Steering device of vehicle and vehicle

Abstract

A vehicle (100), comprising steering devices (10) of the vehicle (100). Each steering device (10) comprises a steering knuckle (3), a steering assembly and a limiting portion (5), wherein the steering assembly is configured to be in transmission connection with the steering knuckle (3), so as to realize the steering of a wheel (20); and the limiting portion (5) is connected to the steering assembly, and the limiting portion (5) is configured to restrict the steering assembly from rotating along with the wheel (20).

Description

Vehicle steering system and vehicle

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Patent Application No. 202411539148.2, filed on October 30, 2024, entitled "Steering Device for Vehicle and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and more specifically, to a steering device for a vehicle and a vehicle having the steering device. Background Technology

[0004] The vehicle has a steering system, which includes a steering knuckle, a steering mechanism, and a steering motor. The steering motor drives the steering knuckle to steer via the steering mechanism, and the steering knuckle steers the wheels. In related technologies, when the wheels bounce up and down, the steering mechanism tends to rotate, resulting in a small range of wheel steering angles, which cannot meet the user's demand for large steering angles. Therefore, there is room for improvement. Summary of the Invention

[0005] This application aims to at least partially solve one of the aforementioned technical problems in the related art. To this end, this application proposes a vehicle steering device capable of achieving a wide range of wheel steering angle adjustments.

[0006] This application also proposes a vehicle having the aforementioned steering device.

[0007] The vehicle steering device according to an embodiment of this application includes: a steering knuckle, a steering assembly, and a limiting part. The steering assembly is used to drively connect with the steering knuckle to realize wheel steering. The limiting part is connected to the steering assembly and is used to restrict the steering assembly from rotating with the wheel.

[0008] According to the embodiment of this application, the steering device restricts the excessive rotation of the steering mechanism by setting a limiting part, and restricts the steering component from rotating with the wheel, thereby realizing a wide range of wheel steering angle adjustment, which can meet the user's needs for a large wheel steering angle.

[0009] According to some embodiments of this application, the steering assembly includes a steering mechanism, the steering mechanism includes a steering housing and a steering transmission member, the steering transmission member is disposed in the steering housing, the portion of the steering knuckle extending into the steering housing is driven by the steering transmission member, and one end of the limiting portion is rotatably connected to the steering housing.

[0010] According to some embodiments of this application, the steering assembly further includes a steering motor mounted on the steering housing, the steering motor being used to drive the steering transmission element to actuate and cause the steering knuckle to steer.

[0011] According to some embodiments of this application, the steering device further includes: a first wishbone and a second wishbone, one end of the first wishbone being rotatably connected to the steering knuckle, and the other end of the first wishbone being adapted to be rotatably connected to the vehicle body; the second wishbone and the first wishbone are spaced apart in the vertical direction of the vehicle, one end of the second wishbone being rotatably connected to the steering knuckle, and the other end of the second wishbone being adapted to be rotatably connected to the subframe.

[0012] According to some embodiments of this application, the other end of the limiting portion is rotatably connected to at least one of the vehicle body and the subframe.

[0013] According to some embodiments of this application, the limiting part includes a first traction arm and a second traction arm. The first traction arm is located on the side of the second traction arm away from the center of the vehicle. The first traction arm has a first connecting cylinder and a first mounting cylinder. The second traction arm has a second connecting cylinder and a second mounting cylinder. The first connecting cylinder and the second connecting cylinder are both rotatably connected to the steering housing. The first mounting cylinder is rotatably connected to the vehicle body or the subframe. The second mounting cylinder is rotatably connected to the vehicle body or the subframe.

[0014] According to some embodiments of this application, the rotational connection center point between the first fork arm and the steering knuckle is the first center point, the rotational connection center point between the second fork arm and the steering knuckle is the second center point, and the line connecting the first center point and the second center point is the kingpin axis; the line connecting the center of the first connecting cylinder and the center of the first mounting cylinder, and the line connecting the center of the second connecting cylinder and the center of the second mounting cylinder intersect at the same point on the kingpin axis.

[0015] According to some embodiments of this application, the first traction arm includes a first arm first section and a first arm second section, the first connecting cylinder is disposed on the first arm first section, the first mounting cylinder is disposed on the first arm second section, and the first arm second section is bent away from the first arm first section in a direction away from the second traction arm.

[0016] According to some embodiments of this application, the second traction arm includes a first section of the second arm and a second section of the second arm, the second connecting cylinder is disposed on the first section of the second arm, the second mounting cylinder is disposed on the second section of the second arm, and the second section of the second arm is bent away from the first traction arm relative to the first section of the second arm.

[0017] According to some embodiments of this application, the other end of the limiting portion is rotatably connected to the second fork arm.

[0018] According to some embodiments of this application, the second fork arm is provided with a pivot, the pivot is rotatable relative to the second fork arm, the limiting part includes at least one slide rail structure, the slide rail structure includes a first slide tube and a second slide tube, the first slide tube and the second slide tube are at least partially nested, the first slide tube is rotatably connected to the steering housing, and the second slide tube is rotatably connected to the pivot to achieve rotatable connection with the second fork arm.

[0019] According to some embodiments of this application, there are two slide rail structures, one of which has a second slide tube adapted to be rotatably connected to one end of the rotating shaft extending out of the second fork arm, and the other slide rail structure has a second slide tube adapted to be rotatably connected to the other end of the rotating shaft extending out of the second fork arm.

[0020] According to some embodiments of this application, the second slide tubes of the two slide rail structures are fixedly connected by a connecting rod.

[0021] According to some embodiments of this application, the second fork arm has fork arm holes that extend through both ends, the rotating shaft passes through the fork arm holes and extends outward from the fork arm holes, a fork arm bearing is provided between the fork arm holes and the rotating shaft, and seals are provided at both ends of the fork arm holes, with the rotating shaft passing through the seals.

[0022] According to some embodiments of this application, one of the second fork arm and the steering housing is provided with a sliding groove, and the other is provided with a sliding fork, the sliding fork being slidably engaged with the sliding groove.

