Steering system and vehicle

Abstract

A steering system, comprising: an inner steering knuckle assembly (10) configured to be rotatably connected to a suspension arm assembly (201) of a vehicle (300); an outer steering knuckle assembly (20) rotatably connected to the inner steering knuckle assembly (10); a first driving member (30) rotatably connected to the inner steering knuckle assembly (10) and used to drive the inner steering knuckle assembly to rotate relative to the suspension arm assembly (201); and a second driving member (40) used to drive the outer steering knuckle assembly (20) to rotate relative to the inner steering knuckle assembly (10). In the steering system, after the steering angles of wheels are determined by first-stage steering, the steering angles of the wheels can be further adjusted by second-stage steering, so that the wheels on two sides rotate at different angles during vehicle turning, thereby causing the axes of the wheels to tend to intersect at a single point and reducing wheel wear. The invention further relates to a vehicle.

Description

Steering system and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202411220475.1, filed with the Chinese Patent Office on August 31, 2024, the entire contents of which are incorporated herein by reference. Technical Field

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

[0003] The steering system is an important part of a vehicle, used to maintain or change the vehicle's direction of travel. A steering system typically includes a steering gear and a steering transmission mechanism. When the driver turns the steering wheel, the steering gear amplifies the steering force and outputs it to the steering transmission mechanism, which then drives the left and right wheels to rotate. Technical issues

[0004] However, in existing technologies, steering transmission mechanisms can only make the left and right wheels rotate at the same angle, which causes wear on the wheels when steering.

[0005] Therefore, there is an urgent need to design a steering system and vehicle to address the technical risks. Technical solutions

[0006] In a first aspect, this application provides a steering system comprising: an inner steering knuckle assembly for rotatably connecting to a suspension control arm assembly of a vehicle; an outer steering knuckle assembly for rotatably connecting to the inner steering knuckle assembly; a first drive member rotatably connected to the inner steering knuckle assembly and for driving the inner steering knuckle assembly to rotate relative to the suspension control arm assembly; and a second drive member for driving the outer steering knuckle assembly to rotate relative to the inner steering knuckle assembly.

[0007] Secondly, this application provides a vehicle including the aforementioned steering system. Beneficial effects

[0008] The vehicle steering system provided in this application includes a first drive component and an inner steering knuckle assembly that achieve primary steering, driving the inner steering knuckle assembly to rotate relative to the suspension control arm assembly. A second drive component and an outer steering knuckle assembly that achieve secondary steering, driving the outer steering knuckle assembly to rotate relative to the inner steering knuckle assembly. After primary steering determines the wheel steering angle, secondary steering can further adjust the wheel steering angle, ensuring that the wheels on both sides rotate at different angles during vehicle steering. This causes the wheel axes to tend to intersect at a single point, reducing wheel wear.

[0009] The vehicle provided in this application uses the aforementioned steering system to reduce wheel wear. Attached Figure Description

[0010] The following drawings, illustrating embodiments of this application, are incorporated herein by reference and are used to understand this application. The drawings illustrate embodiments of this application and their descriptions, serving to explain the principles of this application. In the drawings,

[0011] Figure 1 is a structural schematic diagram of a steering system provided in this application;

[0012] Figure 2 is a structural schematic diagram of a steering system in the first-level steering state provided in this application;

[0013] Figure 3 is a schematic diagram of the clockwise rotation of a secondary steering mechanism in a steering system provided in this application;

[0014] Figure 4 is a schematic diagram of the counterclockwise rotation of a secondary steering mechanism in a steering system provided in this application;

[0015] Figure 5 is a schematic diagram of a steering system provided in this application that is turned counterclockwise to its limit state;

[0016] Figure 6 is a schematic diagram of the wheel state of a steering system provided in this application when the vehicle is turning;

[0017] Figure 7 is a schematic diagram of the initial state of a steering system provided in this application;

[0018] Figure 8 is a structural schematic diagram of an inner steering knuckle assembly in a steering system provided in this application;

[0019] Figure 9 is a structural schematic diagram of a first example of an outer steering knuckle assembly in a steering system provided in this application;

[0020] Figure 10 is a structural schematic diagram of a second example of an outer steering knuckle assembly in a steering system provided in this application;

[0021] Figure 11 is a schematic diagram of the push rod structure in a steering system provided in this application;

[0022] Figure 12 is a schematic diagram of an example of a two-stage steering mechanism in a steering system provided in this application;

[0023] Figure 13 is a schematic diagram of another example of a two-stage steering mechanism in a steering system provided in this application;

[0024] Figure 14 is a schematic diagram of a vehicle provided in this application.

