CN211336154U

CN211336154U - Vehicle steering system and vehicle

Info

Publication number: CN211336154U
Application number: CN201922119053.6U
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: 2020-08-25
Anticipated expiration: 2029-11-29

Abstract

The present disclosure relates to a vehicle steering system and a vehicle, the vehicle steering system including a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft including 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 an electromagnetic clutch driving 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. Through the technical scheme, the vehicle steering system provided by the disclosure can easily realize the switching between the engaging state and the disengaging state of the steering wheel and the steering gear, and is convenient for a setting program to automatically control the switching process.

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 part installed between a steering wheel and a steering gear, is mainly used for controlling the vehicle traveling direction, transmitting torque, and absorbing energy when the vehicle is impacted, 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.

SUMMERY OF THE UTILITY MODEL

An object of the present disclosure is to provide a vehicle steering system and a vehicle, which can easily achieve switching of a steering wheel and a steering gear between an engaged state and a disengaged state, and facilitate a setup program to automatically control the switching process.

In order to achieve the above object, the present disclosure provides a vehicle steering system including a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft including 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 an electromagnetic clutch driving 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.

Optionally, the electromagnetic clutch driving mechanism includes a coil winding and a magnet, the coil winding is fixed relative to the steering column, the magnet is directly or indirectly fixedly disposed or movably connected to the first shaft section, and the coil winding and the magnet have lengths in an axial direction in which the coil winding and the magnet are always partially overlapped to actuate the magnet to move the first shaft section in the axial direction when the coil winding is energized.

Optionally, the coil windings and the magnets are of equal length.

Optionally, the magnet is configured as a magnetic ring, the coil winding being arranged coaxially with the magnetic ring.

Optionally, the clutch mechanism comprises a sliding sleeve axially movable relative to the steering column, the first shaft section is supported in the sliding sleeve by a first bearing to guide axial movement of the first shaft section through the sliding sleeve, and the magnetic ring is coaxially fixed to the sliding sleeve.

Optionally, a magnetic ring accommodating groove surrounding the sliding sleeve for a circle is disposed on the outer surface of the sliding sleeve, and the magnetic ring is fixed in the magnetic ring accommodating groove and has a depth in the radial direction, which is not less than the thickness of the magnetic ring, so that the outer surface of the magnetic ring is not higher than the outer surface of the sliding sleeve.

Optionally, the clutch mechanism includes a sleeve that is fixable relative to the steering column, the slip sleeve is disposed in the sleeve and is axially movable relative to the sleeve, and the coil winding is coaxially fixed on an outer surface of the sleeve.

Optionally, the steering shaft includes an upper shaft and a lower shaft, the upper end of the upper shaft is connected to a steering wheel, and the lower end of the lower shaft is connected to a steering transmission shaft, wherein: the upper shaft is used as the first shaft section, the lower shaft is used as the second shaft section, and the upper shaft and the lower shaft are connected through the clutch mechanism; or, the lower end of the upper shaft is in transmission connection with the upper end of the lower shaft, the upper shaft can move axially relative to the lower shaft, the lower shaft is divided into the first shaft section and the second shaft section, the upper end of the first shaft section is connected to the upper shaft, and the lower end of the first shaft section is connected to the upper end of the second shaft section through the clutch mechanism and can move axially relative to the second shaft section; or, the upper shaft is divided into the first shaft section and the second shaft section, the upper end of the second shaft section is connected with a steering wheel, the lower end of the second shaft section is connected with the upper end of the first shaft section through the clutch mechanism, and the first shaft section can move axially relative to the second shaft section.

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

Through the technical scheme, the vehicle steering system provided by the disclosure can easily realize the switching of the first shaft section and the second shaft section between the engaging state and the disengaging state through the electromagnetic clutch driving mechanism, and is convenient for setting a program to automatically control the switching process.