[0023] According to some embodiments of this application, the second fork arm is provided with a groove that extends along the height direction of the vehicle. A slider is provided in the groove and can slide along the groove. A pin is provided on the slider and is connected to the steering housing through a double ball joint connecting rod.

[0024] According to some embodiments of this application, the steering transmission component includes: a first gear and a second gear, the steering motor is used to drive the first gear to rotate, the second gear is fixed to the steering knuckle, and the second gear meshes with the first gear for transmission; wherein, both the first gear and the second gear are sector gears.

[0025] According to some embodiments of this application, the wheel includes a rim, and the steering mechanism is at least partially located inside the rim.

[0026] According to some embodiments of this application, when the steering assembly drives the steering knuckle to turn, it causes the wheel to turn, and the steering angle range of the wheel reaches a preset angle value, wherein the preset angle value is not less than 120°.

[0027] According to some embodiments of this application, when the wheel is in the initial position, the axis of the wheel is parallel to the left-right direction of the vehicle; the angle between the axis of the wheel and the left-right direction of the vehicle and the first angle is the angle at which the wheel can turn from the initial position along a first direction; the angle between the axis of the wheel and the left-right direction of the vehicle and the second angle is the angle at which the wheel can turn from the initial position along a second direction; wherein, the first direction and the second direction are opposite directions, the first angle is greater than the second angle, and the sum of the angle values ​​of the first angle and the second angle is equal to the preset angle value.

[0028] According to some embodiments of this application, the preset angle value is 135°, the first included angle is 90°, and the second included angle is 45°.

[0029] According to some embodiments of this application, the steering device further includes: a hub motor, the hub motor including a motor stator and a motor rotor, the motor rotor being connected to the wheel, the motor rotor being rotatable relative to the motor stator, the motor rotor being able to drive the wheel to rotate when rotating, and the steering knuckle being connected to the motor stator.

[0030] According to some embodiments of this application, the vehicle includes a shock absorber, a first end of which is connected to the vehicle body, and a second end of which is rotatably connected to the second fork arm; the first fork arm includes a main arm, a first support arm, and a second support arm, both of which are connected to the main arm, and the end of the main arm away from the first and second support arms is rotatably connected to the first end of the steering knuckle, both of which have a first fork arm mounting structure for connection to the vehicle body, and a fork arm space is formed between the first and second support arms, and the shock absorber passes through the fork arm space at least partially.

[0031] A vehicle according to another embodiment of this application includes the steering device described above.

[0032] According to the vehicle of the present application embodiment, the steering device restricts the excessive rotation of the steering mechanism by setting a limiting part, and restricts the steering component from rotating with the wheel, thereby realizing a wide range of wheel steering angle adjustment, which can meet the user's needs for a large wheel steering angle.

[0033] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0034] Figure 1 is a schematic diagram of a steering device according to an embodiment of the present application;

[0035] Figure 2 is a schematic diagram of the steering device shown in Figure 1 after the second housing of the steering housing has been removed;

[0036] Figure 3 is a schematic diagram of the wheels and steering mechanism when the vehicle is in its initial position;

[0037] Figure 4 is a schematic diagram of the wheels and steering mechanism when the vehicle is in the first extreme position;

[0038] Figure 5 is a schematic diagram of the wheels and steering mechanism when the vehicle is in the second extreme position;

[0039] Figure 6 is a schematic diagram of the first traction arm of the steering device shown in Figure 1;

[0040] Figure 7 is a schematic diagram of the second traction arm of the steering device shown in Figure 1;

[0041] Figure 8 is a schematic diagram of a steering device according to another embodiment of this application;

[0042] Figure 9 is a magnified view of part B in Figure 8;

[0043] Figure 10 is a schematic diagram of the two slide rail structures of the steering device shown in Figure 1;

[0044] Figure 11 is a schematic diagram of a single slide rail structure;

[0045] Figure 12 is a schematic diagram of a vehicle according to an embodiment of this application;

[0046] Figure 13 is a schematic diagram of the four wheels and four steering devices when the vehicle is in the first extreme position;

[0047] Figure 14 is a schematic diagram of the four wheels and four steering mechanisms when the vehicle is in the second extreme position.

[0048] Reference numerals: Vehicle 100, Steering device 10, First fork arm 1, First support arm 11, Second support arm 12, Main arm 13, First fork arm mounting structure 14, Fork arm space 15, Second fork arm 2, Second fork arm mounting structure 21, Steering knuckle 3, Steering connection 31, Steering mechanism 4, Steering housing 41, First housing 411, Second housing 412, Steering transmission component 42, First gear 421, Second gear 422, First bearing 43, Second bearing 44, Limiting part 5, First traction arm 51, First connection Cylinder 511, First mounting cylinder 512, First arm first section 513, First arm second section 514, Second traction arm 52, Second connecting cylinder 521, Second mounting cylinder 522, Second arm first section 523, Second arm second section 524, Slide rail structure 53, First slide tube 531, Second slide tube 532, Dust cover 533, Slide rail ball head 534, Connecting rod 535, Steering motor 6, Rotating shaft 7, Fork arm bearing 71, Seal 72, Fastening nut 73, Reducer 8, Wheel 20, Shock absorber 30. Detailed Implementation

[0049] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0050] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0051] The steering device 10 of a vehicle 100 according to an embodiment of this application and the vehicle 100 having the steering device 10 are described in detail below with reference to Figures 1-14.

[0052] Referring to Figures 1-5 and Figure 8, the vehicle 100 includes a body, a subframe, and wheels 20. The body is mounted on top of the subframe, and the wheels 20 can rotate around their own axes and can also steer. A steering device 10 according to an embodiment of this application is used in the vehicle 100. The steering device 10 may include a steering knuckle 3, a steering assembly, and a limiting part 5. The steering assembly is used to drively connect with the steering knuckle 3 to achieve steering of the wheels 20. The limiting part 5 is connected to the steering assembly and is used to restrict the steering assembly from rotating with the wheels 20.

