.

[0082] In some embodiments, as shown in FIG. 9, the shell 21 is provided with a second limiting piece 213, which abuts against the outer ring 251 to limit the movement of the outer ring 251. In some embodiments of the present disclosure, by abutting the second limiting piece 213 against the outer ring 251 to limit the movement of the outer ring 251, the reliability of the connection between the second bearing 25 and the shell 21 is ensured.

[0083] In some embodiments, as shown in FIG. 9, the shell 21 is provided with a second limiting groove 216, and the two sides of the outer ring 251 abut against the inner wall of the second limiting groove 216 and the second limiting piece 213 respectively, so as to completely limit the movement of the outer ring 251, further reducing the possibility of movement of the outer ring 251, and ensuring the reliability of the rotation of the shell 21. In some embodiments of the present disclosure, by providing the second limiting groove 216 on the shell 21 to limit the movement of the outer ring 251 to one side, the cost of the steering gear 20 is reduced, and in this way, the assembly of the outer ring 251 and the steering gear 20 is simple, and the assembly efficiency of the steering gear 20 is improved.

[0084] It should be understood that in some embodiments, the shell 21 can also be provided with two second limiting pieces 213, and the outer ring 251 is arranged between the two second limiting pieces 213, and the two sides of the outer ring 251 abut against the two second limiting pieces 213 respectively to limit the movement of the outer ring 251.

[0085] In some embodiments, the second limiting piece 213 is threadedly connected with the shell 21. This connection mode has high reliability, is convenient to assemble, and improves the assembly efficiency of the steering gear 20. It should be understood that in some embodiments, the connection mode of the second limiting piece 213 and the shell 21 can also be interference fit, welding, clamping, etc., which is not limited in the present disclosure.

[0086] In some embodiments, as shown in FIGS. 7-9, the first bearing 24 is configured as a sliding bearing, the second bearing 25 is configured as an angular contact ball bearing, and the third bearing 26 is configured as a needle bearing.

[0087] In some embodiments, as shown in FIGS. 7-9, the shell 21 includes a main body 211 and a cover 212. One end of the main body 211 is provided with a mounting opening, and the cover 212 closes the mounting opening. The second bearing 25 is arranged on the main body 211, and the third bearing 26 is arranged on the cover 212.

[0088] In some embodiments, the main body 211 and the cover 212 define a receiving cavity therebetween. When assembling the steering device 20, the moving member 22 and the rotating member 23 are placed in the main body 211 through the installation opening, and finally the installation opening is closed by the cover 212 to enclose the rotating member 23 and the moving member 22 in the housing 21, so as to avoid the influence of external objects on the transmission between the rotating member 23 and the moving member 22, and ensure the reliability of the steering device 20.

[0089] In some embodiments, as shown in FIGS. 7-9, the moving member 22 is configured as a screw rod, and the rotating member 23 is configured as a nut which is sleeved on the screw rod. It should be understood that, in some embodiments, the moving member 22 can also be configured as a nut, and the rotating member 23 can also be configured as a screw rod, and the nut is sleeved on the screw rod. As long as the rotating member 23 can drive the moving member 22 to move when the rotating member 23 rotates.

[0090] In some embodiments, as shown in FIGS. 7-10, the moving member 22 is provided with a third limiting member 221 which is in sliding fit with the housing 21 to limit the circumferential movement of the moving member 22. Because the rotating member 23 and the moving member 22 are in threaded transmission fit, only when the moving member 22 cannot rotate, the rotating member 23 can drive the moving member 22 to move by rotating. The third limiting member 221 is in sliding fit with the housing 21 to limit the circumferential movement of the moving member 22, thereby improving the stability of the movement of the moving member 22.

[0091] In some embodiments, the housing 21 is provided with a guide structure extending along the axial direction of the moving member 22, one end of the third limiting member 221 is fixedly connected with the moving member 22, and the other end of the third limiting member 221 is in fit with the guide structure.

[0092] Through the above technical solution, the moving member 22 is in sliding connection with the housing 21 through the third limiting member 221, which reduces the contact area between the moving member 22 and the housing 21, reduces the friction in the movement of the moving member 22, and improves the smoothness of the movement of the moving member 22.

