CN110949501B

CN110949501B - Steering clutch, steering column, steering system and control method thereof

Info

Publication number: CN110949501B
Application number: CN201911305224.2A
Authority: CN
Inventors: 董洁; 黄和祥
Original assignee: Dongfeng Motor Co Ltd
Current assignee: Dongfeng Motor Co Ltd
Priority date: 2019-12-17
Filing date: 2019-12-17
Publication date: 2021-07-20
Anticipated expiration: 2039-12-17
Also published as: CN110949501A

Abstract

The invention discloses a steering clutch, a steering column, a steering system and a control method thereof. According to the steering clutch, the steering column, the steering system and the control method thereof, under a normal condition, the transmission disc in the steering clutch is separated from the output disc, so that the steering clutch is disconnected, and steering can be controlled by an electric control signal; when the power steering system and the clutch controller are in failure, the transmission disc in the steering clutch is combined with the output disc, and the mechanical transmission mode can be switched back to ensure safe driving.

Description

Steering clutch, steering column, steering system and control method thereof

Technical Field

The invention relates to the technical field of automobile steering control, in particular to a steering clutch, a steering column, a steering system and a control method thereof.

Background

In order to meet the requirement of intelligent development of vehicles, the automobile steering is gradually developed to be completely electrically controlled, the steering is completely controlled by an electric control signal, and the response is more sensitive and accurate. However, the reliability of complete electrical control still needs to be improved, and if the electrical control system has problems and is not switched to the function of the mechanical system, danger is easy to occur.

In view of the above, it is necessary to provide a steering clutch, a steering column, a steering system, and a control method thereof, which can realize steering controlled by an electric control signal in a normal operation mode and switch back to a mechanical transmission mode when an electric control system fails.

Disclosure of Invention

The technical scheme of the invention provides a steering clutch, which comprises a shell, an input disc with a clutch input shaft, an output disc with a clutch output shaft, a transmission disc capable of being combined with and separated from the output disc, a separation driving mechanism for driving the transmission disc to be separated from the output disc, a combination driving mechanism for driving the transmission disc to be combined with the output disc and a torque feedback motor for feeding back torque to the input disc, wherein the transmission disc is arranged on the input disc;

the input disc, the transmission disc and the output disc are sequentially arranged in the shell, and the torque feedback motor is arranged on the shell;

the input disc is provided with a mounting shaft extending towards the output disc, the transmission disc is slidably mounted on the mounting shaft, and the transmission disc and the mounting shaft rotate synchronously;

the separation driving mechanism is arranged in the shell and can drive the transmission disc to move towards the input disc side;

the combined driving mechanism is arranged in the shell and can drive the transmission disc to move towards the output disc;

the outer peripheral surface of the input disc is provided with a turbine tooth part, the output end of the torque feedback motor is connected with a worm, and the worm is meshed with the turbine tooth part.

Furthermore, one side of the output disc, facing the transmission disc, is provided with at least two output disc convex parts at intervals, and an output disc concave part is formed between any two adjacent output disc convex parts;

at least two transmission disc convex parts are arranged on one side of the transmission disc facing the output disc at intervals, and a transmission disc concave part is formed between any two adjacent transmission disc convex parts;

when the transmission disc is combined with the output disc, the transmission disc convex part is embedded in the output disc concave part, and the output disc convex part is embedded in the transmission disc concave part;

when the drive plate is disengaged from the output plate, the drive plate protrusion is clear of the output plate recess and the output plate protrusion is clear of the drive plate recess.

Furthermore, a guide post extending towards the output disc is arranged on one side, facing the transmission disc, of the input disc;

a guide hole which is used for being in clearance fit with the guide column is formed in the transmission disc;

the guide post passes through the guide hole.

Further, the separation driving mechanism is a traction coil winding;

the traction coil winding is arranged in the shell;

the traction coil winding is disposed on both sides of the input disc opposite the drive disc.

Further, the combined driving mechanism is an elastic resetting piece;

the elastic reset piece is assembled between the input disc and the transmission disc.

Furthermore, the mounting shaft is a spline shaft, and a spline shaft hole is formed in the transmission disc;

the spline shaft is fitted in the spline shaft hole.

Further, the steering clutch further comprises a clutch controller for controlling operation of the split drive mechanism and/or operation of the torque feedback motor;

the separation driving mechanism and the torque feedback motor are respectively in signal connection with the clutch controller.

Further, the clutch controller includes at least two phase calibration units for determining whether the rotational phases of the clutch input shaft and the clutch output shaft are synchronized.

The technical scheme of the invention also provides a steering column, which comprises a steering shaft connected between a steering wheel and a steering engine and the steering clutch in the technical scheme;

the steering shaft comprises a steering input shaft and a steering output shaft which are separated;

the steering input shaft is connected with a clutch input shaft in the steering clutch, and the steering output shaft is connected with a clutch output shaft in the steering clutch.

The technical scheme of the invention also provides a steering system, which comprises a steering wheel, a steering engine, a power-assisted steering system and the steering column in the technical scheme;

a steering input shaft in the steering column is connected with the steering wheel, and a steering output shaft in the steering column is connected with an input shaft of the steering engine;

the power-assisted steering system comprises a power-assisted motor connected with the steering machine and a power-assisted system controller used for controlling the power-assisted motor to operate;

a steering angle sensor for monitoring a steering angle of the steering wheel is arranged on the steering input shaft;

the rotation angle sensor is in signal connection with the power-assisted system controller;

and a clutch controller in the steering clutch is in signal connection with the power-assisted system controller.

Further, a driving assistance system is also included;

the driving assistance system includes an assistance system controller;

the auxiliary system controller is in signal connection with the power assisting system controller.

Further, a torque sensor for monitoring the output torque of the steering column is arranged on the input shaft of the steering engine;

the torque sensor is in signal connection with the power-assisted system controller.

The technical scheme of the invention also provides a control method of the steering system, which comprises a normal manual operation mode when the steering clutch is in a disconnection state;

wherein the normal manual operation mode comprises the steps of:

s001: a manually operated steering wheel;

s002: the rotation angle sensor acquires the rotation angle of the steering wheel and transmits the rotation angle of the steering wheel to the power-assisted system controller;

s003: the power-assisted system controller controls the power-assisted motor to operate to provide power assistance for the steering engine;

s004: the power-assisted system controller acquires an actual rotation angle of the power-assisted motor and transmits the actual rotation angle of the power-assisted motor to the clutch controller;

s005: the clutch controller calculates required feedback torque according to vehicle information and an actual rotation angle of the power-assisted motor;

s006: the clutch controller controls the torque feedback motor to operate to provide a feedback torque to the input disc in a direction opposite to a direction in which the steering wheel applies a torque to the input disc.

Further, an automatic operation mode in which the steering clutch is in a disconnected state is also included;

wherein the automatic operation mode comprises the steps of:

s101: the auxiliary system controller acquires required parameter data and transmits the data to the power-assisted system controller;

s102: and the power-assisted system controller controls the power-assisted motor to operate to provide power assistance for the steering engine.

