CN112874624B

CN112874624B - Vehicle steering system and vehicle

Info

Publication number: CN112874624B
Application number: CN201911204469.6A
Authority: CN
Inventors: 张鹏
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2022-07-15
Anticipated expiration: 2039-11-29
Also published as: CN112874624A

Abstract

The present disclosure relates to a vehicle steering system and a vehicle, including a steering shaft and a steering transmission shaft, wherein the steering shaft or the steering transmission shaft includes a first shaft section and a second shaft section, the vehicle steering system includes a clutch mechanism disposed between the first shaft section and the second shaft section, the clutch mechanism has an engaged state and a disengaged state, the vehicle further includes a clutch driving mechanism, the clutch driving mechanism drives one of the first shaft section and the second shaft section to move axially relative to the other of the first shaft section and the second shaft section to realize the switching between the engaged state and the disengaged state, wherein the clutch mechanism includes a sliding sleeve capable of moving axially relative to a steering column, the first shaft section is supported in the sliding sleeve through a first bearing to guide the axial movement of the first shaft section through the sliding sleeve, a rack is formed on an outer surface of the sliding sleeve, and the clutch driving mechanism is matched with the rack to drive the sliding sleeve to move. Through the technical scheme, the vehicle steering system can realize the stable switching of the steering wheel and the steering gear between the joint state and the separation state.

Description

Vehicle steering system and vehicle

Technical Field

The present disclosure relates to the field of vehicle technology, and in particular, to a vehicle steering system and a vehicle.

Background

In a vehicle, a steering column is a connecting member installed between a steering wheel and a steering gear, is mainly used for controlling a vehicle traveling direction, transmitting torque, and absorbing energy when the vehicle is collided, and is an important component in a vehicle steering system.

In the related art, a steering shaft at an input end of a steering column is connected with a steering wheel, a steering shaft at an output end of the steering column is connected with a steering gear, and when the steering is performed, torque is transmitted to the steering gear through the steering column by operating the steering wheel so as to realize vehicle steering.

Disclosure of Invention

An object of the present disclosure is to provide a vehicle steering system and a vehicle, which can achieve smooth switching of a steering wheel and a steering gear between an engaged state and a disengaged state.

In order to achieve the above object, the present disclosure provides a vehicle steering system including a steering shaft and a steering transmission shaft, characterized in that the steering shaft or the steering transmission shaft includes a first shaft section and a second shaft section, the vehicle steering system including a clutch mechanism provided between the first shaft section and the second shaft section, the clutch mechanism having an engaged state in which a transmission connection is established between the first shaft section and the second shaft section, and a disengaged state in which the transmission connection between the first shaft section and the second shaft section is disconnected, the vehicle steering system including a clutch drive mechanism that drives one of the first shaft section and the second shaft section to move axially relative to the other thereof to effect switching of the engaged state and the disengaged state, the clutch mechanism comprises a sliding sleeve capable of moving axially relative to the steering column, the first shaft section is supported in the sliding sleeve through a first bearing so as to guide the axial movement of the first shaft section through the sliding sleeve, a rack is formed on the outer surface of the sliding sleeve, and the clutch driving mechanism is matched with the rack to drive the sliding sleeve to move.

Optionally, the clutch driving mechanism includes an actuating device and a rack-and-pinion transmission structure, the rack-and-pinion transmission structure includes a gear capable of meshing with the rack, and the actuating device is connected with the gear in a transmission manner to drive the gear to rotate.

Optionally, the actuating device is configured as a motor, the gear is connected to an output shaft of the motor in a transmission manner, the motor is suitable for being fixed to the outer side of the steering column, the clutch mechanism is arranged on the steering shaft and located in the steering column, the steering column is provided with an avoidance hole, and the gear penetrates through the avoidance hole and is meshed with the rack.

Optionally, the first bearing is fixed to the first shaft section and is axially movable in the sliding sleeve, a lower port of the sliding sleeve is configured with a stop flange extending radially inward to restrain the first bearing in the sliding sleeve, an elastic biasing member is arranged between the first bearing and the sliding sleeve and presses the first bearing towards the stop flange, the sliding sleeve has a first position, a second position and a third position relative to the steering column, in the first position, the first bearing abuts against the stop flange, and the first shaft section and the second shaft section are in a separated state; in the second position, the first bearing abuts the stop flange and the first and second shaft segments are in an engaged state; in the third position, the first bearing is disengaged from the stop flange and the first and second shaft segments are in engagement.

