CN114275033A - Steering system and vehicle - Google Patents
Steering system and vehicle Download PDFInfo
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- CN114275033A CN114275033A CN202210138245.5A CN202210138245A CN114275033A CN 114275033 A CN114275033 A CN 114275033A CN 202210138245 A CN202210138245 A CN 202210138245A CN 114275033 A CN114275033 A CN 114275033A
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Abstract
The utility model relates to a steering system and vehicle, including first steering gear, second steering gear and first transmission shaft, first steering gear includes first steering screw, and first steering screw has the output, and the second steering gear includes the second steering screw, and the second steering screw has the input, and the both ends of first transmission shaft are the transmission respectively and are connected in the output of first steering screw and the input of second steering screw. In the working process of the steering system, the first steering gear drives the first transmission shaft to rotate, and then the first transmission shaft drives the second steering gear to rotate. The steering transmission in the whole system has no transition arm and transition pull rod which swing in a large range, and the occupied space is small, so that the problems that the movement range of the pull rod and the transition arm in the conventional steering system is large, the occupied space is large, the arrangement is difficult, and the movement interference is easy to generate are solved.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a steering system and a vehicle.
Background
The steering system of the automobile is used for controlling the driving direction of the automobile, and is one of core systems of the automobile, and the performance of the steering system directly influences the operation stability of the driving of the automobile.
In the conventional automobile steering system, when an automobile is steered, a steering gear drives a transition pull rod to swing, the transition pull rod drives a transition swing arm to swing, and the transition swing arm drives a longitudinal pull rod to push an upper knuckle arm of a first front shaft or a second front shaft, so that the steering of wheels is realized. The movement range of the pull rod and the transition arm in the system is large, the occupied space is large, and the problems of difficult arrangement and easy generation of movement interference exist.
Disclosure of Invention
Therefore, it is necessary to provide a steering system and a vehicle aiming at the problems of the conventional steering system that the transition pull rod and the transition arm have large movement range, occupy large space, are difficult to arrange and are easy to generate movement interference.
An embodiment of the present application provides a steering system, including: a first diverter including a first diverter screw having an output end; a second diverter including a second steering screw having an input end; and two ends of the first transmission shaft are respectively in transmission connection with the output end of the first steering screw rod and the input end of the second steering screw rod.
In one embodiment, the first steering gear further comprises a first bevel gear, a second transmission shaft and a third transmission shaft; the first steering screw rod is also provided with an input end, one end of the second transmission shaft is in transmission connection with the input end of the first steering screw rod, the first bevel gear and the second bevel gear are respectively sleeved on the second transmission shaft and the third transmission shaft, the second transmission shaft and the third transmission shaft are arranged in an angle mode, and the first bevel gear and the second bevel gear are meshed with each other.
In one embodiment, the first bevel gear and the second drive shaft are integrally formed, and the second bevel gear and the third drive shaft are integrally formed.
In one embodiment, the second drive shaft and the third drive shaft are arranged perpendicular to each other.
In one embodiment, the steering system further comprises a first drive member and a second drive member; the first steering gear further comprises a first cavity and a first piston connected to the first steering screw, the first piston is arranged in the first cavity, and the first driving piece is configured to drive the first piston to reciprocate in the first cavity; the second steering gear also comprises a second cavity and a second piston connected to the second steering screw, the second piston is arranged in the second cavity, and the second driving piece is configured to drive the second piston to reciprocate in the second cavity.
In one embodiment, the first drive member includes a first hydraulic pump in communication with the first cavity and the second drive member includes a second hydraulic pump in communication with the second cavity.
In one embodiment, the steering system further comprises a first steering arm and a second steering arm; the first piston is provided with first teeth, the first steering arm is provided with second teeth, and the first teeth and the second teeth are meshed with each other; the second piston is provided with third teeth, the second steering arm is provided with fourth teeth, and the third teeth and the fourth teeth are meshed with each other.
In one embodiment, the steering system further comprises a universal joint; the both ends of universal joint are connected respectively in the output and the first transmission shaft of first steering screw.
In one embodiment, the universal joint is provided with a splined bore, and the output end of the first steering screw is provided with a spline that is connected to the splined bore.
An embodiment of the present application further provides a vehicle, including: such as the steering system described above.
The utility model provides a steering system and vehicle, including first steering gear, second steering gear and first transmission shaft, first steering gear includes first steering screw, and first steering screw has the output, and the second steering gear includes the second steering screw, and the second steering screw has the input, and the both ends of first transmission shaft are transmission connection respectively in the output of first steering screw and the input of second steering screw. In the working process of the steering system, the first steering gear drives the first transmission shaft to rotate, and then the first transmission shaft drives the second steering gear to rotate, so that the problems that a pull rod and a transition arm in the conventional steering system are large in movement range, large in occupied space and difficult to arrange and easy to generate movement interference are solved.