[0025] Explanation of reference numerals in the attached drawings: 100-Steering system; 10-Inner steering knuckle assembly; 11-Third mounting plate; 111-First mounting hole; 13-Receiving space; 131-First chamber; 132-Second chamber; 134-First arcuate surface; 135-Second arcuate surface; 141-First channel; 142-Second channel; 15-Partition plate; 16-Second pivot; 17-Second mounting plate; 20-Outer steering knuckle assembly; 21-Shaft; 22-Second mounting hole; 23-Brake housing; 25-Piston; 251-First pivot; 252-Push plate; 26-Base plate; 27-First mounting plate; 30-First drive component; 31-Steering gear; 32-Steering tie rod; 40-Second drive component; 41-Push rod; 411-Connecting column; 201-Suspension control arm assembly; 202-Wheel; 203-Wheel hub assembly; 300-Vehicle.

[0026] Implementation methods of this application

[0027] As shown in Figure 14, this application provides a vehicle 300, which includes a steering system 100 and wheels. The steering system 100 is used to adjust the steering angle of the wheels according to the driver's operation, so that the vehicle 300 can better adapt to various turning and driving scenarios.

[0028] The vehicle 300 may also include a steering mechanism, which mainly consists of a steering wheel, a steering shaft, and a steering column. When the driver turns the steering wheel, the steering shaft transmits steering force to the steering system 100 and controls the operation of the steering system 100. The steering system 100 then adjusts the wheel angles according to these instructions, enabling the vehicle 300 to steer according to the driver's intention. The steering column provides necessary support and protects the steering shaft from external impacts and damage.

[0029] Please refer to Figure 1. The steering system 100 includes an inner steering knuckle assembly 10, an outer steering knuckle assembly 20, a first drive member 30, and a second drive member 40. The inner steering knuckle assembly 10 is rotatably connected to the suspension control arm assembly 201 of the vehicle 300. The first drive member 30 is rotatably connected to the inner steering knuckle assembly 10 and is used to drive the inner steering knuckle assembly 10 to rotate relative to the suspension control arm assembly 201. The inner steering knuckle assembly 10 and the first drive member 30 form a primary steering mechanism and realize primary steering. The outer steering knuckle assembly 20 is rotatably connected to the inner steering knuckle assembly 10. The second drive member 40 is used to drive the outer steering knuckle assembly 20 to rotate relative to the inner steering knuckle assembly 10. The outer steering knuckle assembly 20 and the second drive member 40 form a secondary steering mechanism and realize secondary steering.

[0030] The first drive component 30 is primarily responsible for driving the inner steering knuckle assembly 10 to rotate relative to the suspension control arm assembly 201, as shown in Figure 2. This is the basic steering action of the vehicle 300. Through precise control of the first drive component 30, the driver can easily control the driving direction of the vehicle 300. The second drive component 40 is responsible for driving the outer steering knuckle assembly 20 to rotate relative to the inner steering knuckle assembly 10, as shown in Figures 3 and 4. This provides greater steering flexibility for the vehicle 300. Through adjustment of the second drive component 40, the outer steering knuckle assembly 20 can achieve independent rotation relative to the inner steering knuckle assembly 10, thereby further adjusting the turning angle of the wheel 202. The primary and secondary steering mechanisms can drive the wheel 202 to rotate in the same direction, allowing the wheel 202 to achieve a larger turning angle, facilitating the vehicle 300's passage through narrow roads, curves, and other challenging conditions. After the first drive component 30 determines the rotation direction, the second drive component 40 can further fine-tune the rotation angle of each wheel 202, allowing for flexible adjustment according to actual conditions. When the vehicle makes a 300° turn, the primary and secondary steering mechanisms work together to cause the rotation angles of the wheels 202 to be inconsistent, thus making the axes of the four wheels 202 tend to intersect at a single point, causing the wheels 202 to tend to roll purely. This reduces wear on the wheels 202, extends their service life, and improves driving stability, providing the driver with a more comfortable and safer driving experience.