Optionally, the clutch mechanism comprises a limiting structure to restrict the stroke of the sliding sleeve.

Optionally, the limiting structure is configured as a limiting table, and when the sliding sleeve is located at the first position, the sliding sleeve abuts against the limiting table.

Optionally, when the sliding sleeve is located at the third position, the sliding sleeve abuts against the second bearing.

Optionally, one end of the elastic biasing member abuts against the first bearing, and the other end abuts against a stop member, and the stop member is fixed to the sliding sleeve.

Optionally, the resilient biasing member is configured as a spring that is sleeved over the first shaft segment.

Optionally, the first bearing is fixed in the sliding sleeve.

Optionally, the clutch mechanism comprises a male mating portion and a female mating portion capable of being positively mated with each other, one of the male mating portion and the female mating portion is formed at a lower end of the first shaft section, the other of the male mating portion and the female mating portion is formed at an upper end of the second shaft section, and the first shaft section and the second shaft section are in an engaged state when the male mating portion and the female mating portion are mated.

On the basis of the technical scheme, the vehicle comprises the vehicle steering system.

With the vehicle steering system provided by the present disclosure, on one hand, providing the rack structure on the sliding sleeve can enable the actuating device to smoothly and reliably drive the sliding sleeve to move axially, thereby enabling the first shaft section and the second shaft section to be smoothly switched between the engaged state and the disengaged state. On the other hand, with the rack setting on the surface of sliding sleeve, can reduce the number of spare part, improve assembly efficiency and maintenance cost.

Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a schematic perspective view of a vehicle steering system provided in an embodiment of the present disclosure;

FIG. 2 is a cross-sectional schematic view of a partial structure of a vehicle steering system according to an embodiment of the present disclosure, in which the sliding sleeve is shown in a first position and the first shaft section and the second shaft section are in a separated state;

FIG. 3 is a cross-sectional schematic view of a partial structure of a vehicle steering system according to an embodiment of the present disclosure, in which the sliding sleeve is shown in a second position, and the first shaft segment and the second shaft segment are engaged;

fig. 4 is a cross-sectional schematic view of a partial structure of a vehicle steering system according to an embodiment of the present disclosure, in which the sliding sleeve is shown in a third position, and the first shaft section and the second shaft section are in an engaged state;

FIG. 5 is a cross-sectional schematic view of a clutching structure of a vehicle steering system provided by an embodiment of the present disclosure, wherein the sliding sleeve is shown in a first position, and the first shaft section and the second shaft section are in a disengaged state;

FIG. 6 is a cross-sectional schematic view of a clutched structure of a vehicle steering system provided by an embodiment of the present disclosure, showing the sliding sleeve in a second position and the first and second shaft segments in an engaged state;

FIG. 7 is a cross-sectional schematic view of a clutched structure of a vehicle steering system provided by an embodiment of the present disclosure, showing the sliding sleeve in a third position and the first and second shaft segments in an engaged state;

fig. 8 is a cross-sectional schematic view of a partial structure of a vehicle steering system according to another embodiment of the present disclosure, in which a first shaft segment and a second shaft segment are shown in a separated state;

fig. 9 is a cross-sectional schematic view of a partial structure of a vehicle steering system, in which a first shaft segment and a second shaft segment are shown in an engaged state, according to another embodiment of the present disclosure;

FIG. 10 is a cross-sectional schematic view of a clutched structure of a vehicle steering system provided by another embodiment of the present disclosure, showing a first shaft segment and a second shaft segment in a disengaged state;

fig. 11 is a cross-sectional schematic view of a clutching structure of a vehicle steering system according to another embodiment of the present disclosure, showing a first shaft segment and a second shaft segment in an engaged state.

Description of the reference numerals

101-upper shaft, 102-first shaft section, 103-second shaft section, 1041-male fit, 1042-female fit, 105-steering column, 106-sliding sleeve, 1062-stop flange, 107-first bearing, 108-second bearing, 109-elastic bias, 1010-sliding bearing, 112-stop, 113-circlip, 114-steering knuckle;

220-motor, 2201-gear and 2202-rack.