[0053] If the steering component rotates with the wheel 20, it cannot achieve a large-angle steering of the wheel 20. Therefore, according to the embodiment of this application, the steering device 10 restricts the excessive rotation of the steering mechanism 4 by setting the limiting part 5, and restricts the steering component from rotating with the wheel 20. This achieves a wide range of adjustment of the steering angle of the wheel 20, which can meet the user's demand for a large steering angle of the wheel 20.

[0054] In some embodiments, referring to Figures 1-2 and 8-9, the steering assembly includes a steering mechanism 4. The steering mechanism 4 includes a steering housing 41 and a steering transmission member 42. The steering transmission member 42 is disposed within the steering housing 41, which protects the steering transmission member 42 from collisions with other components surrounding the steering device 10. The portion of the steering knuckle 3 extending into the steering housing 41 is driven by the steering transmission member 42. The steering transmission member 42 transmits power to steer the steering knuckle 3.

[0055] In some embodiments, the steering housing 41 may include a first housing 411 and a second housing 412, which are detachably connected. For example, the first housing 411 and the second housing 412 may be detachably connected by means of bolts, snap-fit ​​connections, or other methods. This facilitates the installation of the steering transmission component 42 within the steering housing 41.

[0056] A bearing is provided between the steering knuckle 3 and the steering housing 41 to prevent friction between them. Specifically, the first housing 411 has a first housing hole for the steering knuckle 3 to extend out, and an upper bearing is provided between the steering knuckle 3 and the first housing 411 to prevent friction between them. The second housing 412 has a second housing hole for the steering knuckle 3 to extend out, and a first bearing 43 is provided between the steering knuckle 3 and the second housing 412 to prevent friction between them.

[0057] In some embodiments, the limiting part 5 is rotatably connected to the steering housing 41. In this way, the limiting part 5 can constrain the steering housing 41, prevent the steering housing 41 from rotating arbitrarily, and limit the steering assembly from rotating with the wheel 20. In other words, when the wheel 20 is turning, the limiting part 5 will restrain the tendency of the steering mechanism 4 to turn left and right, and limit the steering mechanism 4 from rotating with the wheel 20, so as to ensure the normal steering action of the wheel 20.

[0058] It should be noted that the rotational connection between the two parts mentioned in this application can refer to a direct rotational connection between the two parts or an indirect rotational connection between the two parts. For example, the first part is first connected to the intermediate part (which can be a fixed connection or a rotational connection), and the intermediate part is then rotatedly connected to the second part.

[0059] In some embodiments, the steering device 10 further includes a first wishbone 1 and a second wishbone 2. The first wishbone 1 and the second wishbone 2 constitute a double wishbone structure, wherein one end of the first wishbone 1 is rotatably connected to the steering knuckle 3, and the other end of the first wishbone 1 is rotatably connected to the vehicle body. The second wishbone 2 is spaced apart from the first wishbone 1 in the vertical direction of the vehicle 100, one end of the second wishbone 2 is rotatably connected to the steering knuckle 3, and the other end of the second wishbone 2 is rotatably connected to the subframe. In some embodiments, in the vertical direction of the vehicle 100, the first wishbone 1 is located above the second wishbone 2, the first wishbone 1 is rotatably connected to the upper end of the steering knuckle 3, and the second wishbone 2 is rotatably connected to the lower end of the steering knuckle 3.

[0060] In some embodiments, the steering knuckle 3 extends through the steering housing 41, with the upper end of the steering knuckle 3 extending upward from the upper part of the steering housing 41 to be rotatably connected to the first wishbone 1, and the lower end of the steering knuckle 3 extending downward from the lower part of the steering housing 41 to be rotatably connected to the second wishbone 2.

[0061] Specifically, when the steering knuckle 3 turns, the first wishbone 1 and the steering knuckle 3 can rotate relative to each other at their connection point. In some embodiments, a first ball joint can be provided at one end of the first wishbone 1, and the first ball joint is hinged to the steering knuckle 3; or, the steering knuckle 3 is provided with a first ball joint, and the first ball joint is hinged to the first wishbone 1. In this way, the relative rotation direction between the first wishbone 1 and the steering knuckle 3 is more flexible and changeable, realizing universal adjustment, and the first wishbone 1 and the steering knuckle 3 are less likely to jam at their connection point.

[0062] Similarly, when the steering knuckle 3 turns, the second wishbone 2 and the steering knuckle 3 can rotate relative to each other at their connection point. One end of the second wishbone 2 can be provided with a second ball joint, which is hinged to the steering knuckle 3; alternatively, the steering knuckle 3 can be provided with a second ball joint, which is hinged to the second wishbone 2. This allows for more flexible and varied directions of relative rotation between the second wishbone 2 and the steering knuckle 3, enabling omnidirectional adjustment and preventing the connection point from jamming.

[0063] In some embodiments, the other end of the first fork arm 1 can be rotatably connected to the vehicle body through a ball joint structure. In this way, the relative rotation direction between the first fork arm 1 and the vehicle body is more flexible and versatile, achieving universal adjustment, and the first fork arm 1 and the vehicle body are less likely to get stuck at the connection point.

[0064] In some embodiments, the other end of the second fork arm 2 can be rotatably connected to the subframe via a ball joint structure. This allows for more flexible and varied relative rotation directions between the second fork arm 2 and the subframe, enabling omnidirectional adjustment and preventing the second fork arm 2 and the subframe from jamming at their connection point.

[0065] In some embodiments, the steering assembly further includes a steering motor 6, which is mounted on the steering housing 41 and is used to drive the steering transmission 42 to actuate and drive the steering knuckle 3 to steer.

[0066] In some embodiments, when the steering assembly drives the steering knuckle 3 to turn, it causes the wheel 20 to turn, and the steering angle range of the wheel 20 reaches a preset angle value, which is not less than 120°. For example, the preset angle value can be 120°, 125°, 130°, 135°, etc., or other values ​​not less than 120°.