[0093] In some embodiments, as shown in FIG. 8, the steering device 20 further comprises a displacement sensor 215, and the third limiting member 221 is provided with a sensing member 222. The displacement sensor 215 is in electromagnetic fit with the sensing member 222 to detect the displacement of the moving member 22.

[0094] The displacement sensor 215 in some embodiments of the present disclosure is adapted to be in communication connection with a control element (for example, the left controller 102 and the right controller 103 described below) to facilitate the control element to detect the position of the moving member 22, facilitate the vehicle 1000 to accurately control the deflection of the wheels 200, and improve the flexibility and reliability of the vehicle 1000.

[0095] In some embodiments, as shown in FIGS. 7-9, the steering gear 20 further comprises a telescopic dust cover 29. The dust cover 29 covers the part of the moving member 22 outside the housing 21, and the two ends of the dust cover 29 are fixed to the yoke 28 and the housing 21 respectively. By covering the part of the moving member 22 outside the housing 21 with the dust cover 29, the dust outside is prevented from entering the space between the moving member 22 and the housing 21, thereby ensuring the reliability of the steering gear 20.

[0096] In some embodiments, as shown in FIG. 8, the two ends of the dust cover 29 are fixed to the yoke 28 and the housing 21 respectively through the clamps 291. This connection method is simple, which improves the assembly efficiency of the steering gear 20.

[0097] In some embodiments, as shown in FIGS. 2 and 11, the left brake 301 and the right brake 302 can be connected to the subframe 1 through the connecting arm 5 respectively. For example, the connecting arm 5 comprises an upper arm 51, a lower arm 52, a traction arm 53 and a guide arm 54. The left brake 301 and the subframe 1 can be connected through the control arm 4, the upper arm 51, the lower arm 52, the traction arm 53 and the guide arm 54, and the right brake 302 and the subframe 1 can be connected through the control arm 4, the upper arm 51, the lower arm 52, the traction arm 53 and the guide arm 54.

[0098] Through the above arrangement, the steering system 100 can be formed into a five-link structure, which is beneficial to improve the installation stability of the left brake 301 and the right brake 302.

[0099] In some embodiments, as shown in FIGS. 3 and 4, the end of the moving member 22 extending out of the housing 21 is provided with the yoke 28, and the first end 4a of the control arm 4 is connected to the yoke 28, and the relative positions of the two are adjustable. For example, as shown in FIG. 3, the control arm 4 has a first end 4a and a second end 4b at the two ends along the length direction (e.g. left-right direction). The first end 4a of the control arm 4 on the left side is connected to the yoke 28 of the left steering gear 201, and the second end 4b of the control arm 4 on the left side is connected to the left brake 301. The position between the first end 4a of the control arm 4 on the left side and the left steering gear 201 is adjustable, so that the relative position between the left steering gear 201 and the left brake 301 is adjustable. The first end 4a of the control arm 4 on the right side can be connected to the yoke 28 of the right steering gear 202, and the second end 4b of the control arm 4 on the right side is connected to the right brake 302. The position between the first end 4a of the control arm 4 on the right side and the right steering gear 202 is adjustable, so that the relative position between the right steering gear 202 and the right brake 302 is adjustable.

[0100] Through the above arrangement, the position of the wheel 200 can be easily adjusted, which reduces the difficulty of four-wheel alignment and improves the design rationality of the vehicle 1000.

[0101] In some embodiments, as shown in FIGS. 7-9, the steering gear 20 further comprises a telescopic dust cover 29. The dust cover 29 is sleeved on the part of the moving member 22 outside the housing 21, and the two ends of the dust cover 29 are fixed to the yoke 28 and the housing 21 respectively. By covering the part of the moving member 22 outside the housing 21 with the dust cover 29, the dust outside is prevented from entering the space between the moving member 22 and the housing 21 to affect the movement of the moving member 22, thereby ensuring the reliability of the steering gear 20.

[0102] In some embodiments, as shown in FIG. 7, the two ends of the dust cover 29 are fixed to the yoke 28 and the housing 21 respectively through the clamps 291. This connection method is simple, which improves the assembly efficiency of the steering gear 20.

[0103] In some embodiments, as shown in FIGS. 4 and 12, the yoke 28 of the steering gear 20 is provided with an elongated adjustment hole 281, and the control arm 4 is provided with an eccentric connecting bolt 6 which is adjustably connected to the adjustment hole 281.