Additional features and advantages of the 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 perspective view schematically illustrating a partial structure of a steering system of a vehicle according to an embodiment of the present disclosure, in which a clutch structure is shown;

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, showing a first embodiment of an electromagnetic clutch-drive mechanism, with a first shaft segment and a second shaft segment 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, showing a first embodiment of an electromagnetic clutch-drive mechanism, with a first shaft section and a second shaft section in a disengaged state;

FIG. 5 is a cross-sectional schematic view of a partial structure of a vehicle steering system according to an embodiment of the present disclosure, showing a second embodiment of an electromagnetic clutch-drive mechanism, with a first shaft segment and a second shaft segment engaged;

fig. 6 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 a second embodiment of an electromagnetic clutch drive mechanism is shown, and a first shaft section and a second shaft section are in a separated state.

Description of the reference numerals

101-upper shaft, 102-first shaft section, 103-second shaft section, 1041-male fitting, 1042-female fitting, 105-steering column, 106-sliding sleeve, 1061-stop flange, 107-first bearing, 108-second bearing, 1010-sliding bearing, 111-sleeve, 1110-inner flange, 1121-first external spline shaft portion, 1122-second external spline shaft portion, 1123-first locking sleeve, 1124-second locking sleeve, 1125-first conical shaft portion, 1126-second conical shaft portion, 1127-first step surface, 1128-second step surface, 1129-first opening, 1130-second opening, 1131-first claw hook, 1132-second claw hook, 1133-first annular groove, 1134-second annular groove, 113-circlip;

621-coil winding, 622-magnet, 623-soft magnetic core.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with 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 use of the directional terms such as "up and down" is defined on a vehicle basis, and "up and down" refers to the corresponding up and down directions 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, the steering transmission shaft, and the steering gear, and may be considered to be transmitted in the direction from the top to the bottom. Further, "inside and outside" are "inside and outside" 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. Furthermore, in the following description, when referring to the figures, the same reference numbers in different figures denote 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 an embodiment of the present disclosure, there is provided a vehicle steering system including a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft comprises a first shaft section 102 and a second shaft section 103, the vehicle steering system comprises a clutch mechanism arranged between the first shaft segment 102 and the second shaft segment 103, the clutch mechanism has an engaged state, in which a transmission connection is established between the first shaft section 102 and the second shaft section 103, in the disengaged state, the transmission connection between the first shaft section 102 and the second shaft section 103 is disconnected, the vehicle steering system comprises an electromagnetic clutch drive, the electromagnetic clutch driving mechanism drives one of the first shaft section 102 and the second shaft section 103 to move axially relative to the other so as to realize the switching 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 formed 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.

The driving of the first shaft section 102 and the second shaft section 103 to switch between the engaged state and the disengaged state can be easily achieved by an electromagnetic clutch driving mechanism, and the switching process is automatically controlled by a setup program.

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.

In the specific implementation mode provided by the disclosure, the clutch mechanism can be arranged at a proper position according to actual requirements. In some embodiments, the upper shaft serves as the first shaft segment 102 and the lower shaft serves as the second shaft segment 103, with the upper and lower shafts being connected by a clutch mechanism. At this time, the upper end of the upper shaft is connected to the steering wheel, the lower end of the upper shaft is connected to the upper end of the lower shaft through a clutch mechanism, and the upper shaft is movable in the axial direction relative to the lower shaft. In other 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 still 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 external force, the first shaft section 102 moves up and down relative to the second shaft section 103 along the axial direction to realize the switching between the separation state and the engagement state of the first shaft section 102 and the second shaft section 10131, so that a user can select real driving or simulated driving according to requirements when using the vehicle.

Therefore, the above-described clutch mechanism may be provided on at least any one of the steering transmission shaft, the upper shaft, and the lower shaft. In this regard, the present disclosure is not particularly limited, and is described in detail below only with the clutch mechanism disposed on the lower shaft and the first shaft segment 102 being movable.