Further, the method also comprises the step S103:

and when the driving assistance system fails, automatically switching to a normal manual operation mode.

Further, the step S103 further includes a phase calibration step:

the phase calibration unit judges whether the rotation phases of the clutch input shaft and the clutch output shaft are synchronous or not;

if the rotation phases of the clutch input shaft and the clutch output shaft are synchronous, the steering system is switched to a normal manual operation mode;

and if the rotation phases of the clutch input shaft and the clutch output shaft are not synchronous, controlling the torque feedback motor to drive the clutch input shaft to rotate until the rotation phases of the clutch input shaft and the clutch output shaft are synchronous.

Further, a first failure manual operation mode is included when the steering clutch is in the combination state and the clutch controller is in the failure state;

wherein the first fail manual mode of operation comprises the steps of:

s201: a manually operated steering wheel;

s202: the torque on the steering wheel is transmitted to a steering machine after sequentially passing through a steering input shaft, a steering clutch and a steering output shaft;

s203: the torque sensor monitors the output torque of the steering output shaft and transmits the output torque to the power-assisted system controller;

s204: and the power-assisted system controller controls the power-assisted motor to operate to provide power assistance for the steering engine.

Further, a second failure manual operation mode is included, wherein the steering clutch is in a combination state, and the power steering system is in a failure state;

wherein the second failed manual mode of operation comprises the steps of:

s301: a manually operated steering wheel;

s302: the torque on the steering wheel is directly transmitted to the steering machine through the steering input shaft, the steering clutch and the steering output shaft in sequence.

Further, before the steering clutch is in the engaged state, the method further comprises the phase calibration step of:

if the rotation phases of the clutch input shaft and the clutch output shaft are synchronous, executing the combination of the steering clutch, and switching the steering system to a first fault manual operation mode or a second fault manual operation mode;

By adopting the technical scheme, the method has the following beneficial effects:

according to the steering clutch, the steering column, the steering system and the control method thereof, under a normal condition, the transmission disc in the steering clutch is separated from the output disc, so that the steering clutch is disconnected, and steering can be controlled by an electric control signal; when the power steering system and the clutch controller are in failure, the transmission disc in the steering clutch is combined with the output disc, and the mechanical transmission mode can be switched back to ensure safe driving.

Drawings

FIG. 1 is an exploded view of a steering clutch provided in accordance with an embodiment of the present invention;

FIG. 2 is a partial cross-sectional view of a steering clutch provided in accordance with an embodiment of the present invention;

FIG. 3 is a perspective view of the input disc;

FIG. 4 is a perspective view of the drive plate;

FIG. 5 is a perspective view of the output tray;

FIG. 6 is a schematic illustration of a worm on a torque feedback motor meshing with a worm gear tooth on an input disc;

FIG. 7 is a schematic structural diagram of a steering column according to an embodiment of the present invention;

FIG. 8 is a schematic view of a steering system provided by an embodiment of the present invention in a normal manual mode of operation;

FIG. 9 is a schematic view of a steering system provided by an embodiment of the present invention in an automatic mode of operation;

FIG. 10 is a schematic view of a steering system provided in accordance with an embodiment of the present invention in a first failed manual mode of operation;

fig. 11 is a schematic view of a steering system in a second failed manual mode of operation provided by an embodiment of the present invention.

Detailed Description

The following further describes embodiments of the present invention with reference to the accompanying drawings. In which like parts are designated by like reference numerals. It should be noted that the terms "front," "back," "left," "right," "upper" and "lower" used in the following description refer to directions in the drawings, and the terms "inner" and "outer" refer to directions toward and away from, respectively, the geometric center of a particular component.

As shown in fig. 1 to 6, a steering clutch 1 according to an embodiment of the present invention includes a housing 11, an input disc 12 having a clutch input shaft 121, an output disc 13 having a clutch output shaft 131, a transmission disc 14 capable of being coupled to and separated from the output disc 13, a separation driving mechanism 15 for driving the transmission disc 14 to be separated from the output disc 13, a coupling driving mechanism 16 for driving the transmission disc 14 to be coupled to the output disc 13, and a torque feedback motor 17 for feeding back a torque to the input disc 12;

the input disc 12, the transmission disc 14 and the output disc 13 are sequentially arranged in the shell 11, and the torque feedback motor 17 is arranged on the shell 11;

a mounting shaft 122 extending towards the output disc 13 is arranged on the input disc 12, the transmission disc 14 is slidably mounted on the mounting shaft 122, and the transmission disc 14 and the mounting shaft 122 rotate synchronously;

the separation drive mechanism 15 is installed in the housing 11 and can drive the transmission disc 14 to move toward the input disc 12 side;

a combined driving mechanism 16 is arranged in the shell 11 and can drive the transmission disc 14 to move towards the output disc 13;

the outer peripheral surface of the input disc 12 is provided with a worm gear portion 123, the output end of the torque feedback motor 17 is connected with a worm 18, and the worm 18 is meshed with the worm gear portion 123.

The steering clutch 1 provided by the invention is mainly used for being installed on a steering column. The steering clutch 1 is in a separation state in a normal state, can cut off the torque transmission of a steering column and controls steering through an electric control signal. When the power-assisted system and the clutch controller are in failure, the steering clutch is in a combined state, the mechanical transmission mode is switched back, and torque transmission is realized through the steering column so as to ensure safe driving.

The steering clutch 1 mainly includes a housing 11, an input disc 12, an output disc 13, a transmission disc 14, a separation drive mechanism 15, a coupling drive mechanism 16, a torque feedback motor 17, a worm 18, and a bearing 19.

The housing 11 has a cavity therein. The input disc 12, output disc 13, transmission disc 14, separating drive 15 and coupling drive 16 are all mounted within a cavity of the housing 11.

The input disc 12 has a clutch input shaft 121 for connection with the steering input shaft of the steering column. The clutch input shaft 121 is mounted in a cavity in the housing 11 by a bearing 19 and the input disc 12 is rotatable within the cavity in the housing 11.

The output disc 13 has a clutch output shaft 131 for connection with a steering output shaft of a steering column. The clutch output shaft 131 is mounted in the cavity of the housing 11 by a bearing 19 and the output disc 13 is rotatable within the cavity of the housing 11.

The steering input shaft and the steering output shaft of the steering column are two separate shafts in the steering column. The shaft on the side close to the steering wheel at the time of mounting is referred to as a steering input shaft for inputting torque transmitted from the steering wheel to the steering clutch 1, and the shaft on the side close to the steering wheel is referred to as a steering output shaft for transmitting torque transmitted from the steering clutch 1 to the steering machine at the time of failure.

For the case (C-EPS) where the steering assist system is provided on the steering column, the steering clutch 1 may be arranged between a speed reducer of the assist device and an upper column shaft of the steering column.