[0104] For example, as shown in FIGS. 3 and 4, the steering gear 20 is provided with a yoke 28 which is connected to the first end 4a of the control arm 4 to fix the control arm 4 on the steering gear 20. The yoke 28 is provided with an adjustment hole 281 which is configured in an elongated shape. The length direction of the adjustment hole 281 is along the left-right direction. The control arm 4 is provided with an eccentric connecting bolt 6 which is movably arranged in the adjustment hole 281 and is adjustably positioned relative to the adjustment hole 281.

[0105] It can be understood that the relative position between the control arm 4 and the steering gear 20 can be adjusted by adjusting the position of the connecting bolt 6 in the adjustment hole 281, so as to adjust the position of the wheel 200 relative to the sub-frame 1, which is beneficial to the convenient adjustment of the wheel 200 and can improve the adjustment accuracy of the wheel 200 and the reliability of the steering system 100.

[0106] In some embodiments, as shown in FIG. 12, the steering system 100 further comprises an adjustment washer 7. The adjustment washer 7 is arranged between the connecting bolt 6 and the control arm 4, and the angle of the adjustment washer 7 is adjustable to adjust the position of the connecting bolt 6.

[0107] For example, as shown in FIG. 4 and FIG. 12, the steering system 100 further comprises an adjusting washer 7, which is configured in a circular shape and is provided with an eccentric hole, and the connecting bolt 6 is arranged in the eccentric hole to be connected with the adjusting washer 7. Moreover, a limiting groove 282 is arranged on the yoke 28 corresponding to the adjusting hole 281. The limiting groove 282 has a first side wall 282a and a second side wall 282b which are parallel and oppositely arranged and extend along the front-rear direction. The distance between the first side wall 282a and the second side wall 282b is slightly larger than the diameter of the adjusting washer 7. The adjusting washer 7 is arranged in the limiting groove 282 and abuts against the first side wall 282a or the second side wall 282b. For example, the distance between the first side wall 282a and the second side wall 282b can be 40.5 mm, and the diameter of the adjusting washer 7 can be 40 mm.

[0108] The angle of the adjusting washer 7 can be adjusted relative to the yoke 28. In this way, the position of the connecting bolt 6 can be adjusted by rotating the adjusting washer 7 to adjust the position of the eccentric hole along the left-right direction, so as to complete the position adjustment of the wheel 200. Therefore, the adjustment difficulty of the wheel 200 can be reduced, and the practicability of the steering system 100 is improved.

[0109] In some embodiments, as shown in FIG. 13 and FIG. 14, the second end 4b of each control arm 4 is provided with a ball pin 41, and the brake 30 is provided with a mounting plate 31. The mounting plate 31 is formed with a mounting hole 311, and a limiting inclined surface 321 is formed in the mounting hole 311. The ball pin 41 abuts against the limiting inclined surface 321 along the penetrating direction. Here, the penetrating direction can be understood as the extending direction of the ball pin 41 penetrating the mounting plate 31.

[0110] For example, as shown in FIG. 13 and FIG. 14, the end of the control arm 4 connected with the steering gear 20 can be the first end 4a, and the end of the control arm 4 connected with the brake 30 can be the second end 4b. The second end 4b of each control arm 4 is provided with a ball pin 41, and the brake 30 is provided with a mounting plate 31. The mounting plate 31 is formed with a mounting hole 311 which penetrates the mounting plate 31 along the thickness direction of the mounting plate 31. The second end 4b of the control arm 4 can extend to one side of the mounting plate 31 along the thickness direction and opposite to the mounting hole 311, so that the ball pin 41 can be arranged in the mounting hole 311.

[0111] In this case, a limiting inclined surface 321 is formed in the mounting hole 311, and the limiting inclined surface 321 is configured to extend inwardly along the penetrating direction. The ball pin 41 can be arranged in the mounting hole 311 and abut against the limiting inclined surface 321 along the penetrating direction. Moreover, the end of the ball pin 41 can be limitedly matched with the other side of the mounting plate 31 along the thickness direction, so as to fix the ball pin 41 on the mounting plate 31, thereby enabling the control arm 4 to be connected with the brake 30 through the ball pin 41.