In the embodiment provided by the present disclosure, the electromagnetic clutch driving mechanism may include a coil winding 621 and a magnet 622, the coil winding 621 may be fixed relative to the steering column 105, the magnet 622 is directly or indirectly fixedly disposed or movably connected to the first shaft segment 102, and the coil winding 621 and the magnet 622 each have a length in an axial direction, in which the coil winding 621 and the magnet 622 are always partially overlapped, so as to actuate the magnet 622 to drive the first shaft segment 102 to move axially when the coil winding 621 is energized. Therefore, only the coil winding 621 and the magnet 622 are needed to drive the first shaft segment 102 to move, so that the number of parts can be reduced, the assembly efficiency can be improved, and the maintenance cost can be reduced. On the premise that "the coil winding 621 and the magnet 622 are always partially overlapped", the coil winding 621 and the magnet 622 may be configured as follows: when the first shaft segment 102 and the second shaft segment 103 are in the engaged state, the length of the portion of the magnet 622 overlapping the coil is no more than four fifths of the total length of the magnet 622. Alternatively, the coil windings 621 and the magnets 622 may be arranged as: when the first shaft segment 102 and the second shaft segment 103 are in the separated state, the length of the part of the magnet 622 overlapping with the coil is not less than one fifth of the total length of the magnet 622.

Wherein the coil windings 621 may be configured to apply a positive current, the actuating magnet 622 moves the first shaft segment 102 axially away from the second shaft segment 103. Accordingly, the coil windings 621 may be configured to pass a reverse current, and the actuating magnet 622 moves the first shaft segment 102 toward the second shaft segment 103.

Alternatively, the coil windings 621 and the magnets 622 may have equal lengths, and in the axial direction, both ends of the magnets 622 can be always acted by the inductive force of the coil windings 621, so that the magnets 622 can reliably drive the first shaft segment 102 to move in the axial direction when the coil windings 621 are energized.

In the specific embodiments provided by the present disclosure, the magnet 622 may be configured in any suitable manner. Optionally, the magnet 622 is configured as a magnetic ring, and the coil windings 621 are disposed coaxially with the magnetic ring. Of course, the magnets may also be configured in a block shape and be present in a plurality, which are embedded therein in equally spaced arrangement around the circumference of the first shaft segment 102. In this way, the resultant direction of the magnetic forces experienced by the first shaft segment 102 may be made to substantially coincide with the direction of its movement.

In the embodiment provided by the present disclosure, as shown in fig. 5 and 6, the electromagnetic clutch driving mechanism may include a soft magnetic core 623, and the coil winding 621 is wound on the soft magnetic core 623 and is fixedly connected to the steering column 105 through the soft magnetic core 623. The strength of the magnetic field generated by the coil windings 621 when energized can be enhanced by winding the coil windings 621 around the soft magnetic core 623, enabling the first shaft segment 102 to move quickly in the axial direction, thereby increasing the speed at which the first and

second shaft segments

102, 103 are freely switched between the engaged and disengaged states.

In the embodiment provided by the present disclosure, the clutch mechanism may include a sliding sleeve 106 capable of moving in an axial direction relative to the steering column 105, the first shaft segment 102 is supported in the sliding sleeve 106 through a first bearing 107 so as to guide the axial movement of the first shaft segment 102 through the sliding sleeve 106, and the magnetic ring is coaxially fixed to the sliding sleeve 106. For example, the magnetic ring may be embedded in the outer surface of the sliding sleeve 106, or may be embedded in the sliding sleeve 106.

Optionally, a magnetic ring accommodating groove surrounding the sliding sleeve 106 is disposed on the outer surface of the sliding sleeve 106, and the magnetic ring is fixed in the magnetic ring accommodating groove and has a depth in the radial direction, which is not less than the thickness of the magnetic ring, so that the outer surface of the magnetic ring is not higher than the outer surface of the sliding sleeve 106.

Alternatively, the clutch mechanism comprises a sleeve 111 that is fixed relative to the steering column 105, the sliding sleeve 106 is disposed in the sleeve 111 and is axially movable relative to the sleeve 111, and the coil windings 621 are coaxially fixed on the outer surface of the sleeve 111.

Alternatively, the coil windings 621 may be fixed to the steering column 105, thereby eliminating the need for the sleeve 111.

In particular embodiments provided by the present disclosure, the clutch mechanism includes a clutch structure. 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 section 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 section 103, and when the male fitting portion 1041 and the female fitting portion 1042 are fitted, the first shaft section 102 and the second shaft section 103 are in an engaged state to realize transmission of a rotation torque between a steering wheel and a 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.