[0031] Furthermore, the primary and secondary steering mechanisms operate independently. If one mechanism fails for any reason, the other can still function independently, ensuring the vehicle 300 can continue to operate safely. This meets regulatory requirements for system reliability and safety, reducing the risk of the vehicle 300 losing control due to a single malfunction.

[0032] Specifically, in practical applications, as shown in Figure 5, the maximum counterclockwise rotation angle of the primary steering mechanism is αmax, and the maximum counterclockwise rotation angle of the secondary steering system is βmax. Therefore, the maximum counterclockwise rotation angle of the entire vehicle 300 is αmax + βmax. Similarly, the clockwise rotation angle of the vehicle 300 is also calculated this way. Since the primary and secondary steering systems in the application are independent, adjusting the secondary steering mechanism at any primary steering angle α allows the secondary steering mechanism to rotate clockwise or counterclockwise, thus controlling the rotation angle of a single wheel 202 within the range of α-β to α+β. This expands the steering range.

[0033] Taking the primary steering mechanism turning counterclockwise to its limit as an example, when the primary steering system rotates counterclockwise to 45°, the secondary steering mechanism's counterclockwise and clockwise rotation limit angles are 24° and 30° respectively. Therefore, the primary and secondary steering mechanisms working together can adjust the wheel 202's turning angle between 69° counterclockwise and 15° clockwise. Clearly, compared to only the primary steering mechanism driving the wheel 202, the combined primary and secondary steering mechanisms enable the vehicle 300 to achieve a larger turning angle.

[0034] The second drive unit 40 drives the outer steering knuckle assembly 20 to rotate, which in turn drives the connected wheel 202 to rotate, so that the two wheels 202 have different steering angles. When the primary steering mechanism is not working, the secondary steering mechanism makes the left and right wheels 202 in an inward or outward position, thereby actively adjusting the toe angle of the four-wheel alignment, and can also turn the wheels 202 to the extreme inward or outward position for emergency braking.

[0035] The four wheels 202 include two front wheels and two rear wheels. Typically, the two front wheels are used as the main wheels. The outer steering knuckle assembly 20 is used to drive the connected front wheels to rotate, so that the two front wheels have different turning angles. As shown in Figure 6, the first steering mechanism drives the two front wheels to rotate at a certain angle, and the second steering mechanism adjusts the turning angle of one of the front wheels, so that when the vehicle 300 turns, the axes of all wheels 202 intersect at a single point, thereby allowing the wheels 202 to roll purely, reducing wheel wear.

[0036] Please refer to Figures 7 and 8. The upper end of the inner steering knuckle assembly 10 can be connected to the upper wishbone via a single ball joint. This connection method allows the inner steering knuckle assembly 10 to move flexibly within a certain range to adapt to uneven road surfaces and various dynamic changes during driving.

[0037] In other examples, the upper end of the inner steering knuckle assembly 10 can also be connected to the shock absorber via bolts or other means to form a MacPherson strut suspension. The MacPherson strut suspension is a common type of front suspension in automobiles; the upper end of the inner steering knuckle assembly 10 can also be connected to the two suspension arms via two ball joints. This double ball joint connection may provide additional stability and handling, especially at high speeds and in emergency situations.

[0038] Similar to the upper end of the inner steering knuckle assembly 10, the lower arm of the inner steering knuckle assembly 10 can also adopt a similar connection method, such as ball joint connection or bolt connection, to achieve coordinated movement with the upper arm.

[0039] The inner steering knuckle assembly 10 can be configured with a suitable connection method according to the needs and positioning of different vehicle models to achieve optimal handling performance and ride comfort. This application will not elaborate further on this.

[0040] The inner steering knuckle assembly 10 has two opposing third mounting plates 11, with a portion of the outer steering knuckle assembly 20 positioned between the two third mounting plates 11. These opposing third mounting plates 11 provide a stable mounting base and necessary support for the outer steering knuckle assembly 20. During vehicle 300 operation, especially when turning or encountering bumpy roads, the third mounting plates 11 effectively bear and distribute the load from the outer steering knuckle assembly 20. Each third mounting plate 11 has a first mounting hole 111 to guide and position the pivot shaft 21 of the outer steering knuckle assembly 20, allowing it to rotate stably and smoothly within the inner steering knuckle assembly 10.

