CN112706821A

CN112706821A - Decoupling device, steering system and car

Info

Publication number: CN112706821A
Application number: CN201911023004.0A
Authority: CN
Inventors: 白云辉; 孙冲; 肖冠甲
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-10-25
Filing date: 2019-10-25
Publication date: 2021-04-27
Anticipated expiration: 2039-10-25
Also published as: CN112706821B

Abstract

The invention relates to the field of automobiles, and discloses a decoupling device, a steering system and an automobile; wherein the decoupling means comprises: a slider configured to be translatable along an axial direction of coaxially arranged first and second end shafts to decouple or couple the first and second end shafts; the electric driving component is used for driving the sliding block to translate along the axial directions of the first end shaft and the second end shaft; wherein the electric drive component is rotationally coupled with the slider to not impart rotation to the electric drive component when the slider is axially rotated with the first end shaft. The technical scheme provided by the invention can better protect the wheel tires of the automobile with the game function and the normal driving function, and is easy to arrange in the automobile and low in cost.

Description

Decoupling device, steering system and car

Technical Field

The invention relates to the field of automobiles, in particular to a decoupling device and a steering system, and further relates to an automobile.

Background

With the progress of science and technology, the demand of people for the entertainment function of the automobile game is continuously increased. The galloping games such as the best quality galloping and the QQ galloping can enable people to experience mad driving pleasure, and are widely pursued and loved by automobile enthusiasts. The game function is generally realized by operating a conventional keyboard or a professional game steering wheel on a PC terminal. The conventional keyboard can not truly simulate the hand feeling of steering of a driving control steering wheel, the equipment volume of the professional game steering wheel is large, the cost performance of the user for self-purchase and use is low, if the user operates the professional game steering wheel in a related entertainment place, the site limitation can be brought, and the use requirement of the user can not be met anytime and anywhere.

The game is directly experienced by a seat in the automobile through a steering wheel of the automobile. In practice, the inventor of the application finds that the steering system, the steering wheel and the steering gear end shaft of all automobiles on the market are in a meshed state for a long time. Even if the steering wheel is adjusted in the up-down direction or the front-back direction, the torque transmission structures (such as splines and the like) are not disengaged all the time, so that the tire is inevitably driven to move axially while the steering wheel is rotated, and the abrasion of the tire per se is extremely serious due to repeated static friction between the tire and the ground, so that the tire cannot be accepted by consumers.

The inventor of the invention finds that if the existing steering system is modified and the decoupling device is arranged on the steering system, the steering wheel and the wheels can be decoupled when the automobile enters a game mode, so that the condition that the wheels are driven to steer when the steering wheel is operated to rotate in the game mode is avoided, and the tires of the wheels are better protected.

Such decoupling devices do not have fewer electric drive components and can achieve, for example: the decoupling and the coupling of the drive decoupling device simulate a game scene, transfer road feel and the like.

Due to the high precision requirement of the decoupling device, the electric driving part is often fixed on the decoupling device body through a mounting point of the electric driving part or is positioned through the decoupling device body, and the decoupling device body can rotate along the axial direction of the steering wheel along with the rotation of the steering wheel in a decoupling or coupling state. The other end of the electric driving component is connected with a power supply through a wire harness, and the wire harness end is fixed and cannot rotate along with the rotation of the electric driving component, so that a clock spring (similar to a clock spring in a steering wheel in function) must be added, the originally smaller axial space is narrow due to the addition of the clock spring, and the cost of the clock spring is reduced, so that the steering system decoupling device is not competitive.

Disclosure of Invention

One of the objects of the present invention is to overcome at least to some extent the above-mentioned problems of the prior art by providing a decoupling device which can be applied in the steering system of a vehicle to better protect the wheel tires of the vehicle having both a play function and a normal driving function, and which is easy to arrange in the vehicle and is low in cost.

In order to achieve the above object, a first aspect of the present invention provides a decoupling device, including:

a slider configured to be translatable along an axial direction of coaxially arranged first and second end shafts to decouple or couple the first and second end shafts;

the electric driving component is used for driving the sliding block to translate along the axial directions of the first end shaft and the second end shaft;

wherein the electric drive component is rotationally coupled with the slider to not impart rotation to the electric drive component when the slider is axially rotated with the first end shaft.

Preferably, the first end shaft is a steering wheel end shaft, and the second end shaft is a steering gear end shaft; and/or the electric drive component is rotationally connected with the sliding block through a bearing.

Preferably, the bearing is mounted in a bearing mounting ring, a connecting portion for connecting the electric drive component is formed on an outer peripheral surface of the bearing mounting ring, a radial step for abutting against a lower end face of an outer ring of the bearing is formed on an inner peripheral surface of the bearing mounting ring along a circumferential direction, and an inner ring of the bearing is fixedly connected with the slider.

Preferably, the decoupling device further comprises an outer shell, the first end shaft is axially and rotatably mounted in the outer shell, the electric driving component is mounted outside the outer shell and fixed on the outer shell, and an opening is formed in the outer shell so that the electric driving component can be rotatably connected with a sliding block in the outer shell.

Preferably, the electric drive unit includes:

a power element for providing a driving force;

a lead screw connected to an output shaft of the power element so as to rotate synchronously;

the screw transmission mechanism is in threaded connection with the lead screw, extends into the outer shell to be in rotary connection with the sliding block, and is used for converting the rotation of the lead screw into the axial translation of the sliding block;

the two opposite axial sides of the outer shell are provided with connecting parts which are protruded outwards in the radial direction, the shell of the power element is fixedly arranged on the connecting part on one axial side of the outer shell, and the lead screw is axially and rotatably arranged on the connecting part on the other axial side of the outer shell through a rotating bearing; and/or the presence of a gas in the gas,

the outer shell is also provided with an adapter used for fixing the outer shell on other static components.

Preferably, a torque feedback mechanism fixed on the outer shell is further installed outside the outer shell, and the torque feedback mechanism is used for applying a reverse dragging torque to the first end shaft according to the torsion torque of the first end shaft in the decoupling state and/or applying a reverse feedback torque to the first end shaft after decoupling is finished so as to drive the first end shaft to rotate to a steering angle before decoupling;

the moment feedback mechanism includes:

the shell of the power element is fixed on the outer shell and used for providing driving force;

a transmission mechanism for transmitting the driving force to the first end shaft to apply the drag torque or the feedback torque in a reverse direction to the first end shaft;

a controller for controlling the power element to provide the driving force.