The male mating portions 1041 and the female mating portions 1042, among others, can be configured in any suitable manner. In some embodiments, as shown in reference to fig. 2-6, the male mating portion 1041 may be configured as an external spline and the female mating portion 1042 may be configured as an internal spline shaft bore. When the male matching portion 1041 and the female matching portion 1042 are matched with each other, a transmission connection is established between the first shaft segment 102 and the second shaft segment 103, the first shaft segment 102 and the second shaft segment 103 cannot rotate relative to each other, and in the process that the male matching portion 1041 and the female matching portion 1042 are converted from a mutual matching state to a disengagement state, the first shaft segment 102 can move axially relative to the second shaft segment 103, so that the male matching portion 1041 and the female matching portion 1042 are separated from each other (i.e., disengaged), and the transmission connection between the steering wheel and the steering gear is disconnected.

In other embodiments, the male mating portions 1041 may be configured as protrusions protruding axially from the corresponding end surfaces, and the female mating portions 1042 may be configured as recesses recessed axially from the corresponding end surfaces, for example, the protrusions may be cross-shaped protrusions or linear protrusions, and correspondingly, the recesses may be cross-shaped recesses or linear recesses.

To facilitate processing of the male mating portion 1041 and the female mating portion 1042, referring to fig. 1 to 6, the first shaft segment 102 may be divided into a first shaft segment upper portion and a first shaft segment lower portion, an upper end of the first shaft segment upper portion is in transmission connection with the upper shaft 101, a lower end of the first shaft segment upper portion is detachably connected with an upper end of the first shaft segment lower portion, and the lower end of the first shaft segment lower portion is formed with the male mating portion 1041 or the female mating portion 1042. Accordingly, the second shaft segment 103 may be divided into a second shaft segment upper portion and a second shaft segment lower portion, the upper end of the second shaft segment upper portion is formed with a female fitting 1042 or a male fitting 1041, the lower end of the second shaft segment upper portion is detachably connected with the upper end of the second shaft segment lower portion, and the lower end of the second shaft segment lower portion protrudes outside the steering column 105 for connection of a steering knuckle (further in driving connection with the steering drive shaft through the steering knuckle). In this way, by dividing the first shaft segment 102 into two parts having a shorter length and being independent of each other and dividing the second shaft segment 103 into two parts having a shorter length and being independent of each other, the male fitting portion 1041 or the female fitting portion 1042 can be easily machined on one of the parts and connected to the other part after the machining is completed.

Wherein the detachable connection between the lower end of the first shaft section upper part and the upper end of the first shaft section lower part can be realized in such a way that:

a first locking sleeve 1123 is provided and a first locking thread is formed on the outer peripheral surface of the lower end portion of the upper portion of the first shaft section, the first locking sleeve 1123 is provided with a first internal thread capable of cooperating with the first locking thread, and the first locking sleeve 1123 is axially fixed on the lower portion of the first shaft section but rotatable thereon, thereby performing a screwing or unscrewing operation. Wherein, in order to enhance the connection reliability between the first shaft segment upper portion and the first shaft segment lower portion, the first shaft segment lower portion is configured as a first tapered shaft portion 1125 at a lower side portion of the first externally splined shaft portion 1121, the sectional dimension of the first tapered shaft portion 1125 is gradually increased from top to bottom, and a leading end of the first tapered shaft portion 1125 can be inserted into the first internally splined boss portion and abut against an inner peripheral surface of the first internally splined boss portion, thereby eliminating a radial gap between the first shaft segment upper portion and the first shaft segment lower portion. For this purpose, the fixed connection of the first locking sleeve 1123 to the lower part of the first shaft section can be provided by: referring to fig. 2 to 6, an end of the first locking sleeve 1123 remote from the upper portion of the first shaft segment is configured with a plurality of first openings 1129 arranged at intervals in the circumferential direction and formed with first claws 1131 extending radially inward, and a first annular groove (below the first tapered shaft portion 1125) is formed on the outer periphery of the lower portion of the first shaft segment, in which the first locking sleeve 1123 is caught by the first claws 1131. The plurality of first openings 1129 herein allow the caliber of the corresponding port of the first locking sleeve 1123 to increase to enable it to fit over the first tapered shaft portion 1125 onto the first shaft segment lower portion and cause the first finger 1131 to catch in the first annular groove 1133, and to recover (i.e., tighten) the caliber of the corresponding port as the plurality of first openings 1129 reach into the first annular groove 1133, thereby "biting" onto the first shaft segment lower portion to effect the axial fixation.

