WO2021077970A1 - 离合机构、转向系统和汽车 - Google Patents

离合机构、转向系统和汽车 Download PDF

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Publication number
WO2021077970A1
WO2021077970A1 PCT/CN2020/117122 CN2020117122W WO2021077970A1 WO 2021077970 A1 WO2021077970 A1 WO 2021077970A1 CN 2020117122 W CN2020117122 W CN 2020117122W WO 2021077970 A1 WO2021077970 A1 WO 2021077970A1
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WO
WIPO (PCT)
Prior art keywords
end shaft
clutch mechanism
steering
hollow structure
shaft
Prior art date
Application number
PCT/CN2020/117122
Other languages
English (en)
French (fr)
Inventor
赵敏
孙冲
肖冠甲
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US17/771,805 priority Critical patent/US11958542B2/en
Priority to AU2020371777A priority patent/AU2020371777B2/en
Priority to BR112022007824A priority patent/BR112022007824A2/pt
Priority to KR1020227017705A priority patent/KR20220088483A/ko
Priority to JP2022523953A priority patent/JP7399278B2/ja
Priority to EP20880207.4A priority patent/EP4046893B1/en
Publication of WO2021077970A1 publication Critical patent/WO2021077970A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63F—CARD, BOARD, OR ROULETTE GAMES; INDOOR GAMES USING SMALL MOVING PLAYING BODIES; VIDEO GAMES; GAMES NOT OTHERWISE PROVIDED FOR
    • A63F13/00—Video games, i.e. games using an electronically generated display having two or more dimensions
    • A63F13/20—Input arrangements for video game devices
    • A63F13/24—Constructional details thereof, e.g. game controllers with detachable joystick handles
    • A63F13/245—Constructional details thereof, e.g. game controllers with detachable joystick handles specially adapted to a particular type of game, e.g. steering wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63F—CARD, BOARD, OR ROULETTE GAMES; INDOOR GAMES USING SMALL MOVING PLAYING BODIES; VIDEO GAMES; GAMES NOT OTHERWISE PROVIDED FOR
    • A63F13/00—Video games, i.e. games using an electronically generated display having two or more dimensions
    • A63F13/80—Special adaptations for executing a specific game genre or game mode
    • A63F13/803—Driving vehicles or craft, e.g. cars, airplanes, ships, robots or tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B62D15/0215—Determination of steering angle by measuring on the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/83—Steering input members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003—Backup systems, e.g. for manual steering

Definitions

  • This application relates to the field of automobiles, in particular to a clutch mechanism, a steering system and an automobile.
  • One of the objectives of the present application is to overcome the above-mentioned problems in the prior art and provide a clutch mechanism that can realize the decoupling or coupling of the steering system, thereby facilitating the realization of the car game scenario solution.
  • the first aspect of the present application provides a clutch mechanism, which includes:
  • a slider that can be accommodated in a radial interval between a first end shaft and a second end shaft that are coaxially arranged and radially spaced apart, and is configured to be able to move along the first end shaft and the Axial translation of the second end shaft to decouple or couple the first end shaft and the second end shaft;
  • the driving component is used to drive the sliding block to translate along the axial direction of the first end shaft and the second end shaft.
  • the first end shaft is a steering wheel end shaft
  • the second end shaft is a steering gear end shaft
  • one of the first end shaft and the second end shaft is hollow Structure, a part of the other axially extends into the hollow structure and the outer peripheral surface of this part is radially spaced from the inner peripheral surface of the hollow structure to accommodate the slider.
  • an axial part of the other has a first axial section and a second axial section, and the radial direction between the outer circumferential surface of the first axial section and the inner circumferential surface of the hollow structure
  • the interval size is smaller than the radial interval size between the outer circumferential surface of the second axial section and the inner circumferential surface of the hollow structure; at the coupling position, the outer side wall of the slider and the inner circumference of the hollow structure The surface is combined, and the inner side wall is combined with the outer peripheral surface of the first axial section.
  • the slider is often coupled with the hollow structure spline, and is coupled with the first axial segment spline at the coupling position.
  • the slider is a sleeve, and the sleeve is arranged coaxially with the first end shaft and the second end shaft.
  • the driving component is located outside the hollow structure, and an opening is formed on the side wall of the hollow structure to connect the driving component to the slider.