Preferably, the torque feedback mechanism further comprises:

the torque detection element is used for detecting the torsional torque of the first end shaft in a decoupling state;

the controller is used for controlling the power element to provide the driving force according to the torsional moment detected by the moment detection element so as to block the first end shaft from rotating; and/or the presence of a gas in the gas,

the moment feedback mechanism further comprises:

the angle detection element is used for detecting the steering angle of the first end shaft after decoupling and the steering angle of the first end shaft before decoupling;

the controller is used for controlling the power element to provide the driving force according to the steering angle detected by the angle detection element so as to drive the first end shaft to rotate to the steering angle before decoupling.

Preferably, the power element is a motor, the transmission mechanism comprises a first gear connected with an output shaft of the motor and rotating synchronously and a second gear connected with the first end shaft and rotating synchronously, the first gear and the second gear are meshed, and the outer diameter of the first gear is smaller than that of the second gear; and/or the presence of a gas in the gas,

and a binding surface which is jointed with the shell body of the power element is formed on the shell body.

Preferably, the second gear is coaxially fixed on the first end shaft; the outer side wall of the first end shaft is provided with a limiting structure which can be abutted against the end faces of two axial ends of the second gear respectively; the outer side wall of the first end shaft is provided with a bulge, the edge part of the inner ring of the second gear is provided with a notch corresponding to the bulge, and the bulge is accommodated in the notch.

Based on the decoupling device provided by the first aspect of the invention, the second aspect of the invention provides a steering system, which includes a first end shaft, a second end shaft and a decoupling device for decoupling or coupling the first end shaft and the second end shaft, wherein the decoupling device is the decoupling device according to the first aspect of the invention.

A third aspect of the present invention provides an automobile including the steering system according to the second aspect of the present invention, based on the steering system provided in the second aspect of the present invention.

The technical scheme provided by the invention has the following beneficial effects:

the decoupling device comprises a sliding block and an electric driving component, wherein the sliding block is configured to move along the axial direction of the first end shaft and the second end shaft under the driving of the electric driving component, so that the decoupling or the coupling between the first end shaft and the second end shaft is realized.

The decoupling device can be applied to a steering system of an automobile, at the moment, the first end shaft can be used as a steering wheel end shaft, the second end shaft can be used as a steering gear end shaft, when the steering wheel end shaft and the steering gear end shaft are coupled, the automobile enters a normal driving mode, and a user operates the steering wheel to drive wheels to steer. When the steering wheel end shaft and the steering gear end shaft are decoupled, the automobile enters a game mode, and when a user operates the steering wheel to rotate, the wheels cannot be driven to steer. Therefore, tire abrasion caused by repeated static friction between the wheels and the ground after the automobile enters a game mode can be avoided, and therefore the realization of an automobile game scene scheme is facilitated, and automobile tires are better protected.

Furthermore, in the decoupling device provided by the invention, the electric driving part is rotationally connected with the sliding block, so that when the sliding block rotates along with the end shaft of the steering wheel, the electric driving part is kept still, and the power of the axial rotation of the sliding block can be prevented from being transmitted to the electric driving part. Therefore, the electric driving component can realize normal power supply without installing a clock spring, the decoupling device is convenient to install, and the production cost of the decoupling device is reduced.

Drawings

FIG. 1 is a schematic diagram of a prior art steering system for an automobile;

fig. 2 is a structural schematic view of a conventional automobile steering system having a partially sectional structure;

FIG. 3 is a schematic structural diagram of an automobile steering system with a decoupling assembly according to an embodiment of the present invention;

FIG. 4 is a schematic structural diagram of an automobile steering system with a decoupling assembly mounted thereon from another viewing angle according to an embodiment of the present invention;

FIG. 5 is an exploded view of a decoupling assembly provided by an embodiment of the present invention;

FIG. 6 is an exploded view of the decoupling assembly from another perspective provided by an embodiment of the present invention;

FIG. 7 is a longitudinal cross-sectional view of a steering system provided by an embodiment of the present invention;

FIG. 8 is another longitudinal cross-sectional view of the steering system provided by an embodiment of the present invention;

fig. 9 is a block diagram of an automobile according to an embodiment of the present invention.

Description of the reference numerals

10-a bearing; 10 a-an upper bearing; 10 b-a lower bearing; 20-an outer shell; 21-upper bearing mounting face; 22-lower bearing mounting face; 23-a first mounting block; 24-an adaptor; 25-bolt; 30-a motor; 30 a-the motor of the electric drive unit; 30 b-a motor of a torque feedback mechanism; 31-an intermediate transit leg; 32-an intermediate adapter bracket; 33-the surface of the motor 30 b; 40-a steering wheel end shaft; 50-a transmission mechanism; 50 a-a second gear; 50 b-a first gear; 60-a base; 70-a lead screw; 71-a screw drive mechanism; 72-a bearing mounting ring; 73-a bearing; 80-a second mounting block; 90-a slide block; 100-a decoupling means; 200-steering column mounting housing.

Detailed Description

The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.

In the present invention, the use of directional terms such as "upper, lower, left, right" generally means upper, lower, left, right with reference to the accompanying drawings, unless otherwise specified. "inner and outer" refer to the inner and outer contours of the component itself.

The automobile steering system is used for realizing transmission connection between a steering wheel and wheels, and when a user operates the steering wheel to rotate, the wheels can be driven to deflect through the automobile steering system, so that the driving direction of an automobile is controlled.

Fig. 1-2 are schematic structural views of a steering system of a prior art vehicle. The automobile steering system comprises a steering wheel end shaft A and a steering gear end shaft B. The steering wheel end shaft A refers to a rotating shaft in transmission connection with a steering wheel, and the steering gear end shaft B refers to a rotating shaft in transmission connection with wheels. The steering wheel end shaft A and the steering gear end shaft B are fixedly connected and do not have a decoupling function. In the game mode, when a user operates the steering wheel to rotate, the wheels are driven to deflect, so that the tire is seriously worn.

Referring to fig. 3 to 8, in order to solve the technical problem, in a first aspect of the embodiment of the present invention, a decoupling device 100 is provided, where the decoupling device 100 is installed between a steering wheel end shaft 40 and a steering gear end shaft, and is used for decoupling or coupling the steering wheel end shaft 40 and the steering gear end shaft. In order to be able to achieve decoupling or coupling between the steering wheel end shaft 40 and the steering gear end shaft, it is necessary to improve the structure of the existing steering wheel end shaft a and steering gear end shaft B. In the embodiment of the present invention, the steering wheel end shaft 40 and the steering gear end shaft are coaxially arranged and separated from each other, and the decoupling device 100 includes a slider 90 and an electric driving component, and the slider 90 is configured to be capable of moving along the axial directions of the steering wheel end shaft 40 and the steering gear end shaft under the driving of the electric driving component, so as to realize the decoupling or coupling between the steering wheel end shaft 40 and the steering gear end shaft. When the steering wheel end shaft 40 and the steering gear end shaft are coupled, the vehicle enters a normal driving mode and the user operating the steering wheel will steer the wheels. When the steering wheel end shaft 40 and the steering gear end shaft are decoupled, the vehicle enters a game mode, and the user does not drive the wheels to steer when operating the steering wheel to rotate. Therefore, tire abrasion caused by repeated static friction between the wheels and the ground after the automobile enters a game mode can be avoided, and the realization of an automobile game scene scheme is facilitated.