Drawings
Fig. 1 is a schematic perspective view of a steering system according to an embodiment of the present application;
FIG. 2 is a schematic structural view of a first steering gear of the steering system in an embodiment of the present application;
FIG. 3 is a schematic structural view of a first steering gear of the steering system in another embodiment of the present application;
FIG. 4 is a simplified structural schematic diagram of a steering system in an embodiment of the present application;
fig. 5 is a simplified structural schematic diagram of a steering system in another embodiment of the present application.
Description of reference numerals: 10. a steering wheel; 20. a first oil tank; 21. an oil outlet of the first oil tank; 22. an oil inlet of the first oil tank; 30. a second oil tank; 31. an oil inlet of the second oil tank; 32. an oil outlet of the second oil tank; 40. a steering control valve; 41. a valve core; 42. a first oil passage; 43. a second oil passage; 44. an oil outlet of the steering control valve; 45. an oil inlet of the steering control valve; 100. a first steering gear; 110. a first steering screw; 111. an output end of the first steering screw; 112. an input end of a first steering screw; 120. a first bevel gear; 130. a second bevel gear; 140. a second drive shaft; 150. a third drive shaft; 160. a first cavity; 161. an oil outlet of the first cavity; 162. an oil inlet of the first cavity; 170. a first piston; 171. a first tooth; 200. a second diverter; 260. a second cavity; 261. an oil outlet of the second cavity; 262. an oil inlet of the second cavity; 270. a second piston; 271. a third tooth; 300. a first drive shaft; 400. a first driving member; 410. a first hydraulic pump; 411. an oil outlet of the first hydraulic pump; 412. an oil inlet of the first hydraulic pump; 500. a second driving member; 510. a second hydraulic pump; 511. an oil outlet of the second hydraulic pump; 512. an oil inlet of the second hydraulic pump; 600. a first steering arm; 610. a second tooth; 700. a second steering arm; 710. a fourth tooth; 800. a universal joint.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and that modifications may be made by one skilled in the art without departing from the spirit and scope of the application and it is therefore not intended to be limited to the specific embodiments disclosed below.
In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
The steering system of the automobile is used for controlling the driving direction of the automobile, and is one of core systems of the automobile, and the performance of the steering system directly influences the operation stability of the driving of the automobile. In the conventional automobile steering system, when an automobile is steered, a steering gear drives a transition pull rod to swing, the transition pull rod drives a transition swing arm to swing, and the transition swing arm drives a longitudinal pull rod to push an upper knuckle arm of a first front shaft or a second front shaft, so that the steering of wheels is realized. The movement range of the pull rod and the transition arm in the system is large, the occupied space is large, and the problems of difficult arrangement and easy generation of movement interference exist.
Fig. 1 is a schematic perspective view illustrating a steering system according to an embodiment of the present disclosure, and fig. 2 is a schematic structural view illustrating a first steering device of the steering system according to an embodiment of the present disclosure.
As shown in fig. 1 and 2, an embodiment of the present application provides a steering system, including a first steering gear 100, a second steering gear 200, and a first transmission shaft 300, where the first steering gear 100 includes a first steering screw 110, and the first steering screw 110 has an output end 111. The second steering gear 200 includes a second steering screw (not shown) having an input end (not shown), and two ends of the first transmission shaft 300 are respectively connected to the output end 111 of the first steering screw 110 and the input end of the second steering screw in a transmission manner.
In the working process of the steering system, the first steering gear 100 drives the first transmission shaft 300 to rotate, and then the first transmission shaft 300 drives the second steering gear 200 to rotate, the steering transmission in the whole system does not have the transition arm and the transition pull rod which swing on a large scale, the occupied space is small, and then the problems of the pull rod, the transition arm moving range and the occupied space in the current steering system are solved, and the problems of difficult arrangement and easy movement interference are solved.
Specifically, the first steering device 100 includes a housing 180, the first steering screw 110 is disposed in the housing 180, and the output end 111 of the first steering screw 110 passes through and protrudes out of the housing 180, so that the first transmission shaft 300 is in transmission connection with the output end 111 of the first steering screw 110.
Further, the first transmission shaft 300 is a transmission chain formed by combining one or more sections of transmission shafts with telescopic functions, the first steering gear 100 drives the first transmission shaft 300 to rotate, and then the first transmission shaft 300 drives the second steering gear 200 to rotate.