  • a bearing is arranged coaxially on the outer side of the hollow structure, the sliding block is fixedly connected with the inner ring of the bearing, and the outer ring of the bearing is connected with the driving component.
  • a mounting member is formed on the outer side wall of the slider, and the mounting member protrudes from the opening on the side wall of the hollow structure to the outside of the hollow structure to be connected with the driving component, and the mounting The part is provided with a limit structure which respectively abuts against the two end faces of the inner ring of the bearing.
  • the bearing is installed in a bearing mounting ring, a connecting portion for connecting the driving component is formed on the outer peripheral surface of the bearing mounting ring, and the inner peripheral surface of the bearing mounting ring is formed along the circumferential direction There is a radial step for abutting against the lower end face of the outer ring of the bearing.
  • the drive component is an electric drive component
  • the electric drive component includes:
  • a lead screw which is connected to the output shaft of the power element for synchronous rotation
  • a screw transmission mechanism which is threadedly connected to the lead screw and connected to the sliding block for converting the rotation of the lead screw into the axial translation of the sliding block;
  • the clutch mechanism further includes a clutch mechanism housing, the hollow structure is axially rotatably mounted in the clutch mechanism housing, and the drive component is installed outside the clutch mechanism housing and fixed on the clutch mechanism housing .
  • the lower part of the hollow structure is formed with a plurality of arc-shaped plates spaced apart from each other in the circumferential direction, and a part of the axial direction of the other one extends into the circle enclosed by the plurality of arc-shaped plates.
  • an arc-shaped hole corresponding to the structure of the arc-shaped plate is formed on the base, and the bottom ends of the plurality of arc-shaped plates are inserted into the base from the arc-shaped hole and fixed in the base.
  • a first bearing is coaxially installed in the radial interval between the base and the outer casing of the clutch mechanism, and the radial interval between the upper part of the hollow structure and the outer casing of the clutch mechanism is the same.
  • the shaft is equipped with a second bearing.
  • a connecting portion protruding radially outward is provided at opposite positions on both axial sides of the outer casing of the clutch mechanism, and the outer casing of the power element of the power element is fixedly installed in the axial direction of the outer casing of the clutch mechanism.
  • the lead screw is axially rotatably mounted on the connecting portion on the other axial side of the clutch mechanism housing; and/or,
  • the outer casing of the clutch mechanism is also provided with an adapter for fixing the outer casing of the clutch mechanism on the vehicle body.
  • the second aspect of the application provides a steering system.
  • the steering system includes a first end shaft, a second end shaft, and a steering system for decoupling or coupling the first end shaft and the first end shaft.
  • the clutch mechanism of the second end shaft is the clutch mechanism according to the first aspect of the present application.
  • the steering system further includes a torque feedback mechanism for applying a reverse feedback torque to the first end shaft according to the torsion torque of the first end shaft in a decoupled state.
  • a torque feedback mechanism for applying a reverse feedback torque to the first end shaft according to the torsion torque of the first end shaft in a decoupled state. The operation feel of the steering wheel connected with the first end shaft transmission is enhanced.
  • the torque feedback mechanism includes:
  • a torque detection element for detecting the torsion torque of the first end shaft in a decoupled state
  • a transmission mechanism for transmitting the driving force to the first end shaft to apply a reverse feedback torque to the first end shaft
  • the controller is configured to control the power element to provide the driving force according to the torsion torque detected by the torque detection element.
  • the steering system further includes a reset mechanism for driving the first end shaft to reset after the decoupling is completed so that the clutch mechanism can couple the first end shaft and the The second end shaft.
  • the reset mechanism includes:
  • An angle detection element for detecting the steering angle of the first end shaft before decoupling and the steering angle of the first end shaft after decoupling
  • a transmission mechanism for transmitting the driving force to the first end shaft to drive the first end shaft to reset to the steering angle before decoupling
  • the controller is configured to control the power element to provide the driving force according to the steering angle detected by the angle detection element.
  • the power element is a motor
  • the transmission mechanism includes a first gear connected to the output shaft of the motor for synchronous rotation and a second gear connected to the first end shaft for synchronous rotation, the The first gear meshes with the second gear, and the outer diameter of the first gear is smaller than the outer diameter of the second gear.
  • the second gear is coaxially fixed on the first end shaft; the outer side wall of the first end shaft is provided with abutment capable of abutting against the axial end faces of the second gear.