In the case where the power assist system is provided on the steering gear (R/DP/P-EPS), the steering clutch 1 may be provided at a connecting portion between the upper column and the intermediate shaft of the steering column or on the intermediate shaft, and may use a spline shaft/bolt/clamp or the like.

A drive plate 14 is mounted within the cavity of the housing 11 between the input and

output plates

12, 13 and is also slidable between the input and

output plates

12, 13.

When the driving disc 14 is engaged with the output disc 13, torque on the input disc 12 can be transferred through the output disc 13 for mechanical transmission. When the transmission disc 14 is separated from the output disc 13, the mechanical connection between the torque on the input disc 12 and the output disc 13 is cut off, the torque cannot be transmitted, the rotation angle information on the input disc 12 can be transmitted to a power steering system through an electric control system, and the power steering system controls the power steering machine to drive the tires to steer.

When the driving plate 14 is separated from the output plate 13, the input plate 12 and the output plate 13 can rotate independently without affecting each other.

In the present invention, the steering clutch 1 is in a disengaged state or an open state when the transmission disc 14 is disengaged from the output disc 13, and the steering clutch 1 is in an engaged state or a closed state when the transmission disc 14 is engaged with the output disc 13.

When the steering clutch 1 is in a separation state in a normal state or in normal use, the steering engine is controlled to steer through the electric control system, and the response is sensitive and accurate.

When a Clutch controller (Clutch ECU) of the steering Clutch 1 and/or a steering power-assisted system (including a power-assisted system controller-EPS ECU) have faults, the steering Clutch 1 is switched to a combined state, mechanical torque transmission is realized, and driving safety can be ensured.

A separation drive mechanism 15 is mounted in the cavity of the housing 11 for driving the transmission disc 14 to move toward the input disc 12 side to separate the transmission disc 14 from the output disc 13. The separation driving mechanism 15 may be an electromagnetic winding mechanism, an electric driving mechanism, an elastic member driving mechanism, or the like.

A coupling drive mechanism 16 is mounted in the cavity of the housing 11 for driving the transmission disc 14 to move toward the output disc 13 side to couple the transmission disc 14 with the output disc 13. The coupling drive mechanism 16 may be an electromagnetic winding mechanism, an electrical drive mechanism, an elastomeric drive mechanism, or the like.

In order to provide a feedback force to the steering wheel for the driver to sense the steering force when the steering clutch 1 is in the disengaged state, a torque feedback motor 17 is mounted on the housing 11, a worm 18 is mounted on an output end of the torque feedback motor 17, and a worm gear portion 123 is provided on an outer circumferential surface or an outer circumferential surface of the input disc 12. When assembled, the worm 18 is inserted into the cavity of the housing 11 and engages the worm gear teeth 123, thereby effecting torque transfer.

When the steering clutch 1 is in the disengaged state, a force value of the torque to be fed back, referred to as a feedback force value, can be transmitted to the torque feedback motor 17 through the electronic control system, and then the power supply current of the torque feedback motor 17 is controlled to rotate the torque feedback motor 17 and generate a feedback torque matching the feedback force value. The feedback torque is transmitted to the steering wheel through the input wheel 12, the steering input shaft 121, and the shaft of the steering column, and the rotation direction of the feedback torque is opposite to the actual rotation direction of the steering wheel, so that the driver can sense the steering force.

In summary, in the steering clutch provided by the invention, under normal conditions, the transmission disc 14 and the output disc 13 in the steering clutch 1 are separated, so that the steering clutch 1 is disconnected, and steering can be controlled by an electric control signal; when the power steering system and the clutch controller are in failure, the transmission disc 14 in the steering clutch 1 is combined with the output disc 13, and the mechanical transmission mode can be switched back to ensure safe driving.

Preferably, as shown in fig. 4-5, the side of the output disc 13 facing the transmission disc 14 is provided with at least two output disc protrusions 132 at intervals, and an output disc recess 133 is formed between any two adjacent output disc protrusions 132.

At least two transmission disc convex parts 141 are arranged at intervals on one side of the transmission disc 14 facing the output disc 13, and a transmission disc concave part 142 is formed between any two adjacent transmission disc convex parts 141.

When the transmission disc 14 is coupled with the output disc 13, the transmission disc protrusions 141 are embedded in the output disc recesses 133, and the output disc protrusions 132 are embedded in the transmission disc recesses 142.

When the driving plate 14 is separated from the output plate 13, the driving plate protrusions 141 are separated from the output plate recesses 133, and the output plate protrusions 132 are separated from the driving plate recesses 142.

Concave and convex portions, specifically, a transmission disc convex portion 141 and a transmission disc concave portion 142 are provided on the transmission disc 14. The output tray 13 is also provided with concave and convex portions, specifically, an output tray convex portion 132 and an output tray concave portion 133.

When the transmission disc 14 is combined with the output disc 13, the concave-convex part of the transmission disc 14 is embedded and connected with the concave-convex part of the output disc 13, so that torque transmission can be realized.

When the driving disc 14 is separated from the output disc 13, the concavo-convex portions of the driving disc 14 are separated from the concavo-convex portions of the output disc 13, and torque transmission can be interrupted.

Preferably, as shown in fig. 3-4, a guide post 124 is provided on the side of the input disc 12 facing the drive disc 14 that extends toward the output disc 13. A guide hole 143 for a clearance fit with the guide post 124 is provided on the transmission plate 14. The guide post 124 passes through the guide hole 143.

A plurality of guide posts 124 and a plurality of guide holes 143 may be provided as necessary. When assembled, the guide post 124 passes through the guide hole 143 to provide a guide for the reciprocating movement of the driving plate 14.

Preferably, as shown in fig. 1-2, the split drive mechanism 15 is a traction coil winding. The traction coil windings are mounted within the housing 11. The traction coil windings are disposed on opposite sides of the input disc 12 from the drive disc 14.

The traction coil winding is fixedly mounted in the cavity of the housing 11.

The pull coil winding may be controlled by a circuit that, when energized, generates a magnetic field that attracts the drive plate 14. The driving plate 14 is arranged on the inner side of the input plate 12, and the traction coil winding is arranged on the outer side of the input plate 12, so that the metal driving plate 14 can be driven to move towards the input plate 12 side after the traction coil winding is electrified, and the driving plate 14 is separated from the output plate 13. After de-energizing, the traction coil windings cease to generate magnetic fields, which are unattractive to the drive plate 14, and the drive plate 14 is driven toward the output plate 13 until engaging the output plate 13 by the engagement drive mechanism 16.

Preferably, as shown in fig. 1-2, the engagement drive mechanism 16 is a resilient return member. The elastic return member is assembled between the input disc 12 and the transmission disc 14.

The elastic restoring member may be a spring, an elastic sheet, a disc spring, or the like.

An elastic return element is arranged between the input disc 12 and the transmission disc 14, which elastic return element drives the transmission disc 14 by means of the spring force towards the output disc 13 until engaging the output disc 13 after the separating drive 15 has stopped acting on the transmission disc 14.