[0112] Through the above arrangement, compared with other connection modes, the degree of freedom of the control arm 4 can be improved, the service life of the control arm 4 is prolonged, and the practicability of the steering system 100 is improved.

[0113] In some embodiments, as shown in FIG. 14, the end of the ball pin 41 can be provided with a threaded segment 411, and the steering system 100 has a fixing nut 81. The fixing nut 81 is screwed with the threaded segment 411, and is limited in position with the other side of the mounting plate 31 along the thickness direction. In this way, the installation difficulty of the ball pin 41 can be reduced, and the installation stability of the ball pin 41 can be improved.

[0114] In some embodiments, as shown in FIG. 14, a protective sleeve 42 can be connected between the second end 4b of the control arm 4 and the mounting plate 31, and the protective sleeve 42 is sleeved outside the ball pin 41 to protect the ball pin 41, thereby avoiding the accumulation of foreign matter or dust on the ball pin 41 to cause movement obstruction. In this way, the reliability of the steering system 100 is improved.

[0115] In some embodiments, as shown in FIG. 14, the brake assembly 3 includes a bushing 32. The bushing 32 is located in the mounting hole 311 and is in interference fit with the mounting hole 311, and the inner wall of the bushing 32 forms a limiting inclined surface 321. It should be noted that the bushing 32 can be made of anti-deformation materials such as stainless steel. Through the above arrangement, the processing difficulty of the brake 30 can be reduced, and the service life of the brake 30 can be prolonged.

[0116] In some embodiments, as shown in FIGS. 15 and 16, the steering system 100 further includes an air spring 9. The air spring 9 is installed between the subframe 1 and the wheel 200, and the air spring 9 is configured to buffer the vibration transmitted by the wheel 200 to the subframe 1, so as to reduce the vibration of the subframe 1 and improve the use effect of the vehicle.

[0117] In some embodiments, at least part of the control arm 4 can be arranged in a bent manner, so as to configure the control arm 4 into a special-shaped structure, and then the control arm 4 can avoid the air spring 9. In this way, the layout difficulty of the steering system 100 can be reduced, and the design rationality of the steering system 100 is improved.

[0118] In some embodiments, as shown in FIG. 2, the steering system 100 further includes an upper arm 51 and a lower arm 52. The upper arm 51 and the lower arm 52 are connected between the subframe 1 and the wheel 200, respectively, so that the control arm 4, the upper arm 51 and the lower arm 52 can jointly support the wheel 200, thereby improving the installation stability of the wheel 200. In the first direction L1, the control arm 4 can be located between the upper arm 51 and the lower arm 52.

[0119] Through the above arrangement, during the operation of the vehicle, the upper arm 51 and the lower arm 52 can better share the impact of the wheel 200, reduce the impact on the control arm 4, and thus the control arm 4 can more accurately control the wheel 200, thereby improving the reliability of the steering system 100.

[0120] In some embodiments, as shown in FIG. 2, the subframe 1 is provided with a mounting portion 17 for mounting the anti-roll bar on each side of the cross beam 10, and the steering gear 20 is located between the two mounting portions 17.

[0121] For example, as shown in FIG. 2, the subframe 1 is provided with a mounting portion 17 on each side of the cross beam 10, and the mounting portion 17 is used for mounting the anti-roll bar. The steering gear 20 is connected to the cross beam 10, and the steering gear 20 is located at a position in the middle of the two mounting portions 17 in the left-right direction. For example, when the steering gear 20 is mounted on the rear cross beam 12, the rear cross beam 12 is provided with a mounting portion 17 on each side.

[0122] Through the above arrangement, the anti-roll bar can effectively support the steering gear 20 to avoid the steering gear 20 causing the subframe 1 to roll, and the mounting portion 17 can also be used to enhance the structural strength of the subframe 1, thereby improving the overall stability of the subframe 1.

[0123] In some embodiments, at least one of the upper arm 51 or the lower arm 52 is located on the side of the mounting portion 17 away from the steering gear 20. For example, as shown in FIG. 2, in the left-right direction, the upper arm 51 and the lower arm 52 are both located on the side of the mounting portion 17 away from the steering gear 20. In this way, the weight on both sides of the mounting portion 17 can be more balanced, which is beneficial to improve the installation stability of the anti-roll bar and improve the overall stability of the steering system 100.