[0067] Steering knuckle 3 is used to steer wheel 20. It should be noted that "the steering angle range of wheel 20 reaches the preset angle value" means that when wheel 20 turns from one extreme position to another, the steering angle is the preset angle value. For example, wheel 20 in Figure 4 is in the first extreme position, and wheel 20 in Figure 5 is in the second extreme position. When wheel 20 turns from the first extreme position shown in Figure 4 to the second extreme position shown in Figure 5, the steering angle of wheel 20 is the preset angle value.

[0068] The rotational connection center point between the first wishbone 1 and the steering knuckle 3 is the first center point A1, and the rotational connection center point between the second wishbone 2 and the steering knuckle 3 is the second center point A2. The line connecting the first center point A1 and the second center point A2 is the main pin axis L3.

[0069] The left-right direction of vehicle 100 is the Y-axis, and the up-down direction of vehicle 100 is the Z-axis. In related technologies, when the wheels bounce up and down, there is a relative motion of rotation in the YZ plane between the steering mechanism and the second wishbone 4, and at the same time, the steering mechanism rotates relative to the kingpin axis L3. These two rotations result in a small steering angle range for the wheels, which cannot meet the user's demand for a large steering angle. According to the steering device 10 of this application embodiment, by setting a limiting part 5, the excessive rotation of the steering mechanism 4 is constrained. By using the double wishbone structure and the limiting part 5 to restrict the steering mechanism 4 from rotating with the wheel 20, the steering angle range of the wheel 20 is not less than 120°, thereby realizing a large range of adjustment of the steering angle of the wheel 20, which can meet the user's demand for a large steering angle of the wheel 20.

[0070] In some embodiments of this application, referring to FIG3, when wheel 20 is in the initial position, the axis of wheel 20 is parallel to the left-right direction of vehicle 100, and the steering angle of wheel 20 is 0°. Referring to FIG4, wheel 20 can turn from the initial position along a first direction to an angle between the axis of wheel 20 and the left-right direction of vehicle 100, which is a first included angle, and wheel 20 is in a first extreme position. Referring to FIG5, wheel 20 can turn from the initial position along a second direction to an angle between the axis of wheel 20 and the left-right direction of vehicle 100, which is a second included angle, and wheel 20 is in a second extreme position. The first direction and the second direction are opposite directions, the first included angle is greater than the second included angle, and the sum of the angle values ​​of the first and second included angles is equal to a preset angle value. For example, in FIG3-FIG5, the first direction is clockwise, and the second direction is counterclockwise.

[0071] In some embodiments of this application, the preset angle value is 135°, the first included angle is 90°, at which time the axis of wheel 20 is perpendicular to the left and right direction of vehicle 100; the second included angle is 45°, at which time the angle between the axis of wheel 20 and the left and right direction of vehicle 100 is 45°.

[0072] It is understandable that "the left and right directions of vehicle 100" refers to the direction from left to right when the driver is sitting in the driver's seat and facing forward, as shown in the Y1-Y2 directions in Figures 3-5.

[0073] In some embodiments of this application, the steering device 10 may further include a hub motor, which provides electric driving force for the steering of the wheel 20, thereby providing assistance to the steering operation of the steering wheel on the wheel 20. The hub motor includes a motor stator and a motor rotor. The motor rotor is connected to the wheel 20 and can rotate relative to the motor stator. When the motor rotor rotates, it can drive the wheel 20 to rotate. The steering knuckle 3 is connected to the motor stator.

[0074] The wheel 20 includes a hub and a tire. The tire is mounted on the hub, and the motor rotor is connected to the hub. The steering device 10 is centrally located on the axial inner side of the hub. In this way, the steering device 10 is not easily visible from outside the vehicle, thus hiding it. Furthermore, the hub can protect the steering device 10, which helps to extend its service life.

[0075] In some embodiments of this application, the braking system and the drive system are also integrated on the axial inner side of the wheel hub.

[0076] Referring to Figure 2, the steering knuckle 3 includes a steering connection part 31, which is connected to the motor stator. The upper bearing is located above the steering connection part 31, and the first bearing 42 is located below the steering connection part 31. In this way, when the steering knuckle 3 drives the motor stator of the hub motor to turn, the operation is more stable.

[0077] In some embodiments, one end of the limiting part 5 is rotatably connected to the steering housing 41, and the other end of the limiting part 5 is rotatably connected to at least one of the vehicle body and the subframe, as shown in Figures 1-2.

[0078] In some embodiments of this application, referring to Figures 1-5 and 13-14, the limiting part 5 includes a first traction arm 51 and a second traction arm 52. The first traction arm 51 is located on the side of the second traction arm 52 away from the center of the vehicle 100. The first traction arm 51 has a first connecting cylinder 511 and a first mounting cylinder 512. The second traction arm 52 has a second connecting cylinder 521 and a second mounting cylinder 522. The first connecting cylinder 511 and the second connecting cylinder 521 are both rotatably connected to the steering housing 41. The first mounting cylinder 512 is rotatably connected to the vehicle body or subframe. The second mounting cylinder 522 is rotatably connected to the vehicle body or subframe.

[0079] It is understandable that "center of vehicle 100" can refer to the point where the midpoint of vehicle 100 in the front-rear direction, the midpoint in the left-right direction, and the midpoint in the up-down direction coincide, i.e., point C as shown in Figures 13-14.

[0080] In some embodiments of this application, referring to Figures 1-2, the straight line connecting the center of the first connecting cylinder 511 and the center of the first mounting cylinder 512 is the first straight line L1, and the straight line connecting the center of the second connecting cylinder 521 and the center of the second mounting cylinder 522 is the second straight line L2. The first straight line L1 and the second straight line L2 intersect at the same point on the kingpin axis L3. That is, the three straight lines, the first straight line L1, the second straight line L2, and the kingpin axis L3, converge at the same point, namely point O in Figure 1. In this way, when the wheel 20 is turning, the first traction arm 51 and the second traction arm 52 can better restrain the tendency of the steering mechanism 4 to turn left and right, so as to ensure the normal steering action of the wheel 20.