Fig. 3 is a schematic structural diagram of a first steering gear of a steering system in another embodiment of the present application.
Further, as shown in fig. 1 and 3, in another embodiment, the first steering gear 100 further includes a first bevel gear 120, a second bevel gear 130, a second transmission shaft 140 and a third transmission shaft 150, the first steering screw 110 further has an input end 112, and one end of the second transmission shaft 140 is drivingly connected to the input end 112 of the first steering screw 110. The first bevel gear 120 and the second bevel gear 130 are respectively sleeved on the second transmission shaft 140 and the third transmission shaft 150, the second transmission shaft 140 and the third transmission shaft 150 are arranged in an angle, and the first bevel gear 120 and the second bevel gear 130 are meshed with each other.
It will be appreciated that the second transmission shaft 140 and the third transmission shaft 150 are angularly disposed to convert the steering torque and the steering angle from the steering wheel 10 and output the converted torque and steering angle to the first steering screw 110, thereby steering the vehicle. Meanwhile, the second transmission shaft 140 and the third transmission shaft 150 are respectively sleeved with the first bevel gear 120 and the second bevel gear 130, and the first bevel gear 120 and the second bevel gear 130 are engaged with each other, so that the third transmission shaft 150 drives the second transmission shaft 140 to rotate, and further the second transmission shaft 140 drives the first steering screw 110 to rotate.
Alternatively, the second drive shaft 140 and the third drive shaft 150 are arranged perpendicular to each other in order to be as interchangeable as possible with existing steering gears.
In some embodiments, the second drive shaft 140 is splined to the input end 112 of the first steering screw 110 such that the second drive shaft 140 rotates the first steering screw 110.
Further, the first bevel gear 120 and the second driving shaft 140 are integrally formed, and the second bevel gear 130 and the third driving shaft 150 are integrally formed. The structure of the first bevel gear 120 and the second transmission shaft 140, and the structure of the second bevel gear 130 and the third transmission shaft 150 are simpler and the connection is more reliable by the integrated molding mode.
Fig. 4 is a simplified structural diagram of a steering system according to an embodiment of the present application.
Further, as shown in fig. 2 and 4, the steering system in the embodiment of the present application further includes a first driving member 400 and a second driving member 500, the first steering gear 100 further includes a first cavity 160 and a first piston 170 connected to the first steering screw 110, the first piston 170 is disposed in the first cavity 160, and the first driving member 400 is configured to drive the first piston 170 to reciprocate in the first cavity 160. The second steering gear 200 further comprises a second chamber 260 and a second piston 270 connected to the second steering screw, the second piston 270 being disposed in the second chamber 260, and the second driving member 500 being configured to drive the second piston 270 to reciprocate in the second chamber 260.
It will be appreciated that the first piston 170 is driven by the first drive member 400 to reciprocate within the first chamber 160 and the second piston 270 is driven by the second drive member 500 to reciprocate within the second chamber 260, thereby forming two independent hydraulic assist systems. When any one hydraulic power-assisted system fails, the other hydraulic power-assisted system can still work normally, 50% steering power assistance can be provided for the steering system of the vehicle, and the vehicle can turn to a specified radius in a specified time to play a role in emergency steering. The two independent hydraulic power-assisted systems are mutually redundant and backup, so that the safety of the steering system is improved. Meanwhile, when the vehicle normally steers, the first driving member 400 and the second driving member 500 both provide steering assistance to the steering system, thereby improving the reliability and durability of the steering system.
Further, the first driving member 400 includes a first hydraulic pump 410 in communication with the first chamber 160, and the second driving member 500 includes a second hydraulic pump 510 in communication with the second chamber 260.
Specifically, the oil outlet 161 of the first cavity 160 is communicated with the oil inlet 412 of the first hydraulic pump 410, and the oil inlet 162 of the first cavity 160 is communicated with the oil outlet 411 of the first hydraulic pump 410, so that the hydraulic oil is driven to flow into the first cavity 160 by the first hydraulic pump 410 to reciprocate the first piston 170 in the first cavity 160.
Similarly, the oil outlet 261 of the second chamber 260 is communicated with the oil inlet 512 of the second hydraulic pump 510, and the oil inlet 262 of the second chamber 260 is communicated with the oil outlet 511 of the second hydraulic pump 510, so that the hydraulic oil is driven by the second hydraulic pump 510 to flow into the second chamber 260, so as to reciprocate the second piston 270 in the second chamber 260.