[0124] In some embodiments, as shown in FIG. 2, the steering gear 20 is mounted on the rear cross beam 12, and the rear cross beam 12 is provided with a mounting portion 17 on each side. In the front-rear direction of the vehicle 1000, at least one of the upper arm 51 or the lower arm 52 is located on the front side of the mounting portion 17.

[0125] Through the above arrangement, the center of gravity of the upper arm 51 and the lower arm 52 is located on the front side of the mounting portion 17, which can avoid the upper arm 51 and the lower arm 52 causing the subframe 1 to roll to the rear side, and is beneficial to improve the stability of the subframe 1.

[0126] In some embodiments, as shown in FIG. 2 and FIG. 6, in the front-rear direction of the vehicle 1000, the housing 21 is located between the drive assembly 27 and the cross beam 10. Through the above arrangement, the housing 21 and the drive assembly 27 can be arranged in sequence in the front-rear direction, so as to reduce the space occupation of the steering gear 20 in the up-down direction, which is beneficial to improve the arrangement convenience of the steering gear 20.

[0127] In some embodiments, as shown in FIG. 2, the cross beam 10 has a suspension mounting hole 16. The suspension mounting hole 16 is used to mount a suspension to fix the suspension on the cross beam 10, and the steering gear 20 is located below the suspension mounting hole 16. Through the above arrangement, the space of the cross beam 10 in the up-down direction can be fully utilized, which helps to improve the space utilization and reduce the overall size of the cross beam 10.

[0128] In some embodiments, as shown in FIG. 17, the steering system 100 further includes a domain controller 101, a left controller 102 and a right controller 103. The left controller 102 is in communication connection with the left steering gear 201, the right controller 103 is in communication connection with the right steering gear 202, and the domain controller 101 is in communication connection with the left controller 102 and the right controller 103, respectively.

[0129] For example, as shown in FIG. 17, the steering system 100 further includes a domain controller 101, a left controller 102 and a right controller 103. The domain controller 101 is installed on the subframe 1. The left controller 102 is arranged on the left steering gear 201 and is in communication connection with the left steering gear 201, and the right controller 103 is arranged on the right steering gear 202 and is in communication connection with the right steering gear 202.

[0130] Furthermore, the domain controller 101 can be in communication connection with the left controller 102 and the right controller 103, respectively, so that the domain controller 101 can control the left steering gear 201 through the left controller 102 to control the wheels 200 on the left side to steer, and the domain controller 101 can also control the right steering gear 202 through the right controller 103 to control the wheels 200 on the right side to steer. Through the above arrangement, the wheels 200 can be accurately controlled, which helps to improve the steering stability of the vehicle 1000.

[0131] Of course, the present disclosure is not limited thereto, and one of the left controller 102 and the right controller 103 can be arranged as the domain controller 101. Thus, it is beneficial to simplify the structure of the vehicle 1000 and reduce the cost.

[0132] Some embodiments of the present disclosure also propose a vehicle 1000.

[0133] As shown in FIG. 1, the vehicle 1000 according to some embodiments of the present disclosure includes the above-mentioned steering system 100.

[0134] The vehicle 1000 according to some embodiments of the present disclosure can increase the displacement stroke of the steering gear 20 by fixing the steering gear assembly 2 on the subframe 1, thereby increasing the maximum turning angle of the wheels 200, improving the flexibility of the vehicle 1000, avoiding increasing the unsprung mass, ensuring the handling and stability performance of the whole vehicle, and improving the market competitiveness of the vehicle 1000.

[0135] Some embodiments of the present disclosure further provide a control method of a vehicle.

[0136] It should be noted that, as shown in FIG. 17, the vehicle 1000 is provided with the domain controller 101, the left steering gear 201 is provided with the left controller 102, and the right steering gear 202 is provided with the right controller 103.

[0137] As shown in FIG. 18, the control method of the vehicle according to some embodiments of the present disclosure comprises the following steps:

[0138] In step S10, the domain controller 101, the left controller 102 and the right controller 103 perform self-checking respectively. That is, when the vehicle 1000 starts or begins to drive, the domain controller 101, the left controller 102 and the right controller 103 can perform self-checking respectively to determine whether their working states are normal.