  • Limiting structure a protrusion is formed on the outer side wall of the first end shaft, a notch is formed on the edge of the inner ring of the second gear corresponding to the protrusion, and the protrusion is accommodated in the notch.
  • the steering system is further provided with a limit mechanism for limiting the rotation angle range of the first end shaft in a decoupled state.
  • the first end shaft has a hollow structure
  • a part of the axial direction of the second end shaft extends into the hollow structure
  • the limiting mechanism includes a shaft located at the second end shaft in the hollow structure.
  • a limit nut threaded at one end in the hollow structure, and an outer spline is formed on the outer peripheral surface of the limit nut to be splined with the inner peripheral surface of the hollow structure; and the inner peripheral surface of the hollow structure and /Or the outer peripheral surface of the second end shaft is further provided with a limiting portion for limiting the displacement of the axial two sides of the limiting nut.
  • the second end shaft includes a steering sleeve and a steering shaft that are coaxially arranged, and the steering shaft extends into the steering sleeve and is connected with the steering sleeve so as to be able to rotate synchronously;
  • the sleeve is located in the hollow structure and the outer circumferential surface of the steering sleeve is machined with external threads for threaded connection with the limit nut and for spline coupling with the sliding block to couple the first end shaft And the external spline of the second end shaft.
  • the steering sleeve is supported in the first end shaft by a sleeve bearing; the outer peripheral surface of the steering sleeve is formed to abut against both end surfaces of the inner ring of the sleeve bearing In the limiting structure, the outer ring of the sleeve bearing is fixedly connected to the first end shaft.
  • the first end shaft is a steering wheel end shaft
  • the second end shaft is a steering gear end shaft
  • the third aspect of the present application provides an automobile, which includes the steering system according to the second aspect of the present application.
  • the first end shaft and the second end shaft are arranged coaxially and radially spaced apart.
  • the clutch mechanism includes a slider and a driving part, and the slider is accommodated between the first end shaft and the second end shaft.
  • the first end shaft and the second end shaft can be moved along the axial direction of the first end shaft and the second end shaft under the drive of the driving part, so as to realize the first end shaft and the second end shaft. Decoupling or coupling between shafts.
  • the clutch mechanism can be applied to the steering system of an automobile. At this time, the first end shaft can be used as the steering wheel end shaft, and the second end shaft can be used as the steering gear end shaft.
  • the car When the first end shaft and the second end shaft are coupled, The car enters the normal driving mode, and the user operates the steering wheel to drive the wheels to turn. When the first end axle and the second end axle are decoupled, the car enters the game mode. When the user rotates the steering wheel, it will not drive the wheels to turn. This can avoid tire wear caused by repeated static friction between the wheels and the ground after the car enters the game mode, which is beneficial to the realization of the car game scenario scheme.
  • Figure 1 is a schematic diagram of the structure of an existing automobile steering system
  • Fig. 2 is a structural schematic diagram of an existing automobile steering system with a partial cross-sectional structure
  • FIG. 3 is a schematic structural diagram of an automobile steering system equipped with a clutch mechanism provided by an embodiment of the present application
  • Fig. 5 is a longitudinal sectional view of a steering system provided by an embodiment of the present application.
  • Figure 6 is another longitudinal cross-sectional view of the steering system provided by the embodiment of the present application.
  • Fig. 7 is a structural block diagram of a car provided by an embodiment of the application.
  • the automobile steering system is used to realize the transmission connection between the steering wheel and the wheels.
  • the automobile steering system can drive the wheels to deflect, thereby realizing the control of the driving direction of the automobile.
  • FIGS 1 to 2 are schematic diagrams of the structure of an automobile steering system in the prior art.
  • the automobile steering system includes a steering wheel end shaft A and a steering gear end shaft B.
  • the steering wheel end shaft A refers to the rotating shaft connected to the steering wheel
  • the steering gear end shaft B refers to the rotating shaft connected to the wheels.
  • the steering wheel end shaft A and the steering gear end shaft B are fixedly connected, and the two do not have a decoupling function.
  • game mode when the user operates the steering wheel to turn, it will drive the wheels to deflect, causing serious tire wear.
  • the first aspect of the embodiments of the present application provides a clutch mechanism 100, the clutch mechanism 100 is installed between the steering wheel end shaft 1 and the steering gear end shaft for decoupling or Couple the steering wheel end shaft 1 and the steering gear end shaft.