Wherein the detachable connection between the lower end of the second shaft segment upper part and the upper end of the second shaft segment lower part can be realized in such a way (in a similar way to the construction of the detachable connection between the lower end of the first shaft segment upper part and the upper end of the first shaft segment lower part):

a second locking sleeve 1124 is provided and a second locking thread is formed on an outer circumferential surface of an upper end portion of the lower portion of the second shaft section, the second locking sleeve 1124 is provided with a second internal thread capable of cooperating with the second locking thread, the second locking sleeve 1124 is axially fixed to a lower end portion of the upper portion of the second shaft section but is rotatable on the lower portion of the second shaft section, thereby achieving a screwing or unscrewing operation. Wherein, in order to enhance the connection reliability between the second shaft segment upper portion and the second shaft segment lower portion, the second shaft segment upper portion is configured as a second conical shaft portion 1126 at an upper side portion of the second male spline shaft portion 1122, the cross-sectional dimension of the second conical shaft portion 1126 is gradually reduced from top to bottom, and a front end of the second conical shaft portion 1126 is insertable into the second female spline shaft housing portion and abuts against an inner peripheral surface of the second female spline shaft housing portion, thereby eliminating a radial gap between the second shaft segment upper portion and the second shaft segment lower portion. For this purpose, the fixed connection of the second locking sleeve 1124 to the upper part of the second shaft section can be provided by: referring to fig. 2 to 6, an end of the second locking sleeve 1124 remote from the second shaft segment lower portion is configured with a plurality of second openings 1130 arranged at intervals in the circumferential direction, and is formed with second claws 1132 extending radially inward, and a second annular groove 1134 is formed on an outer periphery of the second shaft segment upper portion (above the second conical shaft portion 1126), and the second locking sleeve 1124 is retained in the second annular groove 1134 by the second claws 1132. The second plurality of openings 1130 here allow the caliber of the corresponding port of the second locking sleeve 1124 to increase to be able to fit over the second conical shaft portion 1126 over the second shaft section lower portion and cause the second claw hooks 1132 to catch in the second annular groove 1134 and the caliber of the corresponding port to recover (i.e., tighten) as the second plurality of openings 1130 reach into the second annular groove 1134, thereby "biting" onto the second shaft section lower portion to effect the axial securement.

The magnetic ring, the sliding sleeve 106, the first shaft section 102 (specifically, the lower part of the first shaft section) and the first bearing 107 may be pre-integrated together to form a set (for convenience of description, the set is defined as set a), and then may be directly used, so as to simplify the assembling steps.

Alternatively, to further simplify the assembly step, the second shaft segment 103 may be constructed in the above-described manner divided into two parts independent from each other, so as to pre-assemble the second shaft segment upper part and the first shaft segment lower part together. To this end, the guiding structure may comprise a sleeve 111 adapted to be fixed in said steering column 105, said sliding sleeve 106 being arranged in said sleeve 111 and being axially movable with respect to said sleeve 111, a second shaft section upper portion of the second shaft section 103 protruding into said sleeve 111 from the other end opposite to said first shaft section 102 and being supported and fixed in said sleeve 111 by said second bearing 108 for supporting the first and

second shaft sections

102, 103 by means of the sleeve 111. Therefore, the upper part of the second shaft section 103, the sleeve 111, the coil assembly and the assembly A can be assembled together in advance to form a larger assembly, and can be directly taken for use in subsequent assembly, thereby being beneficial to simplifying the assembly steps.