[0139] In step S20, if the self-checking is successful, the domain controller 101, the left controller 102 and the right controller 103 interact, and the domain controller 101 controls the left controller 102 and the right controller 103 according to the working information.

[0140] That is, if the self-checking of the domain controller 101, the left controller 102 and the right controller 103 is successful, it is determined that the domain controller 101, the left controller 102 and the right controller 103 can work normally. Then, the domain controller 101, the left controller 102, the right controller 103 can be controlled to interact, so that the domain controller 101 can obtain the working information of the left controller 102 and the right controller 103 and other working information; then, the domain controller 101 can control the left controller 102 and the right controller 103 according to the working information, so as to control the left steering gear 201 and the right steering gear 202, thereby realizing the steering of the wheels 200.

[0141] It should be noted that the working information includes vehicle settings (such as the driving mode of the vehicle 1000, the on or off of the steering gear function, the function state of the Advanced Driving Assistance System (ADAS), etc.), vehicle speed, steering wheel turning angle, steering wheel turning speed, vehicle body roll, working state of the right steering gear 202, working state of the left steering gear 201, etc.

[0142] The control method of the vehicle according to some embodiments of the present disclosure can ensure the reliability and stability of the driving of the vehicle 1000, and improve the use effect of the vehicle.

[0143] In some embodiments, as shown in FIG. 19, controlling the left controller 102 and the right controller 103 according to the working information comprises the following steps:

[0144] In step S21, real-time working information is acquired. For example, the domain controller 101 can directly acquire vehicle settings, vehicle speed, steering wheel angle, steering wheel speed, vehicle body roll, and the like, can acquire the working state of the left steering gear 201 through the left controller 102, and can acquire the working state of the right steering gear 202 through the right controller 103.

[0145] In step S22, if the working information meets the preset condition, the domain controller 101 controls the left controller 102 and the right controller 103 to normally work. That is, when the working information meets the preset condition, it can be determined that each part of the vehicle 1000 can normally work, such as the right steering gear 202 and the left steering gear 201 can normally work. In this case, the domain controller 101 can calculate the control information of the left steering gear 201 and the right steering gear 202 according to the working information, and then send the control information to the left controller 102 and the right controller 103, respectively. After receiving the control information, the left controller 102 and the right controller 103 can control the corresponding steering gears 20 to work, thereby realizing the steering of the wheels 200.

[0146] In step S23, if the working information does not meet the preset condition, the domain controller 101, the left controller 102, and the right controller 103 stop interacting and perform emergency response. That is, when the working information does not meet the preset condition, the vehicle 1000 has a fault, such as the left steering gear 201 cannot work or the left controller 102 fails, and the like. In this case, the domain controller 101, the left controller 102, and the right controller 103 stop interacting and perform emergency response. Thus, the reliability and stability of driving can be ensured.

[0147] In some embodiments, as shown in FIG. 18, the control method according to some embodiments of the present disclosure further includes the following steps:

[0148] In step S30, if any one of the domain controller 101, the left controller 102, and the right controller 103 fails in self-checking, the domain controller 101, the left controller 102, and the right controller 103 stop interacting and perform emergency response. That is, if any one of the domain controller 101, the left controller 102, and the right controller 103 fails in self-checking, such as the domain controller 101 fails in self-checking or the left controller 102 fails in self-checking, it is determined that the vehicle 1000 cannot normally drive. In this case, the domain controller 101, the left controller 102, and the right controller 103 can be controlled to stop interacting and perform emergency response. Thus, the reliability and stability of driving can be ensured.

[0149] In some embodiments, as shown in FIG. 20, the domain controller 101, the left controller 102, and the right controller 103 stop interacting and perform emergency response, including the following steps:

[0150] In step S41, the left controller 102 and the right controller 103 control the corresponding steering gears 20 to return to the mechanical center or remain at the current position. That is, the left controller 102 can control the left steering gear 201 to return to the mechanical center, and the right controller 103 can control the right steering gear 202 to return to the mechanical center, so that the vehicle 1000 keeps the current direction; or the left controller 102 can control the left steering gear 201 to remain at the current position, and the right controller 103 can control the right steering gear 202 to remain at the current position, so that the vehicle 1000 can travel at a specific angle. Thus, the reaction space can be reserved for the user, and the reliability and stability of driving are improved.