[0041] Referring to Figures 7 and 9, the outer steering knuckle assembly 20 has two rotating shafts 21, which are rotatably mounted in two first mounting holes 111 in a one-to-one correspondence. The tight fit between the rotating shafts 21 and the mounting holes ensures a stable connection between the inner steering knuckle assembly 10 and the outer steering knuckle assembly 20, effectively preventing shaking or loosening of the inner steering knuckle assembly 10 and the outer steering knuckle assembly 20 during driving. At the same time, the rotating shafts 21 can rotate freely within the first mounting holes 111, which ensures steering flexibility and response speed. When the driver operates the steering wheel, the outer steering knuckle assembly 20 can respond quickly and accurately, turning the wheels 202, thereby ensuring the handling of the vehicle 300.

[0042] In other embodiments, the first mounting hole 111 can be replaced with a rotating shaft, and the outer steering knuckle assembly 20 can be equipped with a corresponding bearing or sleeve to achieve rotational movement around the shaft. Alternatively, the first mounting hole 111 can be replaced with a ball joint or ball-and-socket structure. This design allows for greater freedom of movement and can accommodate multi-directional motion and stress. Furthermore, bearings, coatings, etc., can be added to the shaft-hole fit to reduce frictional loss between the inner and outer steering knuckle assemblies and improve the smoothness of rotation between them. This application does not limit this, as long as it ensures that the inner and outer steering knuckle assemblies can rotate relative to each other.

[0043] The outer steering knuckle assembly 20 has a second mounting hole 22. Through the second mounting hole 22, the wheel hub assembly 203 can be securely connected to the outer steering knuckle assembly 20, thereby ensuring that the wheel 202 can rotate smoothly and safely. Two rotating shafts 21 extend radially along the second mounting hole 22 and are located on opposite sides of the second mounting hole 22. This ensures that the axis of rotation of the wheel hub's rotating shaft 21 and the axis of rotation of the outer steering knuckle assembly 20 are on the same vertical plane, avoiding horizontal misalignment between the axis of rotation of the rotating shaft 21 and the contact point between the wheel 202 and the ground. Horizontal misalignment would cause unnecessary friction and resistance during wheel 202 rotation, improving the smoothness of wheel 202 rotation and benefiting the handling and efficiency of the vehicle 300.

[0044] It is understandable that, considering the minor errors that may exist in the actual manufacturing and assembly process, this design allows for a certain amount of machining error and assembly tolerance.

[0045] Referring to Figure 10, the outer steering knuckle assembly 20 has a brake housing 23. Integrating the brake housing 23 into the outer steering knuckle assembly 20 helps reduce the number of components, simplify the structure, and improve overall rigidity. A caliper brake or a drum brake can also be integrated into the outer steering knuckle assembly 20. Caliper brakes are typically used in disc brake systems, slowing the wheel 202 by generating friction with the rotor. Disc brake systems have better heat dissipation performance and are suitable for high-speed driving and frequent braking scenarios. The integration of the caliper brake makes the entire outer steering knuckle assembly 20 more compact and efficient. A drum brake is a device that uses brake shoes to compress a brake drum to obtain braking force. Due to its lower cost, drum brakes are still widely used in some economy cars, especially in the rear wheels and parking brakes where braking loads are lower.

[0046] In some implementations, the brake housing 23 and the outer steering knuckle assembly 20 can be integrally formed by casting or forging, which reduces the overall weight to some extent; due to the reduction of connection interfaces, the structure of the entire system is more compact and stable, improving structural strength and rigidity.

[0047] The brake housing 23 is a component for mounting brakes (such as brake calipers), and it serves to fix and protect the brakes. By mounting the brakes on the housing, the stability of the brakes can be ensured during vehicle 300 driving, improving braking efficiency and safety.