Detailed Description

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

In the present disclosure, unless otherwise stated, the terms of orientation such as "up and down" are used to define on a vehicle basis, "up and down" refer to corresponding up and down orientations in the height direction of the vehicle, and for a steering system of the vehicle, the rotation of the steering wheel input is transmitted in the direction of the steering shaft, steering shaft and steering gear, which may be considered to be transmitted in the direction from the top to the bottom. In addition, "inner and outer" are "inner and outer" with respect to the contour of the corresponding component itself. Furthermore, the terms "first, second, etc. are used herein to distinguish one element from another, and are not necessarily sequential or significant. Moreover, in the following description, when referring to the figures, the same reference numbers in different figures represent the same or similar elements unless otherwise explained. The foregoing definitions are provided to illustrate and describe the present disclosure only and should not be construed to limit the present disclosure.

According to a specific embodiment of the present disclosure, a vehicle steering system is provided, which comprises a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft comprising a first shaft segment 102 and a second shaft segment 103, the vehicle steering system comprising a clutch mechanism arranged between the first shaft segment 102 and the second shaft segment 103, the clutch mechanism having an engaged state in which a transmission connection is established between the first shaft segment 102 and the second shaft segment 103, and a disengaged state in which the transmission connection between the first shaft segment 102 and the second shaft segment 103 is disconnected. The vehicle steering system comprises a clutch driving mechanism which drives one of the first shaft section 102 and the second shaft section 103 to move axially relative to the other to realize the switching between the engaged state and the disengaged state, wherein the clutch driving mechanism comprises a sliding sleeve 106 which can move axially relative to a steering column 105, the first shaft section 102 is supported in the sliding sleeve 106 through a first bearing 107 to guide the axial movement of the first shaft section 102 through the sliding sleeve 106, a rack 2202 is formed on the outer surface of the sliding sleeve 106, and the clutch driving mechanism is matched with the rack 2202 to drive the sliding sleeve 106 to move so as to switch the first shaft section 102 and the second shaft section 103 between the engaged state and the disengaged state.

In the engaged state, a transmission connection is established between the first shaft section 102 and the second shaft section 103, so that a transmission connection state is established between the steering wheel and the steering gear, and at the moment, the rotation of the steering wheel operated by a driver can be transmitted to the steering gear to realize the steering of the vehicle; under the separation state, the transmission connection between the first shaft section 102 and the second shaft section 103 is disconnected, so that the transmission connection between the steering wheel and the steering gear is disconnected, at the moment, the rotation of the steering wheel cannot be transmitted to the steering gear to further enable the steering gear to work, but the rotation of the steering wheel still can drive components such as a combination switch, a clock spring, an angle sensor and the like to normally run, namely the steering wheel can send a corner signal as usual, so that the steering wheel in the state can be used as a simulator for vehicle driving, the corner signal of the steering wheel can be output to vehicle-mounted equipment or external equipment, and the driving can be simulated.

With the vehicle steering system provided by the present disclosure, on one hand, providing the rack structure on the sliding sleeve can enable the actuating device to smoothly and reliably drive the sliding sleeve 106 to move axially, thereby smoothly switching the first shaft segment 102 and the second shaft segment 103 between the engaged state and the disengaged state. On the other hand, the rack 2202 is provided on the outer surface of the sliding sleeve 106, so that the number of parts can be reduced, and the assembly efficiency and maintenance cost can be improved.

The clutch driving mechanism may include an actuating device and a rack-and-pinion transmission structure, the rack-and-pinion transmission structure includes a gear 2201 capable of meshing with the rack 2202, and the actuating device is in transmission connection with the gear 2201 to drive the gear 2201 to rotate and convert the rotation of the gear 2201 into the movement of the rack 2202, so that the sliding sleeve 106 moves in the axial direction.

Generally, in a vehicle steering system, a steering wheel, a steering shaft, a steering transmission shaft, and a steering gear are connected in this order. In order to enable the driver to drive the vehicle in a comfortable posture, the steering shaft may include an upper shaft 101 and a lower shaft, an upper end of the upper shaft 101 is used for connecting a steering wheel, a lower end of the lower shaft is used for connecting a steering transmission shaft, a lower end of the upper shaft 101 and an upper end of the lower shaft are in transmission connection (for example, connected through a spline structure), and the upper shaft 101 is axially movable relative to the lower shaft to enable height adjustment of the steering wheel.