[0081] In some embodiments of this application, referring to Figures 1-2, the plane formed by the first straight line L1 and the second straight line L2 is perpendicular to the kingpin axis L3. This ensures that when the wheel 20 bounces up and down, no excessive bending moment is generated between the steering mechanism 4 and the first traction arm 51, or between the steering mechanism 4 and the second traction arm 52. When the wheel 20 is turning, the first traction arm 51 and the second traction arm 52 will restrain the tendency of the steering mechanism 4 to turn left and right, so as to ensure the normal steering action of the wheel 20.

[0082] In some embodiments of this application, the first traction arm 51 includes a first arm first section 513 and a first arm second section 514. A first connecting cylinder 511 is disposed on the first arm first section 513, and a first mounting cylinder 512 is disposed on the first arm second section 514. The first arm second section 514 is bent away from the second traction arm 52 relative to the first arm first section 513. Referring to Figures 1 and 6, when the wheel 20 is the left front wheel 20a, the first arm second section 514 is bent in the forward direction relative to the first arm first section 513.

[0083] In some embodiments of this application, the second segment 514 of the first arm bends at an angle of 110° to 130° relative to the first segment 513 of the first arm in a direction away from the second traction arm 52. Referring to Figures 1 and 6, the angle at which the second segment 514 of the first arm bends relative to the first segment 513 of the first arm is α, where α satisfies: 110° ≤ α ≤ 130°. In some embodiments, α can be 110°, 115°, 120°, 125°, 130°, or other angle values ​​within the range of 110° to 130°, which will not be listed here. By setting the second segment 514 of the first arm to bend relative to the first segment 513 in a direction away from the second traction arm 52, the first traction arm 51 can be formed into a non-straight strip structure, thereby reasonably avoiding interference with other components around the steering device 10 when the wheel 20 turns at a large angle.

[0084] In some embodiments of this application, the first traction arm 51 may be constructed as an arc shape, with the outer end of the first traction arm 51 bent away from the second traction arm 52.

[0085] In some embodiments of this application, the second traction arm 52 includes a first segment 523 and a second segment 524. A second connecting cylinder 521 is disposed on the first segment 523, and a second mounting cylinder 522 is disposed on the second segment 524. The second segment 524 bends away from the first traction arm 51 relative to the first segment 523. Referring to Figures 1 and 7, when the wheel 20 is the left front wheel 20a, the second segment 524 bends in the rearward direction relative to the first segment 523.

[0086] In some embodiments of this application, the second segment 524 of the second arm bends at an angle of 110° to 130° relative to the first segment 523 of the second arm in a direction away from the first traction arm 51. Referring to Figures 1 and 7, the angle at which the second segment 524 of the second arm bends relative to the first segment 523 of the second arm is β, where β satisfies: 110° ≤ β ≤ 130°. In some embodiments, β can be 110°, 115°, 120°, 125°, 130°, or other angle values ​​within the range of 110° to 130°, which will not be listed here. By setting the second segment 524 of the second arm to bend relative to the first segment 523 of the second arm in a direction away from the first traction arm 51, the second traction arm 52 can be formed into a non-straight strip structure, thereby reasonably avoiding interference with other components around the steering device 10 when the wheel 20 turns at a large angle.

[0087] In some embodiments of this application, the second traction arm 52 may be constructed as an arc shape, with the outer end of the second traction arm 52 bent away from the first traction arm 51.

[0088] In some embodiments, such as those shown in Figures 8-9, one end of the limiting part 5 is rotatably connected to the steering housing 41, and the other end of the limiting part 5 is rotatably connected to the second fork arm 2.

[0089] In some embodiments of this application, referring to Figures 8-11, the second fork arm 2 is provided with a rotating shaft 7, which is rotatable relative to the second fork arm 2. The limiting part 5 includes at least one slide rail structure 53, each slide rail structure 53 including a first slide tube 531 and a second slide tube 532. The first slide tube 531 and the second slide tube 532 are at least partially nested. The first slide tube 531 is rotatably connected to the steering housing 41, and the second slide tube 532 is rotatably connected to the second fork arm 2 by being rotatably connected to the rotating shaft 7. In some embodiments, the end of the first slide tube 531 away from the second slide tube 532 is provided with a slide rail ball head 534. The first slide tube 531 is hinged to the steering housing 41 through the slide rail ball head 534. Thus, the relative rotation direction between the first slide tube 531 and the steering housing 41 is more flexible and variable, realizing universal adjustment, and the first slide tube 531 and the steering housing 41 are not easily jammed at their connection.

[0090] In some embodiments, the number of slide rail structures 53 may be one or more.

[0091] In some embodiments of this application, as shown in Figures 8-10, there are two slide rail structures 53, so the limiting part 5 is a double slide rail structure. The second slide tube 532 of one slide rail structure 53 (such as the first slide rail structure 53a) is adapted to be rotatably connected to one end of the extended second fork arm 2 of the rotating shaft 7, and the second slide tube 532 of the other slide rail structure 53 (such as the second slide rail structure 53b) is adapted to be rotatably connected to the other end of the extended second fork arm 2 of the rotating shaft 7.

[0092] In some embodiments, the mating point between the first slide tube 531 and the second slide tube 532 can be an irregular structure (such as a spline, a plum blossom, etc.) or a round tube shape.

[0093] In some embodiments of this application, referring to FIG10, the second slide tubes 532 of the two slide rail structures 53 are fixedly connected by a connecting rod 535, thereby connecting the two slide rail structures 53 into a whole, which can better constrain the steering mechanism 4.