[0151] In step S42, the domain controller 101 performs fault alarm according to the preset scheme. For example, the domain controller 101 can control the vehicle 1000 to broadcast a voice prompt or a light prompt to the driver, and can also control the vehicle 1000 to turn on the double flasher. Thus, the safety of the user can be ensured.

[0152] In the description of the present disclosure, it should be understood that the orientations or positional relationships indicated by the terms “center”, “length”, “width”, “thickness”, “upper”, “lower”, “front”, “rear”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “axial”, “radial”, “circumferential” are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the devices or elements referred to have a particular orientation, are constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present disclosure.

[0153] In the description of the present disclosure, “first feature” and “second feature” can include one or more of the features.

[0154] In the description of the present disclosure, “a plurality of” means two or more.

[0155] In the description of the present disclosure, “above”, “over”, and “on” of a first feature to a second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature between them.

[0156] In the description of the present disclosure, “above”, “over”, and “on” of a first feature to a second feature include that the first feature is directly above and obliquely above the second feature, or only means that the first feature is higher in horizontal height than the second feature.

[0157] In the description of the disclosure, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the disclosure. In the description of the disclosure, the exemplary description of the above terms does 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.

[0158] "A, B, and C at least one of" has the same meaning as "at least one of A, B, or C", and includes the following combinations of A, B, and C: only A, only B, only C, a combination of A and B, a combination of A and C, a combination of B and C, and a combination of A, B, and C.

[0159] Although the embodiments of the disclosure have been shown and described, it will be understood by those of ordinary skill in the art that various changes, modifications, substitutions and variations can be made thereto without departing from the principles and spirit of the disclosure, and the scope of the disclosure is defined by the claims and their equivalents.

Claims

1. A steering system (100), comprising: a subframe (1); and a steering gear assembly (2) comprising a plurality of steering gears (20) each connected to a cross beam (10) of the subframe (1). The plurality of steering gears (20) are located outside the cross beam (10).

2. The steering system (100) according to claim 1, wherein The plurality of steering gears (20) satisfy one of:

3. The steering system (100) according to claim 2, wherein in a front-rear direction of a vehicle (1000), the plurality of steering gears (20) are connected to a front cross beam (11) of the subframe (1) and are located on a front side of the front cross beam (11); or in the front-rear direction of the vehicle (1000), the plurality of steering gears (20) are connected to a rear cross beam (12) of the subframe (1) and are located on a rear side of the rear cross beam (12). The cross beam (10) is provided with a mounting structure (15), and the plurality of steering gears (20) are connected to the mounting structure (15).

4. The steering system (100) according to claim 2 or 3, wherein In a first direction (L1), a height of the plurality of steering gears (20) is lower than a height of the cross beam (10).

5. The steering system (100) according to any one of claims 2 to 4, wherein, In the first direction (L1), an axis of the plurality of steering gears (20) is located below an axis of the cross beam (10).

6. The steering system (100) according to any one of claims 2 to 5, wherein, The cross beam (10) is provided with a relief groove (13) having a bottom wall spaced apart from the plurality of steering gears (20).

7. The steering system (100) according to any one of claims 2 to 6, wherein, At least part of the plurality of steering gears (20) is arranged in the relief groove (13).

8. The steering system (100) according to claim 7, wherein The relief groove (13) is provided with at least one reinforcing rib (14).

9. The steering system (100) according to claim 7 or 8, wherein The at least one reinforcing rib (14) comprises a plurality of reinforcing ribs (14) extending obliquely relative to the first direction (L1) and arranged in cross.

10. The steering system (100) according to claim 9, wherein, The mounting structure (15) comprises a plurality of mounting bosses (151), and in the first direction (L1), each of the plurality of mounting bosses (151) is located on both sides of at least one of the plurality of steering gears (20).

11. The steering system (100) of claim 4, wherein, Two of the plurality of mounting bosses (151) spaced apart in the first direction (L1) are connected by a reinforcing rib (14).

12. The steering system (100) according to claim 11, wherein At least part of the plurality of mounting bosses (151) is arranged at a lower edge of the cross beam (10).