Therefore, the above-described clutch mechanism may be provided on at least any one of the steering transmission shaft, the upper shaft 101, and the lower shaft. In some embodiments, the clutch mechanism is disposed on the lower shaft. At this time, in order to facilitate the arrangement of the clutch mechanism, the lower shaft is divided into the first shaft segment 102 and the second shaft segment 103, an upper end of the first shaft segment 102 is connected to the upper shaft 101, and a lower end of the first shaft segment 102 is connected to an upper end of the second shaft segment 103 through the clutch mechanism and is movable in the axial direction with respect to the second shaft segment 103. In other embodiments, a clutch mechanism is provided on upper shaft 101. At this time, the upper shaft 101 is divided into the first shaft segment 102 and the second shaft segment 103, an upper end of the second shaft segment 103 is connected to a steering wheel, a lower end of the second shaft segment 103 is connected to an upper end of the first shaft segment 102 through the clutch mechanism, and the first shaft segment 102 is movable in an axial direction with respect to the second shaft segment 103. Under the action of an external force, the first shaft segment 102 moves up and down in the axial direction relative to the second shaft segment 103 to switch the first shaft segment 102 and the second shaft segment 103 between the disengaged state and the engaged state.

In this regard, the present disclosure is not particularly limited, and is described in detail below with only an example in which the clutch mechanism is provided on the lower shaft and the first shaft segment is movable. Wherein, the sliding sleeve 106 can be directly supported in the steering column 105 through the sliding bearing 1010, so as to reduce the sliding friction between the sliding sleeve 106 and the steering column 105, reduce the wear of the sliding sleeve 106, and thereby reduce the resistance of the sliding sleeve 106 during the axial movement.

In the specific embodiments provided by the present disclosure, the clutch mechanism may be configured in any suitable manner. The clutch mechanism will be described below by way of example in only two configurations, however, the disclosure is not limited thereto and the clutch mechanism may be configured in other suitable manners.

First construction of the clutch mechanism: referring to fig. 4 to 7, the first bearing 107 is fixed to the first shaft segment 102 by a stopper of a circlip 113, and an outer ring of the first bearing 107 is clearance-fitted in the sliding sleeve 106 to move axially in the sliding sleeve 106 together with the first shaft segment 102. The second shaft section 103 is supported and fixed in the steering column 105 by a second bearing 108. The lower port of the sliding sleeve 106 is configured with a stop flange 1062 extending radially inward to limit the first bearing 107 in the sliding sleeve 106, and an elastic biasing member 109 is provided between the first bearing 107 and the sliding sleeve 106, and the elastic biasing member 109 presses the first bearing 107 toward the stop flange 1062.

Second construction of the clutch mechanism: referring to fig. 10 and 11, the first bearing 107 is fixed in the sliding sleeve 106, the first bearing 107 is fixed to the first shaft segment 102 by a stop of a circlip 113, an outer ring of the first bearing 107 is interference-fitted in the sliding sleeve 106, and a lower port of the sliding sleeve 106 is configured with a stop flange 1062 extending radially inward to limit a position of the first bearing 107 in the sliding sleeve 106 together with the circlip 113. Unlike the clutch mechanism shown in fig. 5 and 6, the first bearing 107 is fixed in the sliding sleeve 106, and therefore, the elastic biasing member 109 and the stopper 112 are not provided.

In the specific embodiment provided by the present disclosure, referring to fig. 1, the actuating device may be configured as a motor 220, the gear 2201 is drivingly connected to an output shaft of the motor 220, and the motor 220 is adapted to be fixed to the outer side of the steering column 105, for example, the motor is fixed to the outer side of the steering column 105 through a bracket. The steering column 105 is provided with an avoidance hole through which the gear 2201 passes to engage with the rack 2202. There may be a transmission structure between the gear 2201 and the output shaft of the motor 220, so that the fixing position of the motor 220 is not limited by space. In addition, the gear 2201 can be in transmission connection with the output shaft of the motor 220 through a speed reduction and torque increase structure to increase the torque transmitted by the gear rack transmission structure. Wherein the speed reducing torque increasing structure may be configured in any suitable manner. Alternatively, the speed-reducing torque-increasing structure can comprise a worm wheel and a worm which are meshed with each other, the worm is connected with an output shaft of the motor, and the worm wheel is meshed with the driving wheel.