Preferably, as shown in fig. 3-4, the mounting shaft 122 is a spline shaft, and a spline shaft hole 144 is formed on the transmission disc 14; the spline shaft is fitted in the spline shaft hole 144.

So set up, both can realize that drive plate 14 is sharp on the integral key shaft and slide, can realize drive plate 14 again along with the integrative rotation of integral key shaft.

Preferably, as shown in connection with fig. 8, the steering clutch 1 further includes a clutch controller 10 for controlling the operation of the separation drive mechanism 15 and/or the operation of the torque feedback motor 16.

The release drive 15 and the torque feedback motor 17 are each in signal connection with the clutch controller 10.

The Clutch controller 10(Clutch ECU) is used to control the operation of the split drive mechanism 15 and/or the torque feedback motor 16.

The separation driving mechanism 15 and the torque feedback motor 17 are in signal connection with the clutch controller 10, and automatic control is achieved.

The signal connection comprises an electrical signal connection or a communication signal connection.

Preferably, the clutch controller 10 includes at least two phase calibration units 101 for determining whether the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized.

The phase calibration unit 101 calculates the rotational phase of the clutch output shaft 131 from the angular displacement of the assist motor 51 described later, acquires the rotational phase of the clutch input shaft 121 from the rotational angle sensor 213 described later, and compares the rotational phases. The rotation phase is the rotation angle.

If the rotation phases of the clutch input shaft 121 and the clutch output shaft 131 are different, the phase calibration unit 101 or the clutch controller 10 controls the torque feedback motor 17 to drive the clutch input shaft 121 to rotate until the rotation phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronous, so that the direction to be controlled by the steering wheel is consistent with the actual driving direction of the vehicle, the phenomenon that the direction to be controlled by the steering wheel is inconsistent with the actual driving direction of the vehicle during the conversion of different modes is avoided, and the driving safety is facilitated.

At least one phase calibration unit 101 of the two or more phase calibration units 101 is a backup for the clutch controller 10 (i.e., a phase calibration redundant unit), and the remaining phase calibration units 101 are normal phase calibration units, and when the clutch controller 10 fails, the phase calibration unit 101 serving as the backup performs a calibration function, and when the clutch controller 10 does not fail, the non-backup phase calibration unit 101 or the normal phase calibration unit 101 performs a calibration function.

The start of the phase calibration unit 101 is generally performed when the steering clutch 1 is switched from the disengaged state to the engaged state, or when one or both of the clutch controller 10(ECU), the assist system controller 52(ECU), and the assist system controller 71(ECU) is in failure.

In conclusion, the steering clutch provided by the invention has the advantages of high integration level of design structure, small occupied space and convenience in arrangement. The butt joint mounting structure of the steering clutch is simple, and the installation, disassembly and maintenance are convenient. When the steering clutch is in a separated state, the clutch input shaft and the clutch output shaft can completely and independently operate without mutual influence from the mechanical structure, and can support the realization of respective independent subfunctions, so that more new functions can be continuously developed on the basis.

As shown in fig. 7, the steering column 2 according to the embodiment of the present invention includes a steering shaft 21 for connecting between a steering wheel 3 and a steering engine 4, and further includes a steering clutch 1 as described in any of the foregoing embodiments.

The steering shaft 21 includes a separate steering input shaft 211 and a steering output shaft 212.

The steering input shaft 211 is connected to the clutch input shaft 121 of the steering clutch 1, and the steering output shaft 212 is connected to the clutch output shaft 131 of the steering clutch 1.

The steering column 2 provided by the invention mainly comprises a steering sleeve, a steering shaft 21 and a steering clutch 1.

Regarding the structure, structure and operation principle of the steering clutch 1, please refer to the description part of the steering clutch 1, which will not be described herein again.

The steering column generally comprises an upper column connected to the steering wheel 3, a lower column connected to the steering gear 4 and an intermediate column connected between the upper and lower columns.

The upper, middle and lower strings all have shafts (upper, middle and lower shafts) for transmitting torque.

The shafts (upper shaft, intermediate shaft, and lower shaft) in the steering column are collectively referred to as a steering shaft 21 in the present invention.

The steering clutch 1 may be installed on one of the upper shaft, the intermediate shaft, or the lower shaft to divide the shaft into upper and lower sections, with the steering clutch 1 being connected between the upper and lower sections of the shaft.

The steering clutch 1 may also be connected between two shafts, for example, the steering clutch 1 is connected between an upper shaft and an intermediate shaft, or between an intermediate shaft and a lower shaft).

In the present invention, a shaft connected to the steering clutch 1 and closer to the steering wheel is referred to as a steering input shaft 211, and a shaft connected to the steering clutch 1 and closer to the steering wheel is referred to as a steering output shaft 212. The steering input shaft 211 is for receiving torque transmitted from the steering wheel 3. The steering output shaft 212 can transmit the torque transmitted from the steering clutch 1 to the steering gear 4. The steering input shaft 211 in the present invention may be an upper shaft, an intermediate shaft, or an upper section of the upper shaft, an upper section of the intermediate shaft, and an upper section of the lower shaft.

The steering output shaft 212 in the present invention may be an intermediate shaft, a lower shaft, or a lower section of an upper shaft, a lower section of an intermediate shaft, and a lower section of a lower shaft.

In a normal state, the steering clutch 1 in the steering column 2 is in a disengaged state. The torque of the steering wheel 3 is transmitted to the steering input shaft 211, and the steering input shaft 211 transmits the torque to the input wheel 12. The steering angle of the steering wheel can be transmitted to the power-assisted steering system through the electric control system, and the power-assisted steering system drives the steering machine 4 to operate, so that the tire is finally driven to steer. Meanwhile, the electric control system transmits feedback torque to the torque feedback motor 17, and the torque feedback motor 17 reversely rotates to block the rotation of the input wheel 12, so that damping is provided for the rotation of the steering wheel 3, and a driver can sense the steering force.

When a fault occurs, the steering clutch 1 in the steering column 2 is in a combined state, the torque of the steering wheel 3 can be sequentially transmitted to the steering machine 4 through the steering clutch 1, mechanical torque transmission is achieved, steering can be achieved when the fault occurs, and safe driving is guaranteed.

As shown in fig. 8, a steering system according to an embodiment of the present invention includes a steering wheel 3, a steering gear 4, a power steering system 5, and a steering column 2 according to the foregoing embodiment.

A steering input shaft 211 in the steering column 2 is connected to the steering wheel 3, and a steering output shaft 212 in the steering column 2 is connected to the input shaft 41 of the steering gear 4.

The power steering system 5 includes a power motor 51 connected to the steering gear 4 and a power system controller 52 for controlling the operation of the power motor 51.

A steering angle sensor 213 for monitoring the steering angle of the steering wheel 3 is provided on the steering input shaft 211.

The rotation angle sensor 213 is in signal connection with the assist system controller 52.

The clutch controller 10 in the steering clutch 1 is in signal connection with the power assist system controller 52.