Further, the steering system in the embodiment of the present application further includes a first tank 20 and a second tank 30. An oil outlet 21 of the first oil tank 20 is communicated with an oil inlet 412 of the first hydraulic pump 410, and an oil inlet 22 of the first oil tank 20 is communicated with an oil outlet 161 of the first cavity 160. An oil outlet 32 of the second oil tank 30 is communicated with an oil inlet 512 of the second hydraulic pump 510, and an oil inlet 31 of the second oil tank 30 is communicated with an oil outlet 261 of the second cavity 260.
It can be understood that the hydraulic oil in the first oil tank 20 enters the first cavity 160 through the oil inlet 162 of the first cavity 160 under the driving of the first hydraulic pump 410, so as to push the first piston 170 to reciprocate in the first cavity 160, and thus the first piston 170 drives the wheels connected with the first piston to turn. Then, the hydraulic oil in the first chamber 160 flows back to the first oil tank 20 through the oil outlet 161 of the first chamber 160, thereby forming a hydraulic power assisting system.
Similarly, the hydraulic oil in the second oil tank 30 enters the second cavity 260 through the oil inlet 262 of the second cavity 260 under the driving of the second hydraulic pump 510, so as to push the second piston 270 to reciprocate in the second cavity 260, and further, the second piston 270 drives the wheels connected thereto to turn. Then, the hydraulic oil in the second chamber 260 flows back to the second oil tank 30 through the oil outlet 261 of the second chamber 260, thereby forming another hydraulic power assisting system.
Thus, for example, when the first hydraulic pump 410 stops operating due to a failure, the first piston 160 cannot drive the steering of the wheels connected thereto. At this time, since the hydraulic power assisting system where the second hydraulic pump 510 is located is normal, the driving of the steering system in the emergency can be completed by the hydraulic power assisting system where the second hydraulic pump 510 is located alone, and 50% steering power is provided for the steering system of the vehicle, so that the vehicle can turn to within a specified radius at a specified time, and an emergency steering effect is achieved, and the safety of the steering system is improved.
Similarly, when the second hydraulic pump 510 stops working due to a fault, the hydraulic power assisting system of the first hydraulic pump 410 can work normally to protect the safety of the vehicle, and the detailed principle is not described herein.
Further, the steering system in the embodiment of the present application further includes a first steering arm 600 and a second steering arm 700, the first piston 170 is provided with a first tooth 171, the first steering arm 600 is provided with a second tooth 610, and the first tooth 171 and the second tooth 610 are engaged with each other. The second piston 270 is provided with a third tooth 271 and the second steering arm 700 is provided with a fourth tooth 710, the third tooth 271 and the fourth tooth 710 being in engagement with each other.
It will be appreciated that the first teeth 171 of the first piston 170 and the second teeth 610 of the first steering arm 600 are engaged with each other, so that the first piston 170 rotates the first steering arm 600, and thus the first steering arm 600 rotates the wheel connected thereto. Through the mutual engagement of the third tooth 271 on the second piston 270 and the fourth tooth 710 on the second steering arm 700, the second piston 270 rotates the second steering arm 700, and thus the second steering arm 700 rotates the wheel connected thereto.
Fig. 5 is a simplified structural schematic diagram of a steering system in another embodiment of the present application.
In another embodiment, as shown in FIGS. 3 and 5, the first diverter 100 further includes a diverter control valve 40 drivingly connected to an input 112 of the first steering screw 110.
Specifically, the steering control valve 40 comprises a valve core 41 which is in transmission connection with an input end 112 of the first steering screw 110, and the steering control valve 40 also comprises a first oil path 42, a second oil path 43, an oil inlet 45 of the steering control valve and an oil outlet 44 of the steering control valve. Both ends of the first oil passage 42 are respectively communicated with the valve spool 41 and the second chamber 260, and both ends of the second oil passage 43 are respectively communicated with the valve spool 41 and the second chamber 260.
It can be understood that the valve core 41 rotates to one side to communicate the oil inlet 45 with the first oil path 42 and simultaneously communicate the oil outlet 44 with the second oil path 43, and the valve core 41 rotates to the other side to communicate the oil inlet 45 with the second oil path 43 and simultaneously communicate the oil outlet 44 with the first oil path 42. Thus, the hydraulic oil in the second oil tank 30 is driven by the second hydraulic pump 510 to pass through the oil inlet 45 and then enter the second chamber 260 through the first oil passage 42 or the second oil passage 43, so as to push the second piston 270 to reciprocate in the second chamber 260. Then, the hydraulic oil in the second chamber 260 flows to the oil outlet 44 through the second oil passage 43 or the first oil passage 42, and finally flows back to the second oil tank 30.