It should be noted that the decoupling device provided by the embodiment of the present invention may also be applied to other occasions requiring decoupling or coupling, and is not limited to the steering system of an automobile, that is, the decoupling device may be used to decouple or couple any first end shaft and any second end shaft requiring decoupling or coupling. The following embodiments of the present invention are only examples of automobiles, and specific structures of the decoupling devices will be described.

With continued reference to fig. 3-8, with the steering wheel end shaft 40 and the steering gear end shaft coupled, the slider 90 will rotate axially with the steering wheel end shaft. The electric driving component is connected with the sliding block 90, so as to avoid driving the electric driving component to rotate when the sliding block 90 rotates axially, in the embodiment of the present invention, the electric driving component is rotatably connected with the sliding block 90. For example, the electric drive unit is rotatably connected to the slider 90 via a bearing 73. More specifically, the slider 90 is rigidly connected to the inner race of the bearing 73, and the electric drive component is rigidly connected to the outer race of the bearing 73. In this way, the electric driving component can drive the sliding block 90 to translate along the axial directions of the steering wheel end shaft 40 and the steering gear end shaft through the bearing 73, so as to realize the coupling or decoupling between the steering wheel end shaft 40 and the steering gear end shaft, and when the sliding block 90 rotates along with the steering wheel end shaft 40, only the inner ring of the bearing 73 is driven to rotate, while the outer ring of the bearing 73 is stationary, and since the electric driving component is fixedly connected with the outer ring of the bearing 73, the electric driving component also keeps stationary, thereby avoiding the power of the axial rotation of the sliding block 90 from being transmitted to the electric driving component. Therefore, the electric driving component can realize normal power supply without installing a clock spring, the decoupling device is convenient to install, and the production cost of the decoupling device is reduced.

The structure of the decoupling assembly can be varied. For example, the steering wheel end shaft and the steering gear end shaft are coaxially arranged and axially spaced apart, and the slider is sleeved outside the steering wheel end shaft and the steering gear end shaft and can be spline-coupled with the steering wheel end shaft and the steering gear end shaft. When the sliding block moves axially to be only combined with one spline of the steering wheel end shaft and the steering gear end shaft, the steering wheel end shaft and the steering gear end shaft are decoupled, the automobile enters a game mode, and the user cannot drive wheels to steer when operating the steering wheel to rotate; when the sliding block moves axially to be combined with the end shaft of the steering wheel and the end shaft of the steering gear at the same time through splines, the end shaft of the steering wheel is coupled with the end shaft of the steering gear, the automobile enters a normal driving mode, and a user operates the steering wheel to drive wheels to steer.

As another example, referring to fig. 7-8, one of the steering wheel end shaft 40 and the steering gear end shaft is a hollow structure, and an axial portion of the other extends into the hollow structure and an outer circumferential surface of the portion is radially spaced from an inner circumferential surface of the hollow structure to accommodate the slider; an axial portion of the other has a first axial section and a second axial section, and a radial dimension of a space between an outer circumferential surface of the first axial section and an inner circumferential surface of the hollow structure is different from a radial dimension of a space between an outer circumferential surface of the second axial section and the inner circumferential surface of the hollow structure.

For example, a radial spacing dimension between the outer circumferential surface of the first axial segment and the inner circumferential surface of the hollow structure is smaller than a radial spacing dimension between the outer circumferential surface of the second axial segment and the inner circumferential surface of the hollow structure. When the slider 90 moves along the axial direction of the steering wheel end shaft 40 and the steering gear end shaft to a position in the radial space between the first axial section and the hollow structure, the inner side wall of the slider 90 is combined with the outer circumferential surface of the first axial section, and the outer side wall of the slider 90 is combined with the inner circumferential surface of the hollow structure, so that the steering wheel end shaft 40 and the steering gear end shaft are coupled, and the automobile enters a normal driving mode; when the slider 90 is moved in the axial direction of the steering wheel end shaft 40 and the steering gear end shaft to a position within the radial space between the second axial segment and the hollow structure, the slider 90 engages only one of the second axial segment and the hollow structure and disengages from the other of the second axial segment and the hollow structure, thereby achieving decoupling between the steering wheel end shaft 40 and the steering gear end shaft, and the vehicle enters a play mode.

The manner of coupling the slider 90 to the hollow structure, the first axial segment, or the second axial segment may be various. For example, a combination of a groove and a protrusion, or a combination of a spline connection, etc. In a preferred embodiment, the slider 90 is splined to the hollow structure, the first axial segment or the second axial segment.

Specifically, taking the example that the radial dimension of the first axial segment is greater than the radial dimension of the second axial segment, the radial spacing between the hollow structure and the first axial segment is less than the radial spacing between the hollow structure and the second axial segment. When the sliding block 90 moves into the radial space between the first axial section and the hollow structure, the outer side wall of the sliding block 90 is in spline connection with the inner peripheral surface of the hollow structure, the inner side wall of the sliding block 90 is in spline connection with the outer peripheral surface of the first axial section, and the steering wheel end shaft 40 and the steering gear end shaft are in a coupling state. When the sliding block 90 moves into the radial space between the second axial section and the hollow structure, the inner side wall of the sliding block 90 is radially spaced from the outer peripheral surface of the second axial section and is in a separated state, while the outer side wall of the sliding block 90 is in spline connection with the inner peripheral surface of the hollow structure, at this time, the steering wheel end shaft 40 and the steering gear end shaft are in a decoupled state, and the rotating torque of the steering wheel cannot be transmitted to the steering gear end shaft. That is, the outer sidewall of the slider 90 is in a spline-constant engagement with the inner circumferential surface of the hollow structure, and the inner sidewall of the slider 90 is in a spline connection with the outer circumferential surface of the first axial segment only in a coupled state.

In order to achieve the above function, splines are formed on both the outer side wall and the inner side wall of the slider 90, and splines are also formed on the inner peripheral surface of the hollow structure and the outer peripheral surface of the first axial segment. It should be noted that the inner side wall of the slider 90 refers to a side wall of the slider 90 facing the side of the steering end shaft, and the outer side wall of the slider refers to a side wall of the slider 90 facing the side of the hollow structure.