In order to limit the second shaft segment 103 from coming out of the sleeve 111 and fix the position of the second shaft segment 103 relative to the sleeve 111, a stop structure is provided between the lower end of the sleeve 111 and the second shaft segment upper portion of the second shaft segment 103 to limit the second bearing 108 and the second shaft segment upper portion of the second shaft segment 103 in the sleeve 111. Wherein the second stop structure may be configured in any suitable manner. Alternatively, as shown in fig. 3 to 6, the second stopper structure may include an inner flange 1110 and a second stepped surface 1128, the inner flange 1110 being formed at a lower end portion of the sleeve 111 and extending radially inward, an upper end of the second shaft segment 103 being configured as a stepped shaft structure having the second stepped surface 1128 formed therebetween, an inner end of the inner race of the second bearing 108 being stopped by the second stepped surface 1128, and an outer end of the outer race of the second bearing 108 being stopped by the inner flange 1110.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of 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 foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

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, characterised 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 provided 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 an electromagnetic clutch drive mechanism which drives 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.

2. A vehicle steering system according to claim 1, wherein the electromagnetic clutch drive comprises a coil winding (621) and a magnet (622), the coil winding (621) being fixed relative to the steering column (105), the magnet (622) being directly or indirectly fixedly arranged or movably connected to the first shaft section (102), the coil winding (621) and the magnet (622) each having a length in an axial direction in which the coil winding (621) and the magnet (622) are always partially overlapping to actuate the magnet (622) to move the first shaft section (102) in the axial direction when the coil winding (621) is energized.

3. The vehicle steering system according to claim 2, wherein the coil windings (621) and the magnets (622) are equal in length.

4. A vehicle steering system according to claim 2, wherein the magnet (622) is configured as a magnetic ring, the coil winding (621) being arranged coaxially with the magnetic ring.

5. The vehicle steering system according to claim 4, characterized in that 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 a first bearing (107) for guiding an axial movement of the first shaft section (102) by the sliding sleeve (106), the magnetic ring being coaxially fixed to the sliding sleeve (106).

6. The vehicle steering system according to claim 5, wherein a magnet ring receiving groove is provided on an outer surface of the slide sleeve (106) for surrounding a circumference of the slide sleeve (106), and the magnet ring is fixed in the magnet ring receiving groove, the magnet ring receiving groove having a depth in a radial direction which is not less than a thickness of the magnet ring so that the outer surface of the magnet ring is not higher than the outer surface of the slide sleeve (106).

7. The vehicle steering system according to claim 5, characterized in that the clutch mechanism comprises a sleeve (111) which is fixable relative to a steering column (105), the sliding sleeve (106) being arranged in the sleeve (111) and being axially movable relative to the sleeve (111), the coil winding (621) being coaxially fixed on an outer surface of the sleeve (111).

8. The vehicle steering system according to any one of claims 1 to 7, wherein the steering shaft comprises an upper shaft (101) and a lower shaft, an upper end of the upper shaft (101) is connected with a steering wheel, and a lower end of the lower shaft is connected with a steering transmission shaft, wherein:

the upper shaft serves as the first shaft section (102), the lower shaft serves as the second shaft section (103), and the upper shaft and the lower shaft are connected by the clutch mechanism; or,

the lower end of the upper shaft (101) is in transmission connection with the upper end of the lower shaft, the upper shaft (101) can move axially relative to the lower shaft, the lower shaft is divided into the first shaft section (102) and the second shaft section (103), the upper end of the first shaft section (102) is connected to the upper shaft (101), and the lower end of the first shaft section (102) is connected to the upper end of the second shaft section (103) through the clutch mechanism and can move axially relative to the second shaft section (103); or, the upper shaft (101) is divided into the first shaft section (102) and the second shaft section (103), the upper end of the second shaft section (103) is connected with a steering wheel, the lower end of the second shaft section (103) is connected with the upper end of the first shaft section (102) through the clutch mechanism, and the first shaft section (102) can move along the axial direction relative to the second shaft section (103).

9. A vehicle characterized in that the vehicle comprises a vehicle steering system according to any one of claims 1 to 8.