[0094] Two slide rail structures 53 are arranged parallel to each other on the left and right sides of the second fork arm 2, and the two slide rail structures 53 can only rotate around the axis of the rotating shaft 7; all other degrees of freedom must be constrained. The first slide tube 531 and the second slide tube 532 of the two slide rail structures 53 provide release for the sliding motion pair when the wheel 20 bounces up and down, ensuring the normal bouncing of the wheel 20. When the wheel 20 turns left or right, the two slide rail structures 53 need to bear the lateral bending moment force to ensure the normal steering of the wheel 20.

[0095] In some embodiments of this application, as shown in Figures 8-11, a dust cover 533 is provided outside the nested mating position of the first slide tube 531 and the second slide tube 532, thereby reducing the probability of dust entering the first slide tube 531 and the second slide tube 532.

[0096] In some embodiments, the outer surface of the dust cover 533 may be corrugated or cylindrical, etc.

[0097] In some embodiments of this application, referring to FIG10, the second fork arm 2 has fork arm holes extending through both ends, and the rotating shaft 7 passes through the fork arm holes, with both ends of the rotating shaft 7 extending outward from the fork arm holes. A fork arm bearing 71 is provided between the fork arm holes and the rotating shaft 7. By providing the fork arm bearing 71, direct friction between the second fork arm 2 and the rotating shaft 7 can be avoided. In the example of FIG10, there are two fork arm bearings 71, which are spaced apart axially along the fork arm holes, thereby making the relative rotation between the rotating shaft 7 and the second fork arm 2 more stable.

[0098] In some embodiments, the fork arm bearing 71 may be a deep groove ball bearing capable of bearing both axial and radial forces.

[0099] In some embodiments of this application, as shown in FIG10, sealing elements 72 are provided at both ends of the fork arm hole, and the rotating shaft 7 passes through the sealing elements 72. The sealing elements 72 are used to seal the two ends of the fork arm hole to prevent moisture from entering the fork arm hole of the second fork arm 2 and looking down at the second fork arm 2.

[0100] In some embodiments, the seal 72 may be a rubber stopper, a silicone stopper, etc.

[0101] The rotating shaft 7 passes through the slide hole of the second slide tube 532, and after the rotating shaft 7 extends outward from the slide hole (i.e., away from the second fork arm 22), it is screwed into the fastening nut 73. This prevents the slide rail structure 53 from falling off the rotating shaft 7 and improves the connection between the slide rail structure 53 and the rotating shaft 7.

[0102] In some embodiments not shown in the figures, one of the second wishbone 2 and the steering housing 41 is provided with a sliding groove, and the other is provided with a sliding fork, which slides in conjunction with the sliding groove. For example, the second wishbone 2 is provided with a sliding groove, and the steering housing 41 is provided with a sliding fork; or, the steering housing 41 is provided with a sliding groove, and the second wishbone 2 is provided with a sliding fork. The second wishbone 2 and the steering housing 41 slide in conjunction, thereby the second wishbone 2 can restrict the steering housing 41 from rotating with the wheel 20.

[0103] The sliding joint releases the sliding pair when the wheel 20 jumps upward, and the surface of the second fork arm 2 limits the swing torque when the wheel 20 rotates left and right.

[0104] In some embodiments not shown in the figures, the second wishbone 2 is provided with a groove extending along the height direction of the vehicle, for example, extending vertically. A slider is provided within the groove, which can slide along the groove. A pin is provided on the slider, and the pin is connected to the steering housing 41 via a double ball joint connecting rod. This achieves a sliding fit between the second wishbone 2 and the steering housing 41, allowing the second wishbone 2 to better restrict the steering housing 41 from rotating with the wheel 20.

[0105] In some embodiments of this application, referring to FIG2, the steering transmission component 42 includes: a first gear 421 and a second gear 422. The steering motor 6 is used to drive the first gear 421 to rotate. The second gear 422 is fixed to the steering knuckle 3 and meshes with the first gear 421 for transmission.

[0106] In some embodiments of this application, referring to FIG2, the steering device 10 further includes a reducer 8. The first gear 421 is disposed on the first wheel axle. The reducer 8 is connected between the output end of the steering motor 6 and the first wheel axle. In this way, the high speed of the steering motor 6 can be reduced by the reducer 8 and transmitted to the first wheel axle, thereby reducing the speed of the first wheel axle. The first gear 421 rotates synchronously with the first wheel axle, thus reducing the speed of the first gear 421.

[0107] In some embodiments, the reducer 8 may be a harmonic reducer.

[0108] In some embodiments, the reduction ratio of the reducer 8 is in the range of 100 to 200. For example, the reduction ratio of the reducer 8 can be 10, 30, 50, 70, 100, etc., or other values ​​between 100 and 200, which will not be listed here.

[0109] In some embodiments of this application, the diameter of the first gear 421 is smaller than the diameter of the second gear 422. This allows for deceleration when power is transmitted from the first gear 421 to the second gear 422, thus slowing down the steering action of the steering knuckle 3 and preventing the wheels 20 from turning too fast and causing a hazard.

[0110] One end of the first wheel axle is rotatably supported on the steering housing 41 by the second bearing 44 to avoid friction between the first wheel axle and the steering housing 41, and to make the rotation of the first wheel axle smoother.

[0111] In some embodiments of this application, as shown in FIG2, both the first gear 421 and the second gear 422 are sector gears. This avoids the waste of gear teeth when the first gear 421 and the second gear 422 are configured with a full circle of teeth.

[0112] In some embodiments, the central angle range of the tooth portion of the first gear 421 may be 110° to 130°, such as 110°, 115°, 120°, 125°, 130°, etc.

[0113] In some embodiments, the central angle range of the tooth portion of the second gear 422 may be 110° to 130°, such as 110°, 115°, 120°, 125°, 130°, etc.

[0114] In some embodiments of this application, referring to Figures 1-5 and Figure 8, the wheel 20 includes a rim, and the steering mechanism 4 is at least partially located inside the rim. This allows the steering mechanism 4 to make efficient use of the internal space of the wheel hub, resulting in a compact overall structure for the vehicle 100.

[0115] In some embodiments of this application, the wheel 20 also includes a tire mounted on a rim.