The specific structure of the sliding block 90 may be various, and the hollow structure is a hollow cylinder, and the first axial section and the second axial section are both cylindrical shafts as an example. The slider 90 may be a sleeve that is coaxially disposed with the steering wheel end shaft 40 and the steering gear end shaft. That is, the sleeve is sleeved outside the first axial section and the second axial section, and the inner circumferential surface and the outer circumferential surface of the sleeve are both provided with splines. The outer circumferential surface of the first axial section is provided with external splines corresponding to the splines on the inner circumferential surface of the sleeve, and the inner circumferential surface of the hollow cylinder is provided with internal splines corresponding to the splines on the outer circumferential surface of the sleeve. In this manner, the sleeve may be splined or splined to the first axial segment to effect coupling or decoupling between the steering wheel end shaft 40 and the steering gear end shaft when axially translated.

The electric driving part is connected with the sliding block 90 and is used for driving the sliding block 90 to axially translate; preferably, the electric drive means is mounted outside said hollow structure. Further, in order to realize the connection between the electric driving part and the sliding block, an opening is formed on the outer side wall of the hollow structure. The slider 90 is formed with a mounting member extending from the opening to the outside of the hollow structure for connection to the electric drive unit.

Specifically, a bearing 73 is coaxially arranged on the outer side of the hollow structure, the slider 90 is fixedly connected with the inner ring of the bearing 73, and the outer ring of the bearing 73 is connected with an electric drive component. In this way, the electric drive unit can drive the axial translation of the slider 90 along the hollow structure by driving the axial translation of the bearing 73 along the hollow structure, so as to couple or decouple the steering wheel end shaft 40 and the steering gear end shaft. However, when the slider 90 rotates in synchronization with the hollow structure, only the inner race of the bearing 73 rotates with the slider, but the outer race of the bearing 73 is not affected, and since the electric driving part is connected to the outer race of the bearing 73, it is not affected by the rotation of the slider 90. That is, due to the arrangement of the bearing 73, the axial rotation of the slider 90 is not transmitted to the electric driving part, so that the slider 90 is prevented from driving the electric driving part to rotate. Thus, the electric drive component may be mounted to other relatively stationary components in the automobile, such as the steering column mounting housing 200.

In order to fixedly connect the slider 90 with the inner ring of the bearing 73, a mounting member is formed on the outer side wall of the slider 90, the mounting member extends out of the hollow structure from an opening on the side wall of the hollow structure, and the mounting member is provided with a limiting structure which is respectively abutted against the end faces of the two ends of the inner ring of the bearing 73. Specifically, a stopper surface that abuts against a lower end surface of the inner race of the bearing is formed on a side of the mounting member facing the inner race of the bearing, and a groove is formed on a side of the mounting member facing the inner race of the bearing, into which a stopper ring is inserted, and the stopper ring abuts against an upper end surface of the inner race of the bearing 73, whereby the bearing can be fixed to the slider 90, and axial displacement of the bearing 73 with respect to the slider 90 is prevented.

The bearing 73 is connected with an electric driving part, and in order to reduce the difficulty of connecting the bearing 73 with the electric driving part, the bearing 73 is installed in the bearing installation ring 72 and is connected with the electric driving part through the bearing installation ring 72. Specifically, the bearing mounting ring 72 has a radially outwardly protruding connecting portion formed on an outer peripheral surface thereof, the connecting portion may have a through hole, for example, and the electric driving part may have a coupling member formed corresponding to the connecting portion and engaged with the connecting portion, the coupling member having a mounting hole formed thereon, and the connecting member and the mounting hole may be fixed together by a connecting member, such as a bolt, passing through the through hole and the mounting hole.

The bearing 73 may be interference fit within the bearing mounting ring 72, for example. More preferably, a radial step may be formed on the inner circumferential surface of the bearing mount ring 72, the radial step abutting against the lower end surface of the outer ring of the bearing, whereby the mounting stability of the bearing 73 in the bearing mount ring can be improved.

In a preferred embodiment of the invention, the electric drive component is an electric drive component. Specifically, the electric drive component includes a power element for providing a driving force; a lead screw 70, the lead screw 70 being connected to the output shaft of the power element so as to rotate synchronously; the screw transmission mechanism 71 is in threaded connection with the lead screw 70, is connected with the sliding block 90, and is used for converting the rotation of the lead screw 70 into the translation of the sliding block 90.

More specifically, the power element may be, for example, a motor 30a, and the lead screw 70 may be, for example, coaxially fixed with an output shaft of the motor 30 a. For example, one end of the lead screw 70 adjacent to the output shaft of the motor is formed with a mounting groove into which the output shaft of the motor 30a is inserted and fixed. The screw mechanism 71 may be, for example, a spindle nut which is screwed onto the spindle 70 and is fixedly connected to the slide 90. Preferably, the lead screw nut may be fixedly connected to the connection portion of the bearing mounting ring 72.

The axial direction of the lead screw 70 is parallel to the axial direction of the steering wheel end shaft 40 and the steering gear end shaft, the motor 30a is connected with the controller, the controller can receive decoupling or coupling signals, and controls the motor 30a to be electrified and rotated according to the decoupling or coupling signals, when the motor 30a is electrified and rotated, the lead screw 70 rotates synchronously therewith, the lead screw nut 34 is driven to translate along the axial direction of the lead screw 70, and when the lead screw nut 34 translates axially, the slide block 90 is driven to translate axially therewith, so that the steering wheel end shaft 40 and the steering gear end shaft are decoupled or coupled.

In order to facilitate the mounting of the electric drive component, in a preferred embodiment the decoupling assembly further comprises an outer housing 20, the hollow structure being axially rotatably mounted inside the outer housing 20, the electric drive component being mounted outside the outer housing 20.

Specifically, the outer casing 20 may be, for example, a hollow cylinder, the outer casing 20 is provided with connecting portions protruding radially outward at opposite positions on two axial sides, the outer casing of the power element is fixedly mounted on the connecting portion on one axial side of the hollow cylinder, and the lead screw 70 is axially rotatably mounted on the connecting portion on the other axial side of the hollow cylinder.

Referring to fig. 5-6, a first mounting block 23 is disposed along an upper peripheral edge of the outer housing, a second mounting block 80 is disposed outside a lower end of the outer housing 20, and the first mounting block 23 and the second mounting block 80 have different structures and are vertically opposite to each other.

The first mounting block 23 is formed with a first through hole, and a housing of a power element such as a motor 30a is fixed to the first mounting block 23 through an intermediate transfer bracket 31. Specifically, referring to fig. 4, the intermediate adapter bracket 31 may be, for example, a substantially rectangular parallelepiped, wherein a mounting hole with a larger size is formed in the middle portion along the thickness direction, the output shaft of the motor 30a penetrates through the mounting hole and is fixedly connected to the upper end of the screw 70, a plurality of positioning holes with smaller sizes are further formed around the mounting hole, and the positioning holes are penetrated through by a connecting member, such as a screw, and are in threaded connection with the outer housing of the motor, so that the outer housing of the motor 30a is fixedly connected to the intermediate adapter bracket 31. A second through hole is formed in the side wall of the intermediate transfer bracket 31 corresponding to the first through hole in the first mounting block, and the intermediate transfer bracket 31 can be fixedly connected with the first mounting block through a connecting member, such as a bolt, penetrating through the first through hole and the second through hole.