[0048] Referring to Figures 1 and 7, the first drive component 30 can adopt a drive structure found in conventional steering systems. For example, the first drive component 30 includes a steering gear 31 and a steering tie rod 32. The steering gear 31 is connected to the vehicle body structure of the vehicle 300. This connection method allows the steering gear 31 to be stably fixed to the vehicle body and ensures the effective transmission of steering force. When the driver turns the steering wheel, the steering gear 31 converts this action into mechanical force and amplifies this force through its internal gear or rack mechanism. The two ends of the steering tie rod 32 are rotatably connected to the output end of the steering gear 31 and the inner steering knuckle assembly 10, respectively, serving to transmit the force output by the steering gear 31. When the steering gear 31 outputs steering force, the steering tie rod 32 transmits this force to the inner steering knuckle assembly 10, thereby driving the wheels 202 to steer. Specifically, when the driver turns the steering wheel to the left or right, the steering gear 31 generates a corresponding steering force according to the direction and angle of the steering wheel's rotation. This force is transmitted to the inner steering knuckle assembly 10 through the steering tie rod 32, causing the wheel 202 to turn left or right, thereby realizing the steering action of the vehicle 300.

[0049] It should be noted that the rotation axis of the inner steering knuckle assembly 10 should be parallel to that of the outer steering knuckle assembly 20. If the rotation axes are not parallel, unnecessary lateral forces will be generated during steering, which will accelerate the wear of bearings, seals, and other related components, shortening their service life. When the rotation axes of the inner steering knuckle assembly 10 and the outer steering knuckle assembly 20 are parallel, the wheel 202 can maintain smooth rotation during steering, reducing unnecessary friction and resistance, thereby improving steering smoothness and efficiency.

[0050] There are several specific implementations of the second driving component 40. The different implementation methods of the second driving component 40 are described below.

[0051] In some embodiments, referring to Figures 7 and 11, the second drive member 40 may be a push rod 41. One end of the push rod 41 is rotatably connected to the outer steering knuckle assembly 20, and the other end is rotatably connected to the inner steering knuckle assembly 10. The rotation of the outer steering knuckle assembly 20 is achieved through the extension and retraction of the push rod 41. As a standardized mechanical component, the push rod 41 has the advantages of simple structure, ease of manufacture and maintenance. Furthermore, the push rod 41 can efficiently transmit steering force from the inner steering knuckle assembly 10 to the outer steering knuckle assembly 20, achieving fast and accurate steering action. The extension and retraction of the push rod 41 allows it to adapt to different steering angle requirements, improving the handling and stability of the vehicle 300.

[0052] When the second drive unit 40 adopts a push rod 41, the inner steering knuckle assembly 10 and the outer steering knuckle assembly 20 are provided with corresponding mounting and fixing structures.

[0053] For example, both ends of the push rod 41 are provided with connecting posts 411. The outer steering knuckle assembly 20 includes a base plate 26 and a first mounting plate 27. The base plate 26 is the basic support structure of the outer steering knuckle assembly 20. The rotating shaft 21, the wheel hub assembly 203, and the brake housing 23 can all be connected to the base plate 26. The first mounting plate 27 is located on one side of the base plate 26, and the base plate 26 is rotatably connected to the inner steering knuckle assembly 10. One of the connecting posts 411 is rotatably connected to the first mounting plate 27; the inner steering knuckle assembly 10 is provided with a second mounting plate 17, and the other connecting post 411 is rotatably connected to the second mounting plate 17. The connecting post 411 and the mounting plate are rotatably connected by bearings, pins, or other suitable rotating elements. This connection method allows the push rod 41 to adapt to the relative rotation between the inner and outer steering knuckle assemblies while transmitting steering force.

[0054] There are two first mounting plates 27, spaced apart. A connecting post 411 is located between the two first mounting plates 27 and rotatably connected to them via a first pin. The two parallel and spaced-apart first mounting plates 27 define a defined axis of rotation, which is the center line around which the push rod 41 rotates when transmitting steering force. When the push rod 41 extends or retracts, stress and impact are generated at the connection between the connecting post 411 and the first mounting plates 27. By placing the connecting post 411 between the two spaced first mounting plates 27 and rotatably connecting it via the first pin, these stresses and impacts can be effectively dispersed. This reduces the load on a single first mounting plate 27, improving the durability and reliability of the connection. The spaced arrangement of the two first mounting plates 27 also provides a larger contact area and a more stable support structure. This helps reduce wear and loosening caused by long-term use and vibration, further improving the durability of the connection.