[0116] In some embodiments of this application, referring to Figures 1-5 and Figure 8, the vehicle 100 includes a shock absorber 30. The first end of the shock absorber 30 is connected to the vehicle body, and the second end of the shock absorber 30 is rotatably connected to the second wishbone 2. The first wishbone 1 includes a main arm 13, a first support arm 11, and a second support arm 12. Both the first support arm 11 and the second support arm 12 are connected to the main arm 13. The end of the main arm 13 away from the first support arm 11 and the second support arm 12 is rotatably connected to the first end of the steering knuckle 3. Both the first support arm 11 and the second support arm 12 have a first wishbone mounting structure 14 for connecting to the vehicle body. The first support arm 11 and the second support arm 12 form a wishbone space 15. The shock absorber 30 passes through the wishbone space 15 at least partially, thereby making the overall structure compact and not occupying too much layout space.

[0117] Specifically, the body connection end of the shock absorber 30 is the top of the strut, and the upper top of the shock absorber 30 is connected to the body. The lower end of the shock absorber 30 is connected to the second wishbone 2, and the middle of the shock absorber 30 passes through the wishbone space 15.

[0118] In some embodiments, the first fork arm mounting structure 14 may be a ball joint structure, a columnar structure, or a sleeve structure, etc.

[0119] In some embodiments of this application, as shown in Figures 1-2 and 8, the second fork arm 2 has a second fork arm mounting structure 21, which is used to connect to the subframe.

[0120] In some embodiments, the second fork arm mounting structure 21 may be a ball joint structure, a columnar structure, or a sleeve structure, etc.

[0121] According to the embodiments of this application, the steering device 10 utilizes an existing chassis platform, with no hard points and only minor structural modifications, to achieve large-angle steering of the corner module. It has a compact structure, occupies little space, has a short development time, and low cost.

[0122] Referring to Figures 12-14, a vehicle 100 according to another embodiment of this application includes the steering device 10 of the above embodiment.

[0123] The number of steering devices 10 is equal to the number of wheels 20. In the example shown in Figures 13-14, the vehicle 100 has four wheels 20: a left front wheel 20a, a right front wheel 20b, a left rear wheel 20c, and a right rear wheel 20d. The vehicle 100 includes four steering devices 10, with one steering device 10 at each wheel 20. The left front wheel 20a has a first steering device 10a, the right front wheel 20b has a second steering device 10b, the left rear wheel 20c has a third steering device 10c, and the right rear wheel 20d has a fourth steering device 10d. The structures of the first steering device 10a and the second steering device 10b are symmetrical, the structures of the first steering device 10a and the third steering device 10c are symmetrical, the structures of the second steering device 10b and the fourth steering device 10d are symmetrical, and the structures of the third steering device 10c and the fourth steering device 10d are symmetrical. Figure 13 shows the state where all four wheels 20 are in the first extreme position, and Figure 14 shows the state where all four wheels 20 are in the second extreme position.

[0124] According to the embodiment of this application, the vehicle 100 has a steering device 10 that restricts the excessive rotation of the steering mechanism 4 by setting a limiting part 5, and restricts the steering component from rotating with the wheel 20. This enables a wide range of adjustment of the steering angle of the wheel 20, which can meet the user's demand for a large steering angle of the wheel 20.

[0125] In the description of this application, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0126] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0127] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0128] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A steering device (10) for a vehicle, wherein, The steering device (10) includes: Steering knuckle (3); Steering assembly, the steering assembly being drivenly connected to the steering knuckle (3) to achieve steering of the wheels (20); and A limiting part (5) is connected to the steering assembly and is used to limit the steering assembly from rotating with the wheel (20).

2. The steering device (10) of the vehicle according to claim 1, wherein, The steering assembly includes a steering mechanism (4), which includes a steering housing (41) and a steering transmission member (42). The steering transmission member (42) is disposed inside the steering housing (41). The portion of the steering knuckle (3) extending into the steering housing (41) is driven by the steering transmission member (42). One end of the limiting part (5) is rotatably connected to the steering housing (41).

3. The steering device (10) of the vehicle according to claim 2, wherein, The steering assembly also includes a steering motor (6), which is mounted on the steering housing (41). The steering motor (6) is used to drive the steering transmission (42) to rotate the steering knuckle (3).

4. The steering device (10) of the vehicle according to claim 2 or 3, wherein, The steering device (10) also includes: A first wishbone (1), one end of which is rotatably connected to the steering knuckle (3), and the other end of which is adapted to be rotatably connected to the vehicle body; and The second fork arm (2) is spaced apart from the first fork arm (1) in the vertical direction of the vehicle. One end of the second fork arm (2) is rotatably connected to the steering knuckle (3), and the other end of the second fork arm (2) is adapted to be rotatably connected to the subframe.

5. The steering device (10) of the vehicle according to claim 4, wherein, The other end of the limiting part (5) is rotatably connected to at least one of the vehicle body and the subframe.

6. The steering device (10) of the vehicle according to claim 5, wherein, The limiting part (5) includes a first traction arm (51) and a second traction arm (52). The first traction arm (51) is located on the side of the second traction arm (52) away from the center of the vehicle. The first traction arm (51) has a first connecting cylinder (511) and a first mounting cylinder (512). The second traction arm (52) has a second connecting cylinder (521) and a second mounting cylinder (522). The first connecting cylinder (511) and the second connecting cylinder (521) are rotatably connected to the steering housing (41). The first mounting cylinder (512) is rotatably connected to the vehicle body or the subframe. The second mounting cylinder (522) is rotatably connected to the vehicle body or the subframe.

7. The steering device (10) of the vehicle according to claim 6, wherein, The rotational connection center point between the first fork arm (1) and the steering knuckle (3) is the first center point, and the rotational connection center point between the second fork arm (2) and the steering knuckle (3) is the second center point. The line connecting the first center point and the second center point is the main pin axis. The line connecting the center of the first connecting cylinder (511) and the center of the first mounting cylinder (512), and the line connecting the center of the second connecting cylinder (521) and the center of the second mounting cylinder (522) intersect at the same point on the main pin axis.