Further, as shown in fig. 1 and 2, the steering system in the embodiment of the present application further includes a universal joint 800, and both ends of the universal joint 800 are respectively connected to the output end 111 of the first steering screw 110 and the first transmission shaft 300. The relative position and relative angle between the first steering screw 110 and the first transmission shaft 300 are changed through the universal joint 800, and the use requirement of the vehicle is met.
Further, in order to improve the coupling strength between the universal joint 800 and the first steering screw 110, the universal joint 800 and the first steering screw 110 are spline-coupled. Specifically, the universal joint 800 is provided with a spline hole (not shown), and the output end 111 of the first steering screw 110 is provided with a spline (not shown) connected to the spline hole, and the spline is connected to improve the connection strength between the universal joint 800 and the first steering screw 110.
In other embodiments, the universal joint 800 is provided with a threaded bore and the output end 111 of the first steering screw 110 is provided with threads that connect to the threaded bore, thereby connecting the universal joint 800 and the first steering screw 110.
The embodiment of the present application further provides a vehicle including the steering system described above, where the steering system includes a first steering gear 100, a second steering gear 200, and a first transmission shaft 300, the first steering gear 100 includes a first steering screw 110, and the first steering screw 110 has an output end 111. The second steering gear 200 includes a second steering screw having an input end, and both ends of the first transmission shaft 300 are respectively drivingly connected to the output end 111 of the first steering screw 110 and the input end of the second steering screw. In the working process of the steering system of the present application, the first steering gear 100 drives the first transmission shaft 300 to rotate, and then the first transmission shaft 300 drives the second steering gear 200 to rotate. The steering transmission in the whole system has no transition arm and transition pull rod which swing in a large range, and the occupied space is small, so that the problems that the movement range of the pull rod and the transition arm in the conventional steering system is large, the occupied space is large, the arrangement is difficult, and the movement interference is easy to generate are solved.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A steering system, comprising:
a first diverter comprising a first diverter screw having an output end;
a second diverter including a second steering screw having an input end; and
and the two ends of the first transmission shaft are respectively in transmission connection with the output end of the first steering screw rod and the input end of the second steering screw rod.
2. The steering system of claim 1, wherein the first steering gear further comprises a first bevel gear, a second drive shaft, and a third drive shaft;
the first steering screw is further provided with an input end, one end of the second transmission shaft is in transmission connection with the input end of the first steering screw, the first bevel gear and the second bevel gear are respectively sleeved on the second transmission shaft and the third transmission shaft, the second transmission shaft and the third transmission shaft are arranged in an angle mode, and the first bevel gear and the second bevel gear are meshed with each other.
3. The steering system of claim 2, wherein the first bevel gear and the second drive shaft are integrally formed, and the second bevel gear and the third drive shaft are integrally formed.
4. The steering system of claim 2, wherein the second drive shaft and the third drive shaft are disposed perpendicular to each other.
5. The steering system of claim 1, further comprising a first drive member and a second drive member;
the first steering gear further comprises a first cavity and a first piston connected to the first steering screw, the first piston is arranged in the first cavity, and the first driving piece is configured to drive the first piston to reciprocate in the first cavity;
the second steering gear further comprises a second cavity and a second piston connected to the second steering screw, the second piston is arranged in the second cavity, and the second driving piece is configured to drive the second piston to reciprocate in the second cavity.
6. The steering system as in claim 5, wherein the first driver includes a first hydraulic pump in communication with the first cavity and the second driver includes a second hydraulic pump in communication with the second cavity.
7. The steering system of claim 5, further comprising a first steering arm and a second steering arm;
the first piston is provided with first teeth, the first steering arm is provided with second teeth, and the first teeth and the second teeth are meshed with each other;
the second piston is provided with third teeth, the second steering arm is provided with fourth teeth, and the third teeth and the fourth teeth are meshed with each other.
8. The steering system of claim 1, further comprising a universal joint;
and two ends of the universal joint are respectively connected to the output end of the first steering screw and the first transmission shaft.
9. The steering system of claim 8, wherein the universal joint is provided with a splined bore, and the output end of the first steering screw is provided with splines that couple to the splined bore.
10. A vehicle, characterized by comprising: a steering system as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210138245.5A CN114275033B (en) | 2022-02-15 | 2022-02-15 | Steering system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210138245.5A CN114275033B (en) | 2022-02-15 | 2022-02-15 | Steering system and vehicle |
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| CN114275033A true CN114275033A (en) | 2022-04-05 |
| CN114275033B CN114275033B (en) | 2023-04-14 |
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| CN202210138245.5A Active CN114275033B (en) | 2022-02-15 | 2022-02-15 | Steering system and vehicle |
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| Publication number | Publication date |
|---|---|
| CN114275033B (en) | 2023-04-14 |
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