  • the existing structures of the steering wheel end shaft A and the steering gear end shaft B need to be improved.
  • the steering wheel end shaft 1 and the steering gear end shaft are coaxially arranged and radially spaced apart, and the clutch mechanism 100 includes a slider 14 and a driving part. The slider 14 is accommodated in the steering wheel end shaft.
  • the steering wheel end shaft 1 and the steering gear end shaft is configured to be able to move along the steering wheel end shaft 1 and the steering gear end shaft under the drive of the driving part, thereby achieving Decoupling or coupling between the steering wheel end shaft 1 and the steering gear end shaft.
  • the car When the steering wheel end shaft 1 and the steering gear end shaft are coupled, the car enters the normal driving mode, and the user operates the steering wheel to drive the wheels to turn.
  • the steering wheel end shaft 1 and the steering gear end shaft are decoupled, the car enters the game mode, and when the user operates the steering wheel to turn, it will not drive the wheels to turn. This can avoid tire wear caused by repeated static friction between the wheels and the ground after the car enters the game mode, which is beneficial to the realization of the car game scenario scheme.
  • the clutch mechanism provided in the embodiments of the present application can also be applied to other occasions that require decoupling or coupling, and is not limited to the steering system of an automobile, that is, the clutch mechanism can be used for decoupling or coupling any decoupling. Or coupling the first end shaft and the second end shaft.
  • the following embodiments of the present application take the first end shaft as the steering wheel end shaft and the second end shaft as the steering gear end shaft as an example to describe the specific structure and working principle of the clutch mechanism and the steering system.
  • one of the steering wheel end shaft 1 and the steering gear end shaft has a hollow structure, and a part of the axial direction of the other extends into the hollow structure, and the outer peripheral surface of this part and the hollow structure
  • the inner peripheral surface is radially spaced apart to accommodate the slider 14; an axial portion of the other has a first axial section 54 and a second axial section 55, the outer circumference of the first axial section 54
  • the size of the radial interval between the surface and the inner circumferential surface of the hollow structure is different from the size of the radial interval between the outer circumferential surface of the second axial section 55 and the inner circumferential surface of the hollow structure.
  • the radial distance between the outer circumferential surface of the first axial section 54 and the inner circumferential surface of the hollow structure is smaller than the outer circumferential surface of the second axial section 55 and the inner circumferential surface of the hollow structure.
  • the sliding block 14 can be combined with the hollow structure, the first axial section 54 or the second axial section 55 in various ways. For example, a combination of grooves and protrusions, or a combination of spline connections, etc. In an optional embodiment, the sliding block 14 is splined with the hollow structure, the first axial section 54 or the second axial section 55.
  • the radial direction between the hollow structure and the first axial section 54 is smaller than the radial interval between the hollow structure and the second axial section 55.
  • the outer side wall of the slider 14 is splined with the inner peripheral surface of the hollow structure .
  • the inner side wall of the slider 14 is splined with the outer peripheral surface of the first axial section 54, and the steering wheel end shaft 1 and the steering gear end shaft are in a coupled state.
  • the inner side wall of the slider 14 and the outer circumferential surface of the second axial section 55 Spaced apart radially, in a separated state, and the outer side wall of the slider 14 is splined with the inner peripheral surface of the hollow structure.
  • the steering wheel end shaft 1 and the steering gear end shaft are in a decoupled state, and the rotation of the steering wheel Torque will not be transmitted to the steering gear end shaft. That is, the outer side wall of the slider 14 and the inner peripheral surface of the hollow structure are in a splined constant connection state, and the inner side wall of the slider 14 is only connected to the first axial section 54 in the coupled state. Spline connection on the outer peripheral surface.
  • splines are formed on the outer and inner side walls of the slider 14, and splines are also formed on the inner peripheral surface of the hollow structure and the outer peripheral surface of the first axial section 54 .
  • the inner side wall of the slider 14 refers to the side wall of the slider 14 facing the end shaft of the diverter, and the outer side wall of the slider refers to the direction of the slider 14 The side wall on one side of the hollow structure.
  • the hollow structure is a hollow cylinder, and the first axial section 54 and the second axial section 55 are both cylindrical shafts.
  • the sliding block 14 may be a sleeve, and the sleeve is arranged coaxially with the steering wheel end shaft 1 and the steering gear end shaft. That is, the sleeve is sleeved on the outer side of the first axial section 54 and the second axial section 55, and splines are formed on both the inner and outer circumferential surfaces of the sleeve.