[0055] Similar to the first mounting plate, there are two second mounting plates 17, which are spaced apart. Another connecting post 411 is located between the two second mounting plates 17 and is rotatably connected to the two second mounting plates 17 through a second pin.

[0056] On the inner steering knuckle assembly 10, the second mounting plate 17 and the third mounting plate 11 are located on opposite sides of the inner steering knuckle assembly 10. The inner steering knuckle assembly 10 has a clearance hole, and the push rod 41 passes through the clearance space and connects with the first mounting plate 27 and the second mounting plate 17.

[0057] In some embodiments, referring to Figures 7, 12, and 13, a second drive member 40 communicates with the receiving space 13 and the piston 25, and drives the piston 25 to rotate by supplying a medium into the receiving space 13, thereby rotating the outer steering knuckle assembly 20. Both the supply of the medium and the movement of the piston 25 are controllable, thus this steering system can provide precise steering angles and maintain smoothness during steering, reducing vibration and impact, and improving driving comfort and safety. Furthermore, this design is suitable for various types of vehicles 300, especially those requiring high steering precision.

[0058] Specifically, the inner steering knuckle assembly 10 has a receiving space 13, which is designed to accommodate part or all of the piston 25. The outer steering knuckle assembly 20 is connected to a piston 25, which is at least partially disposed within the receiving space 13. The piston 25 fits tightly with the inner steering knuckle assembly 10, dividing the receiving space 13 into a first chamber 131 and a second chamber 132. A second drive member 40 communicates with either the first chamber 131 or the second chamber 132. When the second drive member 40 operates, it delivers a medium to either the first chamber 131 or the second chamber 132. Due to the entry of the medium, the pressure within the chamber (first chamber 131 or second chamber 132) increases, thereby pushing the piston 25 to rotate within the receiving space 13. The rotation of the piston 25 further drives the connected outer steering knuckle assembly 20 to rotate, thus realizing the steering function of the vehicle 300.

[0059] The second drive unit 40 can be a reversing pump, which changes the pumping direction to achieve the filling and discharging of the medium, thereby controlling the position and steering angle of the piston 25. The first chamber 131 and the second chamber 132 can have only one chamber connected to the reversing pump, while the other chamber is not closed or connected to an accumulator; alternatively, one chamber can be connected to the inlet of the reversing pump, and the other chamber can be connected to the outlet of the reversing pump.

[0060] The inner steering knuckle assembly 10 has a first channel 141 communicating with a first chamber 131 and a second channel 142 communicating with a second chamber 132. Both the first channel 141 and the second channel 142 are connected to a second drive member 40. The second drive member 40 can supply a medium to the first chamber 131 through the first channel 141 to drive the piston 25 to rotate, and allow the medium in the second chamber 132 to flow out through the second channel 142. The second drive member 40 can also supply a medium to the second chamber 132 through the second channel 142 to drive the piston 25 to rotate, and allow the medium in the first chamber 131 to flow out through the first channel 141. The second drive member 40 can precisely control the flow of the medium in the two chambers, thereby driving the piston 25 to rotate and achieving steering of the vehicle 300.

[0061] In the first example of this embodiment, as shown in FIG12, the receiving space 13 has a first arc surface 134 and a second arc surface 135 arranged opposite to each other. These two arc surfaces are designed according to the movement trajectory of the piston 25 and the shape of the receiving space 13 to ensure that the piston 25 can move smoothly within the receiving space 13. The piston 25 includes a first pivot 251 and a push plate 252 disposed around the first pivot 251. The first pivot 251 maintains rotational contact with the first arc surface 134, providing stable rotational support for the piston 25. The push plate 252 is disposed around the first pivot 251 and generally extends radially along the first pivot 251. The end of the push plate 252 away from the first pivot 251 makes rotational contact with the second arc surface 135, so that the push plate 252 can divide the receiving space 13 into a first chamber 131 and a second chamber 132. By controlling the medium pressure in these two chambers, the position and rotation angle of the piston 25 can be precisely adjusted, thereby achieving precise steering of the vehicle 300.