In a first embodiment of the present disclosure, the clutch mechanism is constructed in the first manner described above. As shown with reference to fig. 2 to 7, the sliding sleeve 106 has a first position, a second position and a third position relative to the steering column 105, in the first position, as shown with reference to fig. 2 and 5, the first bearing 107 abuts against the stop flange 1062, and the first shaft segment 102 and the second shaft segment 103 are in a separated state; in the second position, shown in reference to fig. 3 and 6, the first bearing 107 abuts against the stop flange 1062 and the first and

second shaft segments

102, 103 are in an engaged state; in the third position, as shown in fig. 4 and 7, the first bearing 107 is disengaged from the stop flange 1062 and the first and

second shaft segments

102, 103 are in an engaged state.

Wherein, clutching mechanism includes limit structure to the stroke of restriction sliding sleeve. The limiting structure can be configured as a limiting platform 115, and the sliding sleeve 106 abuts against the limiting platform 115 when located at the first position. Here, the position of the stopper table may be set according to the installation position of the clutch mechanism, and the stopper table 115 may be a step structure of an upstroke on the inner surface of the steering column 105 when the clutch mechanism is located in the steering column 105. Furthermore, one end of the elastic biasing member 109 may abut against the first bearing 107 or the first shaft segment 102, and the other end may abut against a stop 112 fixed to the sliding sleeve 106 or directly abut against the sliding sleeve 106. When the sliding sleeve 106 is located at the third position, the sliding sleeve 106 may abut against the second bearing 108, and of course, the sliding sleeve may also be stopped and limited by other structures or members without contacting the second bearing 108, and taking the example that the sliding sleeve 106 is disposed in the steering column 105, a limiting boss or step may be configured on the inner wall of the steering column 105 to stop the leftward (both in the drawing direction) travel of the sliding sleeve 106. In other embodiments, the stop structure may be configured differently. For example, the travel of the clutch drive mechanism may be controlled to limit or restrict. For another example, if the sliding sleeve 106 is disposed in the steering column 105, the restriction of the stroke of the sliding sleeve 106 can also be realized by disposing corresponding components or structures. The components herein may be configured as a stop, i.e., in such embodiments, the stop serves to limit the maximum travel of the sliding sleeve 106 to the right (in the direction of the drawing).

The working principle thereof will be described below with reference to fig. 2 to 7:

the first shaft segment 102 and the second shaft segment 103 can be considered to be initially in a separated state as shown in fig. 2 and 5, and the elastic biasing member 109 presses the first bearing 107 against the stop flange 1062 (as shown in fig. 5), and accordingly, the sliding sleeve 106 is located at the first position. If the motor 220 drives the gear 2201 to rotate (counterclockwise in the drawing), the sliding sleeve 106 moves downward, which drives the first shaft segment 102 to move downward synchronously. When the first shaft segment 102 contacts the second shaft segment 103, the switching from the disengaged state to the engaged state is completed, and the sliding sleeve 106 is located at the second position (as shown in fig. 6). In the process, however, the resilient biasing member 109 is not deformed, i.e., there is no interaction between the first shaft segment 102 and the second shaft segment 103. If the motor 220 drives the gear 2201 to rotate continuously, the sliding sleeve 106 moves downwards continuously, and at this time, the first shaft segment 102 does not move axially along with the sliding sleeve, but the elastic biasing member 109 is compressed along with the movement of the first bearing 107 and the stop member 112 approaching each other, and the elastic force generated thereby presses the first shaft segment 102 towards the second shaft segment 103, so as to provide a reliable engagement state between the two. Thereafter, when the sliding sleeve 106 abuts against the second bearing 108, the sliding sleeve 106 cannot move continuously, and the motor 220 can stop working when the sliding sleeve 106 is in the third position (as shown in fig. 7).

If it is necessary to switch from the engaged state to the disengaged state (i.e., from the state shown in fig. 3 and 4 to the state shown in fig. 2), the motor 220 is required to drive the gear 2201 to rotate in the reverse direction (clockwise direction as viewed in the drawing). In the process, the first shaft segment 102 does not initially move with the movement of the sliding sleeve 106, but the movement of the sliding sleeve 106 causes the first bearing 107 and the stopper 112 to move away from each other, so that the elastic biasing member 109 is deformed until the first bearing 107 abuts against the stopper flange 1062. Thereafter, the first shaft segment 102 begins to move synchronously with the sliding sleeve 106, and then moves away from the second shaft segment 103, thereby switching from the engaged state to the disengaged state. When the upper end of the sliding sleeve 106 abuts against the limit table 115 arranged on the steering column 105, the motor 220 can stop rotating, and the position of the sliding sleeve 106 can be maintained through the meshing relationship between the gear 2201 and the rack 2202, so that the first shaft section 102 and the second shaft section 103 are kept in a separated state.