  • the outer peripheral surface of the first axial section 54 corresponds to the splines on the inner peripheral surface of the sleeve formed with external splines, and the inner peripheral surface of the hollow cylinder corresponds to the splines on the outer peripheral surface of the sleeve. There are internal splines. In this way, when the sleeve axially translates, the coupling or decoupling between the steering wheel end shaft 1 and the steering gear end shaft can be realized by spline coupling or separation with the first axial section 54.
  • the driving component is connected to the sliding block 14 for driving the sliding block 14 to move axially; optionally, the driving component is installed on the outside of the hollow structure.
  • the driving component is installed on the outside of the hollow structure.
  • an opening is formed on the outer side wall of the hollow structure.
  • a mounting member extending from the opening to the outside of the hollow structure is formed on the slider 14 for connecting with the driving component.
  • the slider 14 When the steering wheel end shaft 1 and the steering gear end shaft are coupled, the slider 14 will rotate synchronously with the steering wheel end shaft 1.
  • the driving part As an electric driving part as an example, the driving part needs to be electrically connected to the control device. If the driving part also rotates with the slider, in order to avoid the wire connected to the driving part from being broken, it is usually necessary to install a clock spring, which increases the clutch mechanism The difficulty of installation also increases the cost of the clutch mechanism.
  • the "clock spring” is also called a rotary connector, an airbag hairspring, and a spiral cable. It is a spiral-shaped wire harness. It is constructed as a wire harness with a certain length and is wound. When it rotates with the steering wheel end shaft 1, the wire harness can be loosened in the opposite direction or wound tighter in a timely manner, and the steering wheel end shaft 1 is left or right to be killed. The wire harness will not be broken. Clock springs are commonly used wiring harnesses on vehicles, so I won’t repeat them here.
  • a bearing 12 is coaxially arranged on the outer side of the hollow structure, and the sliding block 14 is fixedly connected to the inner ring of the bearing 12, and the outer ring of the bearing 12 Connected to the drive unit.
  • the driving component can drive the bearing 12 to translate along the axial direction of the hollow structure to drive the slider 14 to translate along the axial direction of the hollow structure to realize the steering wheel end shaft 1 and the steering gear. Coupling or decoupling between end shafts.
  • the inner ring of the bearing 12 rotates with the slider 14, and the outer ring of the bearing 12 will not be affected.
  • the driving component Since the driving component is connected to the outer ring of the bearing 12, Therefore, the driving part is not affected by the rotation of the slider 14. That is, due to the arrangement of the bearing 12, the axial rotation of the slider 14 will not be transmitted to the driving component, thereby preventing the slider 14 from driving the driving component to rotate. As a result, the driving component can be installed on other relatively stationary components in the automobile, so that there is no need to provide a clock spring (also called a spiral cable) to connect the driving component, and the installation difficulty, design difficulty and cost of the clutch mechanism 100 are reduced.
  • a clock spring also called a spiral cable
  • a mounting member is formed on the outer side wall of the slider 14, and the mounting member protrudes from the opening on the side wall of the hollow structure to the Outside the hollow structure, and the mounting member is provided with a limiting structure that abuts against the two end surfaces of the inner ring of the bearing 12 respectively.
  • the side of the mounting member facing the inner ring of the bearing is formed with a limiting surface that abuts against the lower end surface of the inner ring of the bearing.
  • the mounting member faces the inner ring of the bearing.
  • a groove is also formed on one side of the ring, a limit ring 11 is inserted into the groove, and the limit ring 11 abuts against the upper end surface of the inner ring of the bearing 12, thereby fixing the inner ring of the bearing 12 On the sliding block 14, and avoiding the axial displacement of the bearing 12 relative to the sliding block 14.
  • the bearing 12 is connected to the driving part.
  • the bearing 12 is installed in the bearing mounting ring 13 and connected to the driving part through the bearing mounting ring 13.
  • a connecting portion protruding radially outward is formed on the outer peripheral surface of the bearing mounting ring 13
  • a through hole may be opened on the connecting portion
  • the driving component is formed with a coupling that matches the connecting portion corresponding to the connecting portion.
  • a mounting hole is formed on the coupling member, and the two can be fixed together by a connecting member such as a bolt passing through the through hole and the mounting hole.