The second mounting block 80 is formed with a through-hole in which a rotary bearing is fixed, and the lower end of the lead screw 70 is inserted and fixed in the rotary bearing. Therefore, when the output shaft of the motor 30a rotates, the screw 70 can rotate synchronously along with the output shaft and does not drive the outer shell 20 to rotate, the axial distance between the screw 70 and the outer shell 20 is well controlled through the supporting function of the rotating bearing, and the motor 30a can finally drive the sliding block 90 to move axially through driving the screw 70, so that the transmission precision is ensured.

In particular embodiments, the outer housing 20 is secured to other stationary components of the vehicle, such as the steering column mounting housing 200. To facilitate connection of the outer housing 20 to other components, an adaptor 24 is also formed on the outer housing. The outer housing 20 can be connected to other stationary components by means of the adapter 24.

The outer housing 20 is stationary relative to the vehicle whether the vehicle is in a normal driving mode or a play mode. However, the steering wheel end shaft 40 and the steering gear end shaft may be in a rotated state, and therefore, it is necessary to axially rotatably install a hollow structure in the outer housing 20. In order to realize the function, bearings 10 are respectively arranged on the upper side and the lower side of the part of the hollow structure extending into the outer shell 20; the hollow structure is fixedly connected with the inner ring of the bearing 10, and the outer ring of the bearing 10 is fixedly connected with the outer shell 20.

In a specific embodiment, the lower portion of the hollow structure is formed with a plurality of arc-shaped plates spaced apart from each other in the circumferential direction, and an axial portion of the other one of the plurality of arc-shaped plates extends into a circular space surrounded by the plurality of arc-shaped plates.

For convenience of description, the hollow structure is taken as the steering wheel end shaft 40, and the other is taken as an example for explanation.

Specifically, the slider 90 is accommodated between the inner side wall of the arc-shaped plates and the outer peripheral surface of the steering end shaft, and the mounting part on the slider 90 extends out to the outside of the hollow structure from the space between the adjacent two arc-shaped plates to be connected with the electric driving part outside the hollow structure.

An inner spline for spline connection of the sliding block is formed on the inner side wall of the arc-shaped plate. The steering end shaft has a portion inside the hollow structure with a lower portion having a larger radial dimension than an upper portion thereof, and an outer spline for spline-connecting the slider is formed on an outer peripheral surface of the lower portion.

The bottom ends of the arc-shaped plates are inserted into and fixed on a base 60, a lower bearing 10b is coaxially installed in a radial interval between the base 60 and the outer shell 20, and an upper bearing 10a is coaxially installed in a radial interval between the upper part of the hollow structure and the outer shell 20. Specifically, the base 60 may be, for example, a cylindrical structure, and an arc-shaped hole is formed on an upper end plate of the cylindrical structure corresponding to the arc-shaped plate. From which the arc-shaped plate can be inserted into the base 60. The through-hole has still been seted up at the lower extreme of arc, has seted up the mounting hole that corresponds with this through-hole on cylindrical structure's lateral wall, inserts to cylindrical structure at the arc after, it can laminate with cylindrical structure's inside wall to at this moment, the through-hole on the arc communicates with the mounting hole on cylindrical structure's the lateral wall, can be in the same place arc and base are fixed through for example the screw.

The lower bearing 10b is mounted on the outer peripheral surface of the base 60. Specifically, the lower bearing 10b may be interference fitted to the outer peripheral surface of the base 60, for example. Further, in order to improve the installation stability of the lower bearing 10b, first limit structures capable of abutting against end faces of both ends of the inner ring of the lower bearing 10b are formed on the outer peripheral surface of the base 60; the outer race of the lower bearing 10b is fitted in the lower bearing mounting surface 22 of the outer housing 20.

Specifically, the first limit structure includes a first limit surface formed on the outer peripheral surface of the base 60, and the first limit surface is used for abutting against the upper end surface of the inner ring of the lower bearing. Further, the first limiting structure further comprises a first limiting ring arranged on the outer side wall of the base, and the first limiting ring is abutted to the lower end face of the inner ring of the lower bearing 10 b. In order to mount the first retainer ring, a groove may be formed in the outer circumferential surface of the base along the circumferential direction, and the first retainer ring may be mounted in the groove.

Similarly, in order to stably mount the upper bearing 10a on the upper portion of the hollow structure, second limit structures capable of abutting against both end surfaces of the inner ring of the upper bearing 10a are formed on the outer peripheral surface of the upper portion of the hollow structure, respectively, and the outer ring of the upper bearing 10a is fitted into the upper bearing mounting surface 21 of the outer housing 20.

The second limiting structure includes a second limiting surface formed on the outer peripheral surface of the hollow structure, and the second limiting surface is used for abutting against the upper end surface of the inner ring of the upper bearing 10 a. Further, the second limiting structure further comprises a second limiting ring arranged on the outer side wall of the hollow structure, and the second limiting ring is abutted to the lower end face of the inner ring of the upper bearing 10 a.

In order to mount the second spacing collar, a groove may be formed in the outer circumferential surface of the hollow structure in the circumferential direction, and the second spacing collar may be mounted in the groove.

The outer rings of the lower bearing 10b and the upper bearing 10a are fixedly connected with the outer shell 20.

After the steering wheel end shaft 40 and the steering gear end shaft are decoupled by the decoupling device, the automobile enters a game mode. Under the game mode, the user operation steering wheel will not receive any resistance, influence the operation of steering wheel and feel, reduce user's amusement experience.

In order to solve the technical problem, the embodiment of the invention further improves the steering system. Specifically, the steering system further comprises a torque feedback mechanism, wherein the torque feedback mechanism is used for applying a reverse drag torque to the steering wheel end shaft 40 according to the torsion torque of the steering wheel end shaft 40 in the decoupling state so as to hinder the steering wheel end shaft 40 from rotating and enhance the operation hand feeling of the steering wheel.

The torque feedback mechanism applies reverse dragging torque to the steering wheel according to the torsional torque, so that certain resistance can be applied to the steering wheel when a user operates the steering wheel to steer, a certain 'heavy' feeling can be generated when the user operates the steering wheel to rotate in a game mode, the steering wheel is like real driving on an actual road surface, and the operation experience of the user during game entertainment by using an automobile is improved.