In the specific embodiments provided by the present disclosure, the resilient biasing member 109 may be configured in any suitable manner, for example, the resilient biasing member 109 is configured as a spring that is sleeved over the first shaft segment 102.

In another embodiment provided by the present disclosure, the clutch mechanism is configured in the second configuration described above. In this embodiment, the clutch drive mechanism is constructed in the same manner as the clutch drive in the first embodiment described above. Therefore, under the driving of the motor 220, the gear 2201 rotates to drive the sliding sleeve 106 and the first shaft section 102 to move synchronously, so as to be combined with or separated from the second shaft section 103.

Furthermore, in particular embodiments provided by the present disclosure, the clutch mechanism includes a clutch structure. Taking the clutch mechanism disposed on the lower shaft as an example, referring to fig. 2 to 11, the clutch structure may include a male fitting portion 1041 and a female fitting portion 1042 capable of being positively fitted to each other, one of the male fitting portion 1041 and the female fitting portion 1042 is formed at a lower end of the first shaft segment 102, the other of the male fitting portion 1041 and the female fitting portion 1042 is formed at an upper end of the second shaft segment 103, and when the male fitting portion 1041 and the female fitting portion 1042 are fitted, the first shaft segment 102 and the second shaft segment 103 are in an engaged state to realize the transmission of the rotation torque between the steering wheel and the steering gear. It should be noted here that the mutual fit between the male fitting portion 1041 and the female fitting portion 1042 allows an axial movement between the first shaft segment 102 and the second shaft segment 103 relative to each other, i.e. allows the first shaft segment 102 and the second shaft segment 103 to be freely switched between the engaged state and the disengaged state.

Wherein the male mating portions 1041 and the female mating portions 1042 can be configured in any suitable manner. In some embodiments, the male mating portion 1041 may be configured as an external spline and the female mating portion 1042 may be configured as an internally splined shaft bore. When the male fitting portion 1041 and the female fitting portion 1042 are fitted with each other, a transmission connection is established between the first shaft segment 102 and the second shaft segment 103, and the first shaft segment 102 and the second shaft segment 103 cannot rotate relative to each other, and in the process of converting the male fitting portion 1041 and the female fitting portion 1042 from a mutual fitting state to a disengagement state, the first shaft segment 102 can move axially relative to the second shaft segment 103, so that the male fitting portion 1041 and the female fitting portion 1042 are separated from each other (i.e., disengaged), and thus the transmission connection between the steering wheel and the steering gear is disconnected.

In other embodiments, referring to fig. 2 to 11, the male fitting portion 1041 may be configured as a protrusion protruding axially from the corresponding end surface, and the female fitting portion 1042 may be configured as a groove recessed axially from the corresponding end surface, for example, the protrusion may be a cross-shaped protrusion or a straight protrusion, and correspondingly, the groove may be a cross-shaped groove or a straight groove. As shown in fig. 2 to 9, the protrusion may be configured as a wedge-shaped protrusion tapering in a direction away from the corresponding end surface, the groove is configured as a wedge-shaped groove tapering from the notch to the bottom of the groove, and the wedge-shaped protrusion and the wedge-shaped groove are adapted to each other in shape, and when the first shaft segment 102 and the second shaft segment 103 are in an engaged state and a pressing force is applied therebetween, the protrusion and the groove can be closely attached, so that a gap between the first shaft segment 102 and the second shaft segment 103 can be eliminated, and reliable torque transmission is facilitated.

Therefore, in one embodiment provided by the present disclosure, as shown in fig. 2 to 7, in the case where the wedge-shaped groove and the wedge-shaped protrusion are provided together with the elastic biasing member 109, when the sliding sleeve 106 is located at the third position, the deformation of the elastic biasing member 109 is maximized, and the elastic force applied to the first bearing 107 is maximized, so that the interaction force between the first shaft section 102 and the second shaft section 103 is maximized, and the wedge-shaped groove and the wedge-shaped protrusion are tightly fitted, and the rotation from the steering wheel can be accurately transmitted downward to the steering gear.