The steering system provided by the embodiment of the invention mainly comprises a steering column 2 with a steering clutch 1, a steering wheel 3, a steering machine 4 and an assisted power steering system 5.

With regard to the structure, structure and operation principle of the steering column 2, please refer to the description of the steering column 2, which will not be repeated herein.

A steering input shaft 211 in the steering column 2 is connected directly or indirectly to the steering wheel 3, and a steering output shaft 212 in the steering column 2 is connected to the input shaft 41 of the steering gear 4.

The power steering system 5 includes a power motor 51 and a power system controller 52(EPS ECU). The gear on the assist motor 51 is engaged with the rack on the shaft of the steering gear 4 to provide assist to the steering gear 4 to drive the tires 6. The power assisting system controller 52 is in signal connection with the power assisting motor 51, including electrical signal connection or communication signal connection. The assist system controller 52 is configured to control the operation of the assist motor 51, and may acquire the actual rotation angle of the assist motor 51 through a rotation angle sensor in the assist motor 51.

A rotation angle sensor 213 is provided on the steering input shaft 211 to monitor rotation angle information of the steering wheel 3 and to monitor the rotation angle of the steering input shaft 211. The rotation angle sensor 213 may be an angle sensor, a hall sensor, or the like.

The rotation angle sensor 213 and the clutch controller 10 are in signal connection with the assist system controller 52, respectively.

Under the normal state, the steering clutch 1 is in a separation state or a disconnection state, the steering system can realize normal manual operation, and the steering is controlled through an electric control signal. Specifically, the driver manually rotates the steering wheel 3. The steering wheel 3 is turned through a certain angle. The rotation angle sensor 213 acquires the rotation angle of the steering wheel 3, and transmits the rotation angle of the steering wheel 3 to the assist system controller 52. The power-assisted system controller 52 calculates a target rotation angle of the rotation shaft of the power-assisted motor 51, and controls the power-assisted motor 51 to operate to provide power assistance to the steering gear 4, and the tires 6 steer accordingly. Meanwhile, the assist system controller 52 acquires the actual rotational angle of the rotating shaft of the assist motor 51 through a rotational angle sensor in the assist motor 51. The assist system controller 52 transmits the actual rotational angle of the rotational shaft of the assist motor 51 to the clutch controller 10. The clutch controller 10 then calculates the required feedback torque or feedback force value in conjunction with vehicle information (including vehicle speed, lateral acceleration, etc.). The clutch controller 10 controls the magnitude of the feedback torque provided by the torque feedback motor 17 by controlling the magnitude of the current supplied to the torque feedback motor 17. The clutch controller 10 controls the torque feedback motor 17 to operate, and the torque output by the torque feedback motor 17 is the calculated feedback torque. And the feedback torque acts on the input wheel 12 in a direction opposite to the direction in which the torque of the steering wheel 3 acts on the input wheel 12, so that the feedback torque damps the rotation of the steering wheel 3, so that the driver can feel a reaction force at the time of steering to improve the road feel and the steering feel during driving.

When the power steering system 5 and/or the clutch controller 10 are/is out of order, the separation driving mechanism 15 stops working, the combination driving mechanism 16 drives the transmission disc 14 and enables the transmission disc to be combined with the output disc 13, so that the steering clutch 1 is switched to a combined state to realize mechanical transmission, and the torque on the steering wheel 3 is directly or indirectly transmitted to the steering machine 4 through the steering input shaft 211, the clutch input shaft 121, the input disc 12, the transmission disc 14, the output disc 13, the clutch output shaft 131 and the steering output shaft 212.

Before the driving plate 14 is combined with the output plate 13, a phase calibration step needs to be performed by the phase calibration unit 101, which is as follows: the phase calibration unit 101 determines whether the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized.

If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the steering clutch 1 can be engaged and the steering system can be switched to the first failure manual operation mode or the second failure manual operation mode as required.

If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are not synchronized, the torque feedback motor 17 is controlled to drive the clutch input shaft 121 to rotate until the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized.

Preferably, as shown in fig. 9, the steering system further includes a driving assist system 7. The driving assistance system 7 includes an assistance system controller 71.

Auxiliary system controller 71 is in signal communication with assist system controller 52.

The Driving support System 7 is an Advanced Driving support System (Advanced Driving assistance System), which is simply referred to as an ADAS System. The driving assistance system 7 includes an assistance system controller 71(ADAS ECU) that acquires vehicle information, a planned path, an external environment, an actual motion trajectory of the vehicle, and the like through sensors on the vehicle to control the driving of the vehicle.

Auxiliary system controller 71 is in signal communication with assist system controller 52, including electrical signal connections and communication signal connections.

In this embodiment, the steering system may implement automatic operation, specifically: auxiliary system controller 71 obtains the required parameter data and transmits it to assist system controller 52. The power-assisted system controller 52 controls the power-assisted motor 51 to operate according to the parameter data transmitted by the power-assisted system controller 71 to provide power assistance for the steering gear 4, and further controls the tires 6 to automatically steer. In this mode, whether the steering wheel 3 is turned or not does not affect the steering gear 4 and the power steering system 5.

In which mode the steering wheel 3 can be used as a steering wheel or as a key of a car entertainment system.

When the driving auxiliary system 7 breaks down, the system gives an alarm and automatically switches to a normal manual operation mode to remind a driver of performing manual operation.

During the steering operation of the vehicle, the rack gear in the steering gear 4 reacts against the clutch output shaft 131, so that the clutch output shaft 131 rotates.

When the driving assistance system 7 fails, the clutch controller 10 wakes up and performs the phase calibration step by the phase calibration unit 101: the phase calibration unit 101 determines whether the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized. If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the steering system is switched to the normal manual operation mode. If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are not synchronized, the torque feedback motor 17 is controlled to drive the clutch input shaft 121 to rotate until the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized.

The clutch controller 10 or the phase calibration unit 101 calculates the rotation angle of the clutch output shaft 131 by the real-time angular displacement of the servo motor 51 fed back by the servo system controller 52, controls the torque feedback motor 17 to operate, drives the clutch input shaft 121 to rotate, and monitors the rotation angle of the clutch input shaft 121 by the rotation angle sensor 213 in real time. After the phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the system hands over the driving control authority to the steering wheel side, and switches to the normal manual operation mode.

If the driving control authority is handed over to the steering wheel before the phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the direction in which the steering wheel 3 is to be controlled may not coincide with the direction in which the vehicle actually travels, and danger may easily occur.

Preferably, as shown in fig. 7 and 10, a torque sensor 42 for monitoring the output torque of the steering column 2 is further provided on the input shaft 41 of the steering gear 4.

Torque sensor 42 is in signal communication with power assist system controller 52.

The torque sensor 42 is used to monitor the output torque of the steering output shaft 212.

The torque sensor is also called as a torque sensor, a torsion sensor, a torque sensor or a torque meter.