[0062] The connection ports of the first channel 141 and the first chamber 131, and the connection ports of the second channel 142 and the second chamber 132, are respectively located on the two side walls of the receiving space 13 corresponding to the rotation direction of the push plate 252. When the push plate 252 (or piston 25) rotates during the turning process, the medium can flow into the corresponding chamber from one side of the channel without obstruction, while the medium in the chamber on the other side can flow out through the corresponding channel. This design avoids mutual interference that may occur when the medium flows in and out. It also effectively avoids limiting the rotation range of the push plate 252 by placing the connection ports on the path of the push plate 252's rotation, allowing the push plate 252 to rotate a wider range without restriction.

[0063] In the second example of this embodiment, as shown in FIG13, the piston 25 has a communicating central shaft hole, and the inner steering knuckle assembly 10 includes a partition plate 15 and a second pivot 16 connected thereto. The end of the partition plate 15 away from the second pivot 16 is connected to the inner wall of the receiving space 13, and the second pivot 16 is in rotatable contact with the central shaft hole. The outer side wall of the piston 25 is in rotatable contact with the inner side wall of the receiving space 13 to divide the receiving space 13 into a first chamber 131 and a second chamber 132, ensuring the stability and smoothness of the piston 25's movement within the receiving space 13. When the piston 25 is installed in the receiving space 13 and rotatably connected to the central shaft hole via the second pivot 16, the piston 25 can rotate freely between the partition plate 15 of the inner steering knuckle assembly 10 and the inner wall of the receiving space 13. The piston 25 has a first side surface and a second side surface along the circumference of the central shaft hole. The first side surface forms a first chamber 131 with the partition plate 15, and the second side surface forms a second chamber 132 with the partition plate. These two chambers can be filled and discharged by the second drive component, thereby controlling the position and steering angle of the piston 25.

[0064] The connection ports of the first channel 141 and the first chamber 131, and the connection ports of the second channel 142 and the second chamber 132, are located on opposite sides of the partition plate 15, respectively, avoiding potential mutual interference between the media during inflow and outflow. Each chamber can independently receive and discharge the media, thus achieving precise hydraulic control. Furthermore, it effectively avoids limiting the rotation range of the piston 25 by placing the connection ports along its rotation path, allowing the piston 25 to rotate over a wider range without restriction.

[0065] The medium filling the first chamber 131 and the second chamber 132 can be oil. Oil has high incompressibility, so it can transmit large pressure with a small volume change, thereby providing efficient steering power. In other embodiments, the medium can also be air or other fluids.

[0066] It is understood that in the first and second examples described above, the inner steering knuckle assembly 10 and the outer steering knuckle assembly 20 can be coupled through the shaft 21 and the first mounting hole 111. In this case, the rotation axis of the piston 25 is coaxial with the rotation axis of the shaft 21. The second drive member 40 delivers a medium to drive the piston 25, providing power for the rotation of the outer steering knuckle assembly 20. In other embodiments, the piston 25 can also drive the outer steering knuckle assembly 20 to rotate through a transmission structure such as a connecting rod, which is not limited in this application.

Claims

1. A steering system (100), the steering system (100) comprising: The inner steering knuckle assembly (10) is used for rotatable connection with the suspension control arm assembly (201) of the vehicle (300); The outer steering knuckle assembly (20) is rotatably connected to the inner steering knuckle assembly (10); A first drive member (30) is rotatably connected to the inner steering knuckle assembly (10) and is used to drive the inner steering knuckle assembly (10) to rotate relative to the suspension control arm assembly (201); and, The second drive member (40) is used to drive the outer steering knuckle assembly (20) to rotate relative to the inner steering knuckle assembly (10).

2. The steering system (100) according to claim 1, wherein, The second drive member (40) includes a push rod (41), one end of which is rotatably connected to the outer steering knuckle assembly (20), and the other end of which is rotatably connected to the inner steering knuckle assembly (10).

3. The steering system (100) according to claim 2, wherein, Both ends of the push rod (41) are provided with connecting posts (411). The outer steering knuckle assembly (20) includes a base plate (26) and a first mounting plate (27) provided on one side of the base plate (26). The base plate (26) is rotatably connected to the inner steering knuckle assembly (10). One of the connecting posts (411) is rotatably connected to the first mounting plate (27). The inner steering knuckle assembly (10) is provided with a second mounting plate (17). The other connecting post (411) is rotatably connected to the second mounting plate (17).