The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the above embodiments, the various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various possible combinations will not be further described in the present disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A vehicle steering system comprising a steering shaft and a steering transmission shaft, characterized in that the steering shaft or the steering transmission shaft comprises a first shaft section (102) and a second shaft section (103), the vehicle steering system comprising a clutch mechanism arranged between the first shaft section (102) and the second shaft section (103), the clutch mechanism having an engaged state in which a driving connection is established between the first shaft section (102) and the second shaft section (103), and a disengaged state in which the driving connection between the first shaft section (102) and the second shaft section (103) is broken, the vehicle steering system comprising a clutch drive mechanism driving one of the first shaft section (102) and the second shaft section (103) to move axially relative to the other, to effect switching between the engaged state and the disengaged state,

wherein the clutch mechanism comprises a sliding sleeve (106) which is axially movable relative to a steering column (105), the first shaft section (102) being supported in the sliding sleeve (106) by means of a first bearing (107) in order to guide the axial movement of the first shaft section (102) by means of the sliding sleeve (106),

a rack (2202) is formed on the outer surface of the sliding sleeve (106), and the clutch driving mechanism is matched with the rack (2202) to drive the sliding sleeve (106) to move;

said first bearing (107) being fixed to said first shaft section (102) and being axially movable in said sliding sleeve (106), a lower opening of said sliding sleeve (106) being configured with a stop flange (1062) extending radially inwards to confine said first bearing (107) in said sliding sleeve (106), an elastic biasing member (109) being arranged between said first bearing (107) and said sliding sleeve (106), said elastic biasing member (109) pressing said first bearing (107) towards said stop flange (1062),

the sliding sleeve (106) having a first position, a second position and a third position relative to the steering column (105),

in the first position, the first bearing (107) abuts against the stop flange (1062) and the first shaft section (102) and the second shaft section (103) are in a disengaged state;

in the second position, the first bearing (107) abuts against the stop flange (1062) and the first shaft section (102) and the second shaft section (103) are in an engaged state;

in the third position, the first bearing (107) is disengaged from the stop flange (1062) and the first shaft section (102) and the second shaft section (103) are in an engaged state.

2. The vehicle steering system according to claim 1, wherein the clutch drive mechanism comprises an actuating device and a rack and pinion arrangement, the rack and pinion arrangement comprising a gear wheel (2201) capable of meshing with the rack (2202), the actuating device being in driving connection with the gear wheel (2201) for driving the gear wheel (2201) in rotation.

3. The vehicle steering system according to claim 2, characterized in that the actuating device is configured as an electric motor (220), the gear (2201) is drivingly connected to an output shaft of the electric motor (220), the electric motor (220) is adapted to be fixed to an outer side of the steering column (105), the clutch mechanism is provided to the steering shaft and located in the steering column (105), the steering column (105) is provided with an avoidance hole, and the gear (2201) passes through the avoidance hole to engage with the rack (2202).

4. The vehicle steering system according to claim 1, wherein the clutch mechanism includes a limit structure to restrict travel of the sliding sleeve (106).

5. The vehicle steering system according to claim 4, characterized in that the stop structure is configured as a stop (115), the sliding sleeve (106) abutting against the stop (115) when in the first position.

6. The vehicle steering system according to claim 1, wherein the sliding sleeve (106) abuts against a second bearing (108) when in the third position.

7. A vehicle steering system according to claim 1, wherein the resilient biasing member (109) abuts the first bearing (107) at one end and a stop member (112) at the other end, the stop member (112) being secured to the sliding sleeve (106).

8. The vehicle steering system according to claim 7, characterized in that the resilient biasing member (109) is configured as a spring, which is sleeved on the first shaft section (102).

9. The vehicle steering system according to any one of claims 1 to 8, characterized in that the clutch mechanism comprises a male fitting portion (1041) and a female fitting portion (1042) that are positively fitted to each other, one of the male fitting portion (1041) and the female fitting portion (1042) being formed at a lower end of the first shaft segment (102), the other of the male fitting portion (1041) and the female fitting portion (1042) being formed at an upper end of the second shaft segment (103), the first shaft segment (102) and the second shaft segment (103) being in an engaged state when the male fitting portion (1041) and the female fitting portion (1042) are fitted.

10. A vehicle characterized in that the vehicle comprises a vehicle steering system according to any one of claims 1 to 9.