The corresponding relation between the dragging torque and the detected torsion torque is established through tests and is stored in the controller in advance, and the controller controls the size of the dragging torque output by the torque feedback mechanism according to the detected torsion torque, so that the optimal game experience can be given to a user.

The torque feedback mechanism may be of various configurations. In a preferred embodiment, the torque feedback mechanism comprises: a torque detection element for detecting a torsional torque of the steering wheel end shaft 40 in a decoupled state; a power element for providing a driving force; a transmission mechanism 50 for transmitting the driving force to the steering wheel end shaft 40 to apply a reverse drag torque to the steering wheel end shaft 40; and the controller is used for controlling the power element to provide the driving force according to the torsional moment detected by the moment detection element.

Specifically, the torque detecting element may be, for example, a torque sensor, the power element may be, for example, the motor 30b, the controller may be, for example, a single chip microcomputer or a programmable logic controller, and the controller may control an input current of the motor according to a magnitude of the detected torque so as to change the driving force output by the motor 30 b.

The driving force is transmitted to the steering wheel end shaft 40 by a transmission mechanism 50, and the transmission mechanism 50 may be a belt, for example. For example, a first roller may be mounted on the output shaft of the motor, a second roller may be mounted on the steering wheel end shaft 40, and the first roller and the second roller may be drivingly connected by a belt mounted thereon.

In a preferred embodiment, to reduce the bulk of the torque feedback mechanism, to facilitate installation of the torque feedback mechanism. The transmission mechanism includes a first gear 50b connected to an output shaft of the motor 30b to rotate synchronously and a second gear 50a connected to the steering wheel end shaft 40 to rotate synchronously, and the first gear 50b is engaged with the second gear 50 a. The first gear 50a may be coaxially fixed to an output shaft of the motor 30b, for example, and the second gear 50a may be coaxially fixed to the steering wheel end shaft 40, for example, and an output shaft of the motor 30b is parallel to the steering wheel end shaft 40, and the driving force output from the motor 30b may be transmitted to the steering wheel end shaft 40 through the first gear 50b and the second gear 50a, thereby applying the drag torque to the steering wheel end shaft 40.

More preferably, the diameter of the first gear 50b is smaller than the diameter of the second gear 50 a. Through the transmission of the transmission mechanism with the structure, the effects of reducing the speed and increasing the torque can be achieved, namely, the transmission mechanism reduces the rotating speed output and increases the torque output, so that a motor 30b with a small size can be selected to feed back a large torque, and the occupied space and the size of the torque feedback mechanism can be reduced.

In a preferred embodiment, the second gear 50a is fixed coaxially with the steering wheel end shaft 40 in the following manner. Specifically, the second gear 50a is an annular gear ring, the annular gear ring is sleeved on the outer side of the steering wheel end shaft 40, and a limiting structure which can be abutted against the end faces of the two axial ends of the second gear 50a is arranged on the outer side wall of the steering wheel end shaft 40.

Referring to fig. 7-8, more specifically, the limiting structure includes a limiting surface formed on the outer peripheral surface of the steering wheel end shaft 40, and the limiting surface abuts against the upper end surface of the second gear to prevent the second gear 50a from generating an upward axial displacement relative to the steering wheel end shaft 40; further, the limiting structure further includes a limiting ring coaxially mounted on the outer side wall of the steering wheel end shaft 40, and the limiting ring abuts against the lower end face of the second gear 50a to prevent the second gear 50a from generating axial downward displacement relative to the steering wheel end shaft 40. In order to mount the spacing ring, a groove is formed in the outer side wall of the steering wheel end shaft 40 in the circumferential direction, and the spacing ring is inserted and fastened in the groove.

As described above, the second gear 50a is connected to the steering wheel end shaft 40 so as to rotate synchronously, and in order to achieve this function, a protrusion is formed on an outer side wall of the steering wheel end shaft 40, and a recess is formed at an inner circumferential edge portion of the second gear 50a corresponding to the protrusion, and the protrusion is received in the recess. Thereby, the second gear 50a can be prevented from being displaced in the circumferential direction with respect to the steering wheel end shaft 40.

After the car game mode is over, the steering wheel end shaft 40 and the steering gear end shaft need to be coupled to enable the car to enter a normal driving mode. When the steering wheel end shaft 40 and the steering end shaft are coupled by the above-described decoupling device, it is necessary that the steering wheel end shaft 40 and the steering end shaft belong to a state of being aligned with each other. Take the example of a decoupling assembly splined to the steering wheel end shaft 40 and the steering gear end shaft. The sleeve 90 moves to couple the steering wheel end shaft 40 and the steering end shaft when the male protrusions of the female splines of the sleeve 90 and the female recesses of the male splines of the steering end shaft oppose each other. Otherwise, the sleeve 90 will not be able to effect coupling between the steering wheel end shaft 40 and the steering gear end shaft.

However, after the steering wheel end shaft 40 and the steering gear end shaft are decoupled, since the user operates the steering wheel to steer while playing the game, the steering wheel may no longer be at the steering angle before decoupling after the game is over. The deflection of the steering wheel will cause the steering wheel end shaft 40 to deflect, and when the steering wheel end shaft 40 and the steering gear end shaft are no longer aligned, the steering wheel end shaft 40 and the steering gear end shaft cannot be recoupled after the game, which affects the normal use of the automobile.

In order to solve this problem, in a preferred embodiment of the present invention, the torque feedback mechanism may be further configured to drive the steering wheel end shaft 40 to reset after the game mode is finished, so that the decoupling device can couple the steering wheel end shaft 40 and the steering gear end shaft. The resetting of the steering wheel end shaft 40 refers to that the steering wheel end shaft 40 rotates to a steering angle before decoupling, and the steering wheel end shaft 40 and the steering gear end shaft are in a state of being aligned with each other before the steering wheel end shaft 40 is decoupled.

In this case, the torque feedback mechanism includes an angle detection element for detecting a steering angle of the steering wheel end shaft 40 before the end of the play mode and a steering angle after the end of the play mode; the power element is used for providing driving force; the transmission mechanism is used for transmitting the driving force to the steering wheel end shaft 40 so as to drive the steering wheel end shaft 40 to reset to a steering angle before decoupling; and a controller for controlling the power element to provide the driving force according to the steering angle detected by the angle detection element.

More specifically, the angle detection element may be an angle sensor, which may be integrated with the aforementioned torque sensor. That is, the torque moment of the steering wheel end shaft 40 and the steering angle of the steering wheel end shaft 40 can be detected by the torque angle sensor. Therefore, the overall size of the torque feedback mechanism is reduced, and the system is convenient to install. The torque angle sensor may be mounted on the steering wheel end shaft 40, or may be integrated in the motor 30b to indirectly detect the torque moment and the rotation angle of the steering wheel end shaft 40 by detecting the torque moment and the rotation angle of the output shaft of the motor 30 b. The steering wheel end shaft 40 is reset to the initial angle before decoupling after the game is over by the controller precisely controlling the output speed and the number of rotations of the motor 30 b.