When the clutch controller 10 fails, after the phase calibration step is performed, the circuit in the steering clutch 1 is automatically de-energized, the traction coil winding no longer acts on the transmission disc 14, and the transmission disc 14 and the output disc 13 are combined to realize mechanical transmission under the action of the combined driving mechanism 16.

The torque of the steering wheel 3 is transmitted to the steering machine 4 through the steering input shaft 211, the clutch input shaft 121, the input disc 12, the transmission disc 14, the output disc 13, the clutch output shaft 131, the steering output shaft 212, and the input shaft 41. Meanwhile, the torque sensor 42 transmits torque information to the assist system controller 52, and the assist system controller 52 calculates a rotation angle of the assist motor 51 based on the transmitted torque information, and drives the assist motor 51 to operate, thereby providing assist to the steering gear 4 and reducing the burden on the driver in operating the steering wheel 3.

When the power steering system 5 is in the failure mode alone or when both the clutch controller 10 and the power steering system 5 are in the failure mode, after the phase calibration step is performed, the circuit in the steering clutch 1 is automatically de-energized, the traction coil winding no longer acts on the drive plate 14, and the drive plate 14 and the output plate 13 are combined to realize mechanical transmission under the action of the combined driving mechanism 16.

The torque of the steering wheel 3 is transmitted directly or indirectly to the steering machine 4 through the steering input shaft 211, the clutch input shaft 121, the input disc 12, the transmission disc 14, the output disc 13, the clutch output shaft 131, and the steering output shaft 212. The driver operates the steering wheel 3 to directly drive the steering machine 4 to transfer, and the vehicle travels to a safe area as soon as possible to be stopped and overhauled.

In the invention, the clutch controller 10(ECU), the boosting system controller 52(ECU) and the auxiliary system controller 71(ECU) can carry out self-checking, and the clutch controller 10, the boosting system controller 52 and the auxiliary system controller 71 can also carry out mutual monitoring, so that as long as one controller (ECU) breaks down, other controllers (ECUs) can monitor the failure. Any one of the clutch controller 10(ECU), the assist system controller 52(ECU), and the assist system controller 71(ECU) in the non-failed state may activate the control function of the steering wheel, activate the normal manual operation mode, activate the first failed manual operation mode, and activate the second failed manual operation mode. Any one of the clutch controller 10(ECU), the assist system controller 52(ECU), and the assist system controller 71(ECU) in the non-failure state only needs to issue a signal, and the execution end has different components to execute according to different situations.

The invention provides a control method of a steering system, which comprises a normal manual operation mode when a steering clutch 1 is in a disconnection state;

as shown in connection with fig. 8, the normal manual operation mode comprises the following steps:

s001: the steering wheel 3 is manually operated.

S002: the rotation angle sensor 213 acquires the rotation angle of the steering wheel 3, and transmits the rotation angle of the steering wheel 3 to the assist system controller 52.

S003: the assist system controller 52 controls the assist motor 51 to operate to provide assist to the steering gear 4.

S004: the assist system controller 52 acquires the actual rotational angle of the assist motor 51, and transmits the actual rotational angle of the assist motor 51 to the clutch controller 10.

S005: the clutch controller 10 calculates a required feedback torque based on the vehicle information and the actual rotational angle of the assist motor 51.

S006: the clutch controller 10 controls the operation of the torque feedback motor 17 to provide a feedback torque to the input disc 12 in a direction opposite to the direction in which the steering wheel 3 applies a torque to the input disc 12.

That is, the steering clutch 1 is normally in a disengaged state, and steering is controlled by an electric control signal. The driver manually turns the steering wheel 3, and the rotation angle sensor 213 acquires the rotation angle of the steering wheel 3 and transmits the rotation angle of the steering wheel 3 to the assist system controller 52. The power-assisted system controller 52 calculates a target rotation angle of the rotation shaft of the power-assisted motor 51, and controls the power-assisted motor 51 to operate to provide power assistance to the steering gear 4, and the tires 6 steer accordingly. Meanwhile, the assist system controller 52 acquires the actual rotational angle of the rotating shaft of the assist motor 51 through a rotational angle sensor in the assist motor 51. The assist system controller 52 transmits the actual rotational angle of the rotational shaft of the assist motor 51 to the clutch controller 10. The clutch controller 10 then calculates the required feedback torque or feedback force value in conjunction with vehicle information (including vehicle speed, lateral acceleration, etc.). The clutch controller 10 controls the operation of the torque feedback motor 17 and provides feedback torque to the input disc 12. And the feedback torque acts on the input wheel 12 in a direction opposite to the direction in which the torque of the steering wheel 3 acts on the input wheel 12, so that the feedback torque damps the rotation of the steering wheel 3, so that the driver can feel a reaction force at the time of steering to improve the road feel and the steering feel during driving.

Preferably, the control method of the steering system further includes an automatic operation mode in which the steering clutch 1 is in the disconnected state.

As shown in connection with fig. 9, the automatic operation mode includes the steps of:

s101: auxiliary system controller 71 obtains the required parameter data and transmits it to assist system controller 52.

S102: the assist system controller 52 controls the assist motor 51 to operate to provide assist to the steering gear 4.

That is, automatic steering is realized, and the assist system controller 71 acquires data of required parameters and transmits the data to the assist system controller 52. The power-assisted system controller 52 controls the power-assisted motor 51 to operate according to the parameter data transmitted from the power-assisted system controller 71 to provide power assistance to the steering gear 4, and further controls the tires 6 to rotate automatically. In this mode, whether the steering wheel 3 is turned or not does not affect the steering gear 4 and the power steering system 5.

Preferably, the control method of the steering system further includes step S103:

when the driving assistance system 7 fails, it automatically switches to the normal manual operation mode.

When the driving auxiliary system 7 breaks down, the system gives an alarm and automatically switches to a normal manual operation mode to remind a driver of performing manual operation, so that the driving safety is improved.

Preferably, the step S103 further includes a phase calibration step:

the phase calibration unit 101 determines whether the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized.

If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the steering system is switched to the normal manual operation mode.

In this step, the phase calibration unit 101 in non-backup or the phase calibration unit 101 in normal state performs the phase calibration step.

When the driving assistance system 7 is out of order, the clutch controller 10 or the phase calibration unit 101 wakes up, and it calculates the rotation angle of the clutch output shaft 131 by the real-time angular displacement of the assist motor 51 fed back by the assist system controller 52, and then controls the torque feedback motor 17 to operate, and drives the clutch input shaft 121 to rotate, and simultaneously monitors the rotation angle of the clutch input shaft 121 by the rotation angle sensor 213 in real time. After the phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the system hands over the driving control authority to the steering wheel side, and switches to the normal manual operation mode.

Preferably, the control method of the steering system further includes a first failure manual operation mode in which the steering clutch 1 is in the engaged state and the clutch controller 10 is in the failure state.

As shown in connection with fig. 10, the first fail manual mode of operation includes the steps of:

s201: the steering wheel 3 is manually operated.