8. The steering device (10) of the vehicle according to claim 6 or 7, wherein, The first traction arm (51) includes a first arm first section (513) and a first arm second section (514). The first connecting cylinder (511) is disposed on the first arm first section (513), and the first mounting cylinder (512) is disposed on the first arm second section (514). The first arm second section (514) is bent away from the second traction arm (52) relative to the first arm first section (513).

9. The steering device (10) of the vehicle according to any one of claims 6-8, wherein, The second traction arm (52) includes a first section (523) of the second arm and a second section (524) of the second arm. The second connecting cylinder (521) is disposed on the first section (523) of the second arm, and the second mounting cylinder (522) is disposed on the second section (524) of the second arm. The second section (524) of the second arm is bent away from the first traction arm (51) relative to the first section (523).

10. The steering device (10) of the vehicle according to claim 4, wherein, The other end of the limiting part (5) is rotatably connected to the second fork arm (2).

11. The steering device (10) of the vehicle according to claim 10, wherein, The second fork arm (2) is provided with a rotating shaft (7), which can rotate relative to the second fork arm (2). The limiting part (5) includes at least one slide rail structure (53), which includes a first slide tube (531) and a second slide tube (532). The first slide tube (531) and the second slide tube (532) are at least partially nested. The first slide tube (531) is rotatably connected to the steering housing (41), and the second slide tube (532) is rotatably connected to the second fork arm (2) by rotating with the rotating shaft (7).

12. The steering device (10) of the vehicle according to claim 11, wherein, The slide rail structure (53) consists of two parts. The second slide tube (532) of one slide rail structure (53) is adapted to be rotatably connected to one end of the rotating shaft (7) extending out of the second fork arm (2). The second slide tube (532) of the other slide rail structure (53) is adapted to be rotatably connected to the other end of the rotating shaft (7) extending out of the second fork arm (2).

13. The steering device (10) of the vehicle according to claim 12, wherein, The second slide tubes (532) of the two slide rail structures (53) are fixedly connected by a connecting rod (535).

14. The steering device (10) of the vehicle according to any one of claims 11-13, wherein, The second fork arm (2) has fork arm holes that pass through both ends. The rotating shaft (7) passes through the fork arm holes and extends outward from the fork arm holes. A fork arm bearing (71) is provided between the fork arm holes and the rotating shaft (7). Sealing elements (72) are provided at both ends of the fork arm holes. The rotating shaft (7) passes through the sealing elements (72).

15. The steering device (10) of the vehicle according to any one of claims 4-14, wherein, The second fork arm (2) and the steering housing (41) are provided with a sliding groove on one of them and a sliding fork on the other, and the sliding fork is slidably engaged with the sliding groove.

16. The steering device (10) of the vehicle according to any one of claims 4-14, wherein, The second fork arm (2) is provided with a slide groove that extends along the height direction of the vehicle. A slider is provided in the slide groove and can slide along the slide groove. A pin is provided on the slider and the pin is connected to the steering housing (41) through a double ball joint connecting rod.

17. The steering device (10) of the vehicle according to claim 3, wherein, The steering transmission component (42) includes: The first gear (421), the steering motor (6) is used to drive the first gear (421) to rotate; and The second gear (422) is fixed to the steering knuckle (3) and meshes with the first gear (421) for transmission. Both the first gear (421) and the second gear (422) are sector gears.

18. The steering device (10) of the vehicle according to any one of claims 2-17, wherein, The wheel (20) includes a rim, and the steering mechanism (4) is located at least partially inside the rim.

19. The steering device (10) of the vehicle according to any one of claims 1-18, wherein, When the steering assembly drives the steering knuckle (3) to turn, it drives the wheel (20) to turn. The steering angle range of the wheel (20) reaches a preset angle value, and the preset angle value is not less than 120°.

20. The steering device (10) of the vehicle according to claim 19, wherein, When the wheel (20) is in the initial position, the axis of the wheel (20) is parallel to the left and right direction of the vehicle; The wheel (20) can turn from the initial position along the first direction to the angle between the axis of the wheel (20) and the left-right direction of the vehicle, which is the first included angle; The wheel (20) can turn from the initial position along the second direction to the angle between the axis of the wheel (20) and the left-right direction of the vehicle, which is the second included angle; Wherein, the first direction and the second direction are opposite directions, the first included angle is greater than the second included angle, and the sum of the angle values ​​of the first included angle and the second included angle is equal to the preset angle value.

21. The steering device (10) of the vehicle according to claim 20, wherein, The preset angle value is 135°, the first included angle is 90°, and the second included angle is 45°.

22. The steering device (10) of the vehicle according to any one of claims 1-21, wherein, The steering device (10) further includes: a hub motor, the hub motor including a motor stator and a motor rotor, the motor rotor being connected to the wheel (20), the motor rotor being able to rotate relative to the motor stator, the motor rotor being able to drive the wheel (20) to rotate when it rotates, and the steering knuckle (3) being connected to the motor stator.

23. The steering device (10) of the vehicle according to any one of claims 4-16, wherein, The vehicle includes a shock absorber (30), the first end of which is a body connection end, and the second end of which is rotatably connected to the second fork arm (2); The first wishbone (1) includes a main arm (13), a first support arm (11), and a second support arm (12). The first support arm (11) and the second support arm (12) are both connected to the main arm (13). The end of the main arm (13) away from the first support arm (11) and the second support arm (12) is rotatably connected to the first end of the steering knuckle (3). The first support arm (11) and the second support arm (12) each have a first wishbone mounting structure (14) for connection with the vehicle body. The first support arm (11) and the second support arm (12) form a wishbone space (15). The shock absorber (30) passes through the wishbone space (15) at least partially.

24. A vehicle (100), wherein, Includes the steering device (10) according to any one of claims 1-23.

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