The power element 30b in the torque feedback mechanism may be fixed to the outer housing 20 of the decoupling assembly.

Referring to fig. 3-6, in the preferred embodiment of the present invention, the power element of the torque feedback mechanism is fixed to the first mounting block 23 of the outer housing 20. Specifically, the first mounting block 23 is formed with a mounting hole for the power element 30b of the torque feedback mechanism. The power element is typically an electric motor 30b, the outer housing of the electric motor 30b being mounted to the first mounting block 23 by an intermediate adapter bracket 32.

In order to ensure the transmission accuracy of the motor 30b, the first mounting block is formed with a contact surface which can contact with the outer peripheral surface of the outer housing of the motor, the contact surface is, for example, a generally circular arc surface, the surface error of the circular arc surface and the motor 30b is very small, when the motor 30b is assembled, the surface 33 thereof contacts with the contact surface on the first mounting block 23, and the motor 30b is rigidly connected to the outer housing through the intermediate adapter bracket 32. Because the motor 30b is attached to the first mounting block 23 with high precision, the axle center distances of the motor 30b and the first mounting block 23 are well controlled, the first gear 50b and the second gear 50a are stably driven, the possibility of abnormal sound generation between gear drives is reduced, and the torque of the motor 30b can be accurately output.

As shown in fig. 5-6, the intermediate adapter bracket 32 is a plate-shaped structure, and a through hole with a larger size is formed on the plate-shaped structure, and the output shaft of the motor 30b penetrates through the through hole. A plurality of small positioning holes are formed around the through hole, a plurality of mounting holes are formed at the end of the outer housing of the motor 30b corresponding to the positioning holes, and the outer housing of the motor 30b is fixed to the intermediate transfer bracket 32 by a connecting member such as a screw passing through the positioning holes and the mounting holes. The intermediate bracket 32 is further formed with a plurality of small holes corresponding to the mounting holes of the first mounting block, the intermediate bracket 32 is fixed to the first mounting block 23 by a connecting member such as a bolt having the small holes and the mounting holes formed therein, and the intermediate bracket 32 is fixed to the column mounting housing 200 by a bolt 25. The steering column mounting shell is fixed relative to the whole vehicle, so that the wiring ends of the motor 30a and the motor 30b and the power supply end are also fixed relative to each other, the risk of wire breakage caused by rotation of the motors is avoided without adding a clock spring, the cost of a decoupling device in a steering system is reduced, and the arrangement space is saved.

After the decoupling device 100 decouples the steering wheel end shaft 40 and the steering gear end shaft, the steering wheel cannot be driven towards the same direction without limit, otherwise the steering wheel cannot correspond to the actual situation, the driving experience is poor, more importantly, a clock spring in the steering wheel can be broken, so that the functions of a plurality of electronic keys on the steering wheel are invalid, and therefore, after decoupling, limitation is generally performed.

In order to achieve this function, in a preferred embodiment of the present invention, the steering system is further provided with a limiting mechanism for limiting the range of rotation angle of the steering wheel end shaft 40 in the decoupled state.

Specifically, the steering wheel end shaft 40 is a hollow structure, a part of the steering gear end shaft in the axial direction extends into the hollow structure, the limiting mechanism comprises a limiting nut in threaded connection with one end of the steering gear end shaft located in the hollow structure, and an external spline in spline fit with the inner circumferential surface of the hollow structure is formed on the outer circumferential surface of the limiting nut; and the inner peripheral surface of the hollow structure and/or the outer peripheral surface of the steering gear end shaft are/is also provided with a limiting part for limiting the displacement of two axial sides of the limiting nut.

More specifically, for example, an inner trapezoidal thread is processed on the inner peripheral surface of the limit nut, an outer trapezoidal thread is processed on the outer peripheral surface of the upper end part of the steering gear end shaft, and the inner trapezoidal thread and the outer trapezoidal thread are in matched connection; for example, a rectangular external spline is processed on the outer peripheral surface of the limit nut, a rectangular internal spline is correspondingly processed on the inner peripheral surface of the steering wheel end shaft 40, and the rectangular external spline and the rectangular internal spline are in matched connection; the stopper portion that restricts the displacement amount on both sides in the axial direction of the stopper nut may be, for example, a stopper post.

After the steering wheel end shaft 40 and the steering gear end shaft are decoupled, namely, when the steering wheel enters a game mode, when the steering wheel is driven to drive the steering wheel end shaft 40 to rotate, the limiting nut changes the rotary motion into linear motion, the linear motion is translated along the axial direction or up and down, the upper dead point can be determined by making a corresponding structure by the steering wheel end shaft 40, the lower dead point can be determined by making a corresponding structure by the steering gear end shaft, because the steering wheel end shaft 40 and the steering gear end shaft cannot move axially, the positions of the upper dead point and the lower dead point are accurate and reliable, the lead of the trapezoidal transmission thread in the steering wheel end shaft can be adjusted according to the stroke of the limiting nut, and therefore the limit angle of the rotation of the steering wheel can be. It is to be understood that the top dead center and the bottom dead center may also be formed on either of the steering wheel end shaft 40 and the steering gear end shaft; or the upper dead point is formed on the steering end shaft and the lower dead point is formed on the steering wheel end shaft 40. The top dead center and the bottom dead center are the positions of the limiting columns.

In actually installing the limit nut, it is generally necessary to first position the limit nut within the steering wheel end shaft 40 and then insert and thread the steering gear end shaft into the limit nut. In order to position the limit nut when the limit nut is installed, a through hole is formed in the side wall of the nut, during installation, a shaft pin penetrates through the through hole to position the limit nut in the steering wheel end shaft 40, then the steering gear end shaft is in threaded connection with the limit nut, and then the shaft pin is taken down.

In a preferred embodiment, in order to reduce the difficulty of installation and manufacture of the end shaft of the steering gear, the end shaft of the steering gear comprises a steering sleeve and a steering shaft which are coaxially arranged; the steering shaft extends into and is in splined engagement with a steering sleeve located inside the steering wheel end shaft 40. An external spline which can be combined with the spline of the sliding block 90 is processed on the peripheral surface of the lower part of the steering gear box, an external thread which can be in threaded connection with the limit nut is processed on the peripheral surface of the upper end of the steering gear box, and an internal spline which is in splined connection with the steering shaft is processed on the inner peripheral surface of the steering gear box.