S202: the torque on the steering wheel 3 is transmitted to the steering machine 4 through the steering input shaft 211, the steering clutch 1, and the steering output shaft 212 in this order.

S203: the torque sensor 42 monitors the output torque of the steering output shaft 212 and transmits the output torque to the assist system controller 52.

S204: the assist system controller 52 controls the assist motor 51 to operate to provide assist to the steering gear 4.

That is, when the clutch controller 10 fails, the circuit in the steering clutch 1 is automatically turned off, the traction coil winding no longer acts on the transmission plate 14, and the transmission plate 14 and the output plate 13 are combined to realize mechanical transmission under the action of the combined driving mechanism 16.

The steering wheel 3 is manually operated, and the torque of the steering wheel 3 is transmitted directly or indirectly to the steering machine 4 through the steering input shaft 211, the clutch input shaft 121, the input disc 12, the transmission disc 14, the output disc 13, the clutch output shaft 131, and the steering output shaft 212. Meanwhile, the torque sensor 42 transmits torque information to the assist system controller 52, and the assist system controller 52 calculates a rotation angle of the assist motor 51 based on the transmitted torque information, and drives the assist motor 51 to operate, thereby providing assist to the steering gear 4 and reducing the burden on the driver in operating the steering wheel 3.

Preferably, before the steering clutch 1 is in the engaged state, the method further comprises the step of phase calibration:

If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the steering clutch 1 is engaged and the steering system is switched to the first failure manual operation mode.

Specifically, the phase calibration unit 101 backed up in this step performs a phase calibration step.

When the rotation phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the separation driving mechanism 15 stops operating or the circuit in the steering clutch 1 is automatically de-energized, the traction coil winding no longer acts on the transmission plate 14, and the coupling driving mechanism 16 or the elastic restoring member drives the transmission plate 14 to be coupled with the output plate 13, thereby performing the coupling of the steering clutch 1.

Preferably, the control method of the steering system further includes a second failure manual operation mode in which the steering clutch 1 is in the engaged state and the power steering system 5 is in the failure state;

as shown in connection with fig. 11, the second fail manual mode of operation includes the steps of:

s301: a manually operated steering wheel 3;

s302: the torque on the steering wheel 3 is directly transmitted to the steering gear 4 via the steering input shaft 211, the steering clutch 1, and the steering output shaft 212 in this order.

That is, when the power steering system 5 alone is in the failure mode or when both the power steering system 5 and the clutch controller 10 are in the failure mode, the circuit in the steering clutch 1 is automatically de-energized, the traction coil winding no longer acts on the transmission disc 14, and the transmission disc 14 and the output disc 13 are combined to realize mechanical transmission under the action of the combined driving mechanism 16.

The steering wheel 3 is manually operated, and the torque of the steering wheel 3 is transmitted directly or indirectly to the steering machine 4 through the steering input shaft 211, the clutch input shaft 121, the input disc 12, the transmission disc 14, the output disc 13, the clutch output shaft 131, and the steering output shaft 212. The driver operates the steering wheel 3 to directly drive the steering machine 4 to transfer, and the vehicle travels to a safe area as soon as possible to be stopped and overhauled.

If the rotational phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the steering clutch 1 is engaged and the steering system is switched to the second failure manual operation mode.

Specifically, in this step, if the power steering system 5 alone is in the failure mode, the phase calibration unit 101 that is not backed up or the phase calibration unit 101 that is normal performs the phase calibration step. If both the power steering system 5 and the clutch controller 10 are in the failure mode, the backup phase calibration unit 101 performs the phase calibration step.

When the rotation phases of the clutch input shaft 121 and the clutch output shaft 131 are synchronized, the separation driving mechanism 15 stops working or the circuit in the steering clutch 1 is automatically powered off, the traction coil winding no longer acts on the transmission plate 14, and the transmission plate 14 is driven to be combined with the output plate 13 by combining the driving mechanism 16 or the elastic reset piece, so that the steering clutch 1 is combined.

In summary, according to the steering clutch, the steering column, the steering system and the control method thereof provided by the invention, under a normal condition, the transmission disc in the steering clutch is separated from the output disc, so that the steering clutch is disconnected, and the steering can be controlled by an electric control signal; when the power steering system and the clutch controller are in failure, the transmission disc in the steering clutch is combined with the output disc, and the mechanical transmission mode can be switched back to ensure safe driving. According to the needs, the above technical schemes can be combined to achieve the best technical effect.

The foregoing is considered as illustrative only of the principles and preferred embodiments of the invention. It should be noted that, for those skilled in the art, several other modifications can be made on the basis of the principle of the present invention, and the protection scope of the present invention should be regarded.

Claims

1. A steering clutch (1) characterized by comprising a housing (11), an input disc (12) having a clutch input shaft (121), an output disc (13) having a clutch output shaft (131), a transmission disc (14) engageable with and disengageable from the output disc (13), a disengagement drive mechanism (15) for driving the transmission disc (14) to disengage from the output disc (13), an engagement drive mechanism (16) for driving the transmission disc (14) to engage with the output disc (13), and a torque feedback motor (17) for feeding back a torque to the input disc (12);

the input disc (12), the transmission disc (14) and the output disc (13) are sequentially installed in the shell (11), and the torque feedback motor (17) is installed on the shell (11);

a mounting shaft (122) extending towards the output disc (13) is arranged on the input disc (12), the transmission disc (14) is slidably mounted on the mounting shaft (122), and the transmission disc (14) and the mounting shaft (122) rotate synchronously;

the separation driving mechanism (15) is installed in the shell (11) and can drive the transmission disc (14) to move towards the input disc (12);

the combined driving mechanism (16) is arranged in the shell (11) and can drive the transmission disc (14) to move towards the output disc (13);

a turbine tooth part (123) is arranged on the outer peripheral surface of the input disc (12), a worm (18) is connected to the output end of the torque feedback motor (17), and the worm (18) is meshed with the turbine tooth part (123);

the steering clutch (1) further comprises a clutch controller (10) for controlling the operation of the separation drive mechanism (15) and/or the operation of the torque feedback motor (17);

the separation driving mechanism (15) and the torque feedback motor (17) are respectively in signal connection with the clutch controller (10);

the clutch controller (10) comprises at least two phase calibration units (101) which are used for judging whether the rotation phases of the clutch input shaft (121) and the clutch output shaft (131) are synchronous or not;

when the clutch controller (10) is in failure, the separation driving mechanism (15) stops working, and the combination driving mechanism (16) drives the transmission disc (14) and enables the transmission disc to be combined with the output disc (13), so that the steering clutch (1) is switched to a combination state, and mechanical transmission is achieved;

wherein a phase calibration step needs to be performed by the phase calibration unit (101) before the transmission disc (14) is coupled with the output disc (13) to determine whether the rotational phases of the clutch input shaft (121) and the clutch output shaft (131) are synchronized;

if the rotational phases of the clutch input shaft (121) and the clutch output shaft (131) are synchronized, the steering clutch (1) is engaged;

if the rotation phases of the clutch input shaft (121) and the clutch output shaft (131) are not synchronous, the torque feedback motor (17) is controlled to drive the clutch input shaft (121) to rotate until the rotation phases of the clutch input shaft (121) and the clutch output shaft (131) are synchronous.