4. The steering system (100) according to claim 3, wherein, The number of the first mounting plates (27) is two, and the two first mounting plates (27) are arranged at intervals. One of the connecting posts (411) is located between the two first mounting plates (27) and is rotatably connected to the two first mounting plates (27) through a first pin; and / or, There are two second mounting plates (17), which are spaced apart. The other connecting post (411) is located between the two second mounting plates (17) and is rotatably connected to the two second mounting plates (17) through a second pin.

5. The steering system (100) according to claim 4, wherein, The inner steering knuckle assembly (10) is provided with two opposing third mounting plates (11), each of which has a first mounting hole (111); the opposite sides of the base plate (26) are respectively provided with a rotating shaft (21), and the two rotating shafts (21) are rotatably disposed in the two first mounting holes (111) in a one-to-one correspondence.

6. The steering system (100) according to claim 1, wherein, The inner steering knuckle assembly (10) has a receiving space (13), and the outer steering knuckle assembly (20) is connected to a piston (25). The piston (25) is rotatably connected to the inner steering knuckle assembly (10). The piston (25) is at least partially located in the receiving space (13) and divides the receiving space (13) into a first chamber (131) and a second chamber (132). Both the first chamber (131) and the second chamber (132) are connected to the second drive member (40).

7. The steering system (100) according to claim 6, wherein, The piston (25) includes a first pivot (251) and a push plate (252) disposed around the first pivot (251). The receiving space (13) has a first arc surface (134) and a second arc surface (135) disposed opposite to each other. The first pivot (251) is in rotatable contact with the first arc surface (134), and the end of the push plate (252) away from the first pivot (251) is in rotatable contact with the second arc surface (135) to divide the receiving space (13) into the first chamber (131) and the second chamber (132).

8. The steering system (100) according to claim 6, wherein, The piston (25) has a central shaft hole. The inner steering knuckle assembly (10) includes a partition plate (15) and a second pivot (16) connected to each other. The end of the partition plate (15) away from the second pivot (16) is connected to the inner wall of the receiving space (13). The second pivot (16) is in rotatable contact with the central shaft hole. The outer wall of the piston (25) is in rotatable contact with the inner wall of the receiving space (13) to divide the receiving space (13) into the first chamber (131) and the second chamber (132).

9. The steering system (100) according to any one of claims 6 to 8, wherein, The inner steering knuckle assembly (10) has a first channel (141) communicating with the first chamber (131) and a second channel (142) communicating with the second chamber (132). Both the first channel (141) and the second channel (142) are connected to the second drive member (40). The second drive member (40) is used to deliver a medium to the first chamber (131) through the first channel (141) to drive the piston (25) to rotate and to allow the medium in the second chamber (132) to flow out through the second channel (142); or to deliver a medium to the second chamber (132) through the second channel (142) to drive the piston (25) to rotate and to allow the medium in the first chamber (131) to flow out through the first channel (141).

10. The steering system (100) according to claim 1, wherein, The outer steering knuckle assembly (20) has a second mounting hole (22) for mounting the wheel hub assembly (203).

11. The steering system (100) according to claim 1, wherein, The outer steering knuckle assembly (20) is provided with a brake housing (23).

12. The steering system (100) according to claim 1, wherein, The first drive unit (30) includes a steering gear (31) and a steering tie rod (32), the two ends of which are rotatably connected to the output end of the steering gear (31) and the inner steering knuckle assembly (10), respectively.

13. The steering system (100) according to claim 1, wherein, The upper end of the inner steering knuckle assembly (10) can be connected to the upper wishbone via a single ball joint.

14. The steering system (100) according to claim 1, wherein, The upper end of the inner steering knuckle assembly (10) can be connected to the shock absorber by bolts.

15. The steering system (100) according to claim 5, wherein, The outer steering knuckle assembly (20) is provided with two rotating shafts (21), which are rotatably disposed in the two first mounting holes (111) in a one-to-one correspondence.

16. A vehicle (300) comprising a steering system (100) according to any one of claims 1 to 15.

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