Further, in order to enhance the mounting stability of the steering end shaft in the steering wheel end shaft 40, the upper end of the steering sleeve is supported in the steering wheel end shaft 40 by a sleeve bearing. Specifically, the inner peripheral surface of the steering wheel end shaft 40 is tightly fitted with the outer ring of the sleeve bearing, and the inner ring of the sleeve bearing is tightly fitted with the outer peripheral surface of the steering sleeve, so that the steering wheel end shaft can be stably mounted in the steering wheel end shaft 40.

Preferably, in order to improve the mounting stability of the sleeve bearing on the steering sleeve, a limiting structure capable of abutting against the upper and lower end faces of the inner ring of the sleeve bearing is formed on the outer peripheral surface of the steering sleeve, the limiting structure includes a limiting surface capable of abutting against the lower end face of the bearing formed on the outer peripheral surface of the steering sleeve and a limiting ring mounted on the outer peripheral surface of the steering sleeve, and the limiting ring abuts against the upper end face of the sleeve bearing.

In order to install the limiting ring, a groove for installing the limiting ring can be processed on the outer peripheral surface of the steering sleeve.

Referring to fig. 3 to 4, based on the decoupling device provided in the first aspect of the embodiment of the present invention, a second aspect of the embodiment of the present invention provides a steering system, which includes a steering wheel end shaft 40, a steering gear end shaft, and a decoupling device 100 for decoupling or coupling the steering wheel end shaft 40 and the steering gear end shaft, where the decoupling device 100 is the decoupling device according to the first aspect of the embodiment of the present invention.

Referring to fig. 9, a third aspect of the embodiment of the present invention provides an automobile including the steering system according to the second aspect of the embodiment of the present invention, based on the steering system provided in the second aspect of the embodiment of the present invention.

The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical idea of the invention, many simple modifications can be made to the technical solution of the invention. Including each of the specific features, are combined in any suitable manner. The invention is not described in detail in order to avoid unnecessary repetition. Such simple modifications and combinations should be considered within the scope of the present disclosure as well.

Claims

1. A decoupling device, comprising:

a slider (90), the slider (90) being configured to be translatable along an axial direction of coaxially arranged first and second end shafts to decouple or couple the first and second end shafts;

-electric drive means for driving the axial translation of the slider (90) along the first and second end shafts;

wherein the electric drive member is rotatably coupled to the slider (90) so as not to rotate the electric drive member when the slider (90) is axially rotated with the first end shaft.

2. The decoupling device of claim 1 wherein the first end shaft is a steering wheel end shaft (40) and the second end shaft is a steering gear end shaft; and/or the electric drive component is rotationally connected with the sliding block (90) through a bearing (73);

the bearing (73) is installed in a bearing installation ring (72), a connecting part for connecting the electric driving part is formed on the outer peripheral surface of the bearing installation ring (72), a radial step for abutting against the lower end face of the outer ring of the bearing (73) is formed on the inner peripheral surface of the bearing installation ring (72) along the circumferential direction, and the inner ring of the bearing (73) is fixedly connected with the sliding block (90).

3. The decoupling device of claim 1 wherein the decoupling device (100) further comprises an outer housing (20), the first end shaft being axially rotatably mounted within the outer housing (20), the electric drive component being mounted outside the outer housing (20) and fixed to the outer housing (20), the outer housing (20) having an opening formed therein for rotatably connecting the electric drive component to a slider (90) located within the outer housing (20).

4. The decoupling device of claim 3 wherein said electric drive component comprises:

a power element (30a) for providing a driving force;

a screw (70), the screw (70) being connected to the output shaft of the power element (30a) so as to rotate synchronously;

the screw transmission mechanism (70) is in threaded connection with the lead screw (70), extends into the outer shell (20) to be in rotary connection with the sliding block (90), and is used for converting the rotation of the lead screw (70) into the axial translation of the sliding block (90);

the two axial sides of the outer shell (20) are oppositely provided with connecting parts protruding outwards in the radial direction, the shell of the power element (30a) is fixedly arranged on the connecting part on one axial side of the outer shell (20), and the screw rod (70) is axially and rotatably arranged on the connecting part on the other axial side of the outer shell (20) through a rotating bearing; and/or the presence of a gas in the gas,

the outer housing (20) is also provided with an adaptor (24) for fixing the outer housing (20) to other stationary components.

5. The decoupling device according to claim 3, wherein a torque feedback mechanism fixed on the outer housing (20) is further installed outside the outer housing (20), and the torque feedback mechanism is used for applying a reverse drag torque to the first end shaft according to the torsion torque of the first end shaft in the decoupling state and/or the torque feedback mechanism is used for applying a reverse feedback torque to the first end shaft after the decoupling is finished so as to drive the first end shaft to rotate to a steering angle before the decoupling;

the moment feedback mechanism includes:

a power element (30b), the housing of the power element (30b) is fixed on the outer housing (20) for providing driving force;

a transmission mechanism (50) for transmitting the driving force to the first end shaft to apply the drag torque or the feedback torque in the opposite direction to the first end shaft;

a controller for controlling the power element (30b) to provide the driving force.

6. The decoupling device of claim 5 wherein said torque feedback mechanism further comprises:

the controller is used for controlling the power element (30b) to provide the driving force according to the torsional moment detected by the moment detection element so as to block the first end shaft from rotating; and/or the presence of a gas in the gas,

the moment feedback mechanism further comprises:

the controller is used for controlling the power element (30b) to provide the driving force to drive the first end shaft to rotate to a steering angle before decoupling according to the steering angle detected by the angle detection element.

7. The uncoupling device according to claim 5, characterized in that the power element (30b) is an electric motor, the transmission (50) comprises a first gear (50b) rotating synchronously with the output shaft of the electric motor and a second gear (50a) rotating synchronously with the first end shaft, the first gear (50b) and the second gear (50a) are in mesh, and the first gear (50b) has an outer diameter smaller than the outer diameter of the second gear (50 a); and/or the presence of a gas in the gas,

the outer case (20) is formed with a contact surface that contacts the outer case of the power element (30 b).

8. The decoupling device of claim 7 wherein said second gear (50a) is coaxially fixed on said first end shaft; the outer side wall of the first end shaft is provided with a limiting structure which can be abutted against the end faces of two axial ends of the second gear (50a) respectively; the outer side wall of the first end shaft is provided with a bulge, the edge part of the inner ring of the second gear (50a) is provided with a notch corresponding to the bulge, and the bulge is accommodated in the notch.

9. A steering system, characterized in that it comprises a first end axle, a second end axle and a decoupling device (100) for decoupling or coupling said first end axle and said second end axle, said decoupling device (100) being a decoupling device according to any one of claims 1 to 9.

10. A motor vehicle, characterized in that it comprises a steering system according to claim 9.