2. Steering clutch (1) according to claim 1, characterized in that the output disc (13) is provided with at least two output disc protrusions (132) at a spacing on the side facing the transmission disc (14), an output disc recess (133) being formed between any two adjacent output disc protrusions (132);

at least two transmission disc convex parts (141) are arranged on one side, facing the output disc (13), of the transmission disc (14) at intervals, and a transmission disc concave part (142) is formed between any two adjacent transmission disc convex parts (141);

when the transmission disc (14) is combined with the output disc (13), the transmission disc convex part (141) is embedded in the output disc concave part (133), and the output disc convex part (132) is embedded in the transmission disc concave part (142);

when the transmission disc (14) is separated from the output disc (13), the transmission disc protrusions (141) leave the output disc recesses (133), and the output disc protrusions (132) leave the transmission disc recesses (142).

3. Steering clutch (1) according to claim 1, characterized in that a guide post (124) is provided on the side of the input disc (12) facing the transmission disc (14) which extends towards the output disc (13);

a guide hole (143) which is used for being in clearance fit with the guide column (124) is formed in the transmission disc (14);

the guide post (124) passes through the guide hole (143).

4. Steering clutch (1) according to claim 1, characterized in that the separating drive (15) is a traction coil winding;

the traction coil winding is mounted in the housing (11);

the traction coil windings are arranged on both sides of the input disc (12) opposite the transmission disc (14).

5. Steering clutch (1) according to claim 1, characterized in that the coupling drive (16) is an elastic return;

the elastic reset piece is assembled between the input disc (12) and the transmission disc (14).

6. The steering clutch according to claim 1, characterized in that the mounting shaft (122) is a spline shaft, a spline shaft hole (144) being provided on the transmission disc (14);

the spline shaft is fitted in the spline shaft hole (144).

7. Steering column (2) comprising a steering shaft (21) for connection between a steering wheel (3) and a steering engine (4), characterized by further comprising a steering clutch (1) according to any one of claims 1-6;

the steering shaft (21) comprises a separate steering input shaft (211) and steering output shaft (212);

the steering input shaft (211) is connected with a clutch input shaft (121) in the steering clutch (1), and the steering output shaft (212) is connected with a clutch output shaft (131) in the steering clutch (1).

8. A steering system, characterized by comprising a steering wheel (3), a steering gear (4), a power steering system (5) and a steering column (2) according to claim 7;

a steering input shaft (211) in the steering column (2) is connected with the steering wheel (3), and a steering output shaft (212) in the steering column (2) is connected with an input shaft (41) of the steering machine (4);

the power-assisted steering system (5) comprises a power-assisted motor (51) connected with the steering machine (4) and a power-assisted system controller (52) used for controlling the power-assisted motor (51) to operate;

a steering angle sensor (213) for monitoring the steering angle of the steering wheel (3) is provided on the steering input shaft (211);

the rotation angle sensor (213) is in signal connection with the power-assisted system controller (52);

the clutch controller (10) in the steering clutch (1) is in signal connection with the power-assisted system controller (52).

9. The steering system according to claim 8, further comprising a driving assistance system (7);

the driving assistance system (7) includes an assistance system controller (71);

the auxiliary system controller (71) is in signal connection with the power-assisted system controller (52).

10. A steering system according to claim 9, characterized in that a torque sensor (42) for monitoring the output torque of the steering column (2) is also provided on the input shaft (41) of the steering machine (4);

the torque sensor (42) is in signal connection with the power-assisted system controller (52).

11. A control method of a steering system according to any one of claims 8-10, characterized in that the control method comprises a normal manual operation mode in which the steering clutch (1) is in an off-state;

wherein the normal manual operation mode comprises the steps of:

s001: a manually operated steering wheel (3);

s002: the rotation angle sensor (213) acquires the rotation angle of the steering wheel (3) and transmits the rotation angle of the steering wheel (3) to the power-assisted system controller (52);

s003: the power-assisted system controller (52) controls the power-assisted motor (51) to operate to provide power assistance for the steering machine (4);

s004: the power-assisted system controller (52) acquires an actual rotation angle of the power-assisted motor (51) and transmits the actual rotation angle of the power-assisted motor (51) to the clutch controller (10);

s005: the clutch controller (10) calculates required feedback torque according to vehicle information and an actual rotation angle of the power-assisted motor (51);

s006: the clutch controller (10) controls the torque feedback motor (17) to operate, and provides feedback torque to the input disc (12), and the action direction of the feedback torque on the input disc (12) is opposite to the action direction of the torque of the steering wheel (3) on the input disc (12);

the control method also comprises an automatic operation mode when the steering clutch (1) is in a disconnected state, and when the driving auxiliary system (7) breaks down, the automatic operation mode is automatically switched to a normal manual operation mode;

the control method further comprises a first failure manual operation mode when the steering clutch (1) is in an engaged state and the clutch controller (10) is in a failure state, and a second failure manual operation mode when the steering clutch (1) is in an engaged state and the power steering system (5) is in a failure state;

wherein, when the driving assistance system (7) is in failure and before the steering clutch (1) is in the engaged state, the phase calibration steps are also respectively executed:

the phase calibration unit (101) judges whether the rotation phases of the clutch input shaft (121) and the clutch output shaft (131) are synchronous or not;

if the rotation phases of the clutch input shaft (121) and the clutch output shaft (131) are synchronous, the steering clutch (1) is combined, and the steering system is switched to a first failure manual operation mode or a second failure manual operation mode;

12. The control method of a steering system according to claim 11,

the automatic operation mode comprises the following steps:

s101: the auxiliary system controller (71) acquires required parameter data and transmits the data to the power assisting system controller (52);

s102: the power-assisted system controller (52) controls the power-assisted motor (51) to operate to provide power assistance for the steering machine (4).

13. The control method of a steering system according to claim 11,

the first fail manual mode of operation comprises the steps of:

s201: a manually operated steering wheel (3);

s202: the torque on the steering wheel (3) is transmitted to the steering machine (4) after sequentially passing through the steering input shaft (211), the steering clutch (1) and the steering output shaft (212);

s203: a torque sensor (42) monitors an output torque of the steering output shaft (212) and transmits the output torque to the power assist system controller (52);

s204: the power-assisted system controller (52) controls the power-assisted motor (51) to operate to provide power assistance for the steering machine (4).

14. The control method of a steering system according to claim 11,

the second fail manual mode of operation comprises the steps of:

s301: a manually operated steering wheel (3);

s302: the torque on the steering wheel (3) is directly transmitted to the steering machine (4) through the steering input shaft (211), the steering clutch (1) and the steering output shaft (212) in sequence.