13. The steering system (100) according to claim 11 or 12, wherein In the first direction (L1), a first side of the steering gear (20) is provided with one of the plurality of mounting bosses (151), and a second side of the steering gear (20) is provided with two of the plurality of mounting bosses (151).

14. The steering system (100) according to any one of claims 11 to 13, wherein, 15. The steering system (100) according to claim 14, further comprising a displacement sensor (215) arranged at a first side of the steering gear (20) and configured to detect a movement stroke of the steering gear (20). ​ 16. The steering system (100) according to any one of claims 1 to 15, wherein, The plurality of steering gears (20) are respectively left steering gears (201) and right steering gears (202), the left steering gears (201) are adapted to be connected in transmission with wheels (200) located on the left side, and the right steering gears (202) are adapted to be connected in transmission with wheels (200) located on the right side.

17. The steering system (100) according to claim 16, wherein The axes of the left steering gears (201) and the right steering gears (202) are coaxially arranged or arranged at an angle.

18. The steering system (100) according to claim 16 or 17, wherein The left steering gears (201) and the right steering gears (202) arranged on the cross beam (10) are symmetrically arranged about the center line of the auxiliary frame (1).

19. The steering system (100) according to any one of claims 16 to 18, wherein, Any one of the plurality of steering gears (20) comprises: a housing (21) adapted to be connected with the cross beam (10); a driving assembly (27); a moving piece (22) arranged in the housing (21); a rotating piece (23) in transmission connection with the moving piece (22), the driving assembly (27) is adapted to drive the rotating piece (23) to move the moving piece (22), the moving piece (22) is adapted to be connected with the wheel (200) through a control arm (4); a first bearing (24) arranged between the moving piece (22) and the housing (21); and a second bearing (25) arranged between the rotating piece (23) and the housing (21).

20. The steering system (100) according to claim 19, wherein At least part of the control arm (4) is arranged in a bent manner.

21. The steering system (100) according to claim 19 or 20, wherein The any one of the steering gears (20) further comprises a third bearing (26) arranged between the rotating piece (23) and the housing (21), the second bearing (25) and the third bearing (26) are arranged at intervals in the axial direction of the moving piece (22).

22. The steering system (100) according to claim 21, wherein The driving assembly (27) comprises an output end connected with the rotating piece (23) to drive the rotating piece (23) to rotate, the second bearing (25) and the third bearing (26) are distributed on both sides of the output end.

23. The steering system (100) according to claim 22, wherein In the axial direction of the moving piece (22), the first bearing (24) is located on the side away from the output end of the second bearing (25).

24. The steering system (100) according to any one of claims 19 to 23, wherein, The second bearing (25) is an angular contact ball bearing, and first and second limiters (231) and (213) are respectively arranged on both sides of the second bearing (25) in the axial direction of the moving piece (22), the first and second limiters (231) and (213) are respectively in abutting engagement with the second bearing (25) to limit the movement of the second bearing (25).

25. The steering system (100) according to any one of claims 19 to 24, further comprising: Upper and lower arms (51) and (52) are respectively connected between the auxiliary frame (1) and the wheel (200), and the control arm (4) is located between the upper and lower arms (51) and (52) in a first direction (L1).

26. The steering system (100) according to claim 25, wherein The sub-frame (1) is provided with a mounting portion (17) for mounting an anti-roll bar on each side of the cross beam (10), and the plurality of diverters (20) are located between the two mounting portions (17).

27. The steering system (100) according to claim 26, wherein At least one of the upper arm (51) or the lower arm (52) is located on the side of the two mounting portions (17) away from the plurality of diverters (20).

28. The steering system (100) according to claim 26 or 27, wherein In the front-rear direction of the vehicle (1000), at least one of the upper arm (51) or the lower arm (52) is located on the front side of the two mounting portions (17).

29. The steering system (100) according to any one of claims 19 to 28, wherein, In the front-rear direction of the vehicle (1000), the housing (21) is located between the drive assembly (27) and the cross beam (10).

30. The steering system (100) according to any one of claims 19 to 29, wherein, The cross beam (10) has a suspension mounting hole (16) for mounting a suspension, and the plurality of diverters (20) are located below the suspension mounting hole (16).

31. A vehicle (1000) comprising the steering system (100) according to any one of claims 1 to 30.

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