  • the bearing 12 can be interference fitted in the bearing mounting ring 13.
  • a radial step may be formed on the inner circumferential surface of the bearing mounting ring 13, and the radial step abuts against the lower end surface of the outer ring of the bearing 12, thereby improving The mounting stability of the bearing 12 in the bearing mounting ring 13.
  • the driving part may be a manual driving part or an electric driving part.
  • the driving part is an electric driving part.
  • the electric drive component includes a power element for providing driving force; a lead screw 33, which is connected to the output shaft of the power element for synchronous rotation; and a screw transmission mechanism 34, which is threaded
  • the lead screw 33 is connected to the sliding block 14 for converting the rotation of the screw 33 into the translation of the sliding block 14.
  • the power element may be a motor 31, and the lead screw 33 may be coaxially fixed with the output shaft of the motor 31.
  • a mounting groove is formed at one end of the lead screw 33 close to the output shaft of the motor, and the output shaft of the motor 31 is inserted and fixed in the mounting groove.
  • the screw transmission mechanism 34 may be a screw nut, which is threadedly mounted on the screw 33 and fixedly connected with the slider 14.
  • the screw nut may be fixedly connected to the connecting portion on the bearing mounting ring 13.
  • the axial direction of the lead screw 33 is parallel to the axial direction of the steering wheel end shaft 1 and the steering gear end shaft.
  • the motor 31 is connected to the controller of the car.
  • the controller of the car is used to receive signals from the electrical components of the car, and can send control to the electrical components. Command to make the electrical component take corresponding actions.
  • the controller can receive the decoupling or coupling signal, and control the rotation of the motor 31 according to the decoupling or coupling signal.
  • the motor 31 rotates, the screw 33 rotates accordingly, and the screw nut 34 is driven along the screw 33.
  • the screw nut 34 translates axially, the sliding block 14 is driven to translate axially, thereby decoupling or coupling the steering wheel end shaft 1 and the steering gear end shaft.
  • the clutch mechanism further includes a clutch mechanism housing 41, and the hollow structure is axially rotatably mounted in the clutch mechanism housing 41, so The driving component is installed outside the outer casing 41 of the clutch mechanism.
  • the outer casing of the clutch mechanism may have a hollow cylindrical structure, and the outer casing 41 of the clutch mechanism is provided with connecting parts protruding radially outward on both sides in the axial direction.
  • the outer casing of the power element of the power element It is fixedly mounted on the connecting portion on one axial side of the hollow cylindrical structure, and the screw 33 is axially rotatably mounted on the connecting portion on the other axial side of the hollow cylindrical structure.
  • a first mounting block is provided on the outer periphery of the upper end of the outer casing of the clutch mechanism, and a second mounting block is provided on the outer side of the lower end of the outer casing of the clutch mechanism.
  • the first mounting block The block and the second mounting block may have different structures and are opposed to each other in the vertical direction.
  • the first mounting block is provided with a first through hole, and the power component such as the power component outer shell of the motor 31 is fixed on the first mounting block through an intermediate adapter bracket 32.
  • the intermediate adapter bracket 32 may be roughly rectangular parallelepiped, with a larger mounting hole opened in its middle part along the thickness direction.
  • the output shaft of the motor 31 passes through the mounting hole and is connected to the upper end of the screw 33 Fixed connection, a plurality of smaller size positioning holes are also opened around the mounting holes, through the positioning holes through connecting pieces such as screws, and threadedly connected with the power component housing of the motor 31, thereby connecting the power component housing of the motor 31
  • the body is fixedly connected with the intermediate adapter bracket 32.
  • a second through hole is formed on the side wall of the intermediate adapter bracket 32 corresponding to the first through hole on the first mounting block, and the intermediate adapter bracket can be connected by a connecting piece such as a bolt through the first through hole and the second through hole. 32 is fixedly connected to the first mounting block.
  • a through hole is formed on the second mounting block, a rotating bearing 43 is fixed in the through hole, and the lower end of the lead screw 33 is penetrated and fixed in the rotating bearing 43. Therefore, when the output shaft of the motor 31 rotates, the lead screw 33 can rotate synchronously with the output shaft, and does not drive the outer clutch mechanism 41 to rotate.
  • the clutch mechanism housing 41 is fixed on other stationary components in the automobile, such as the steering column mounting housing 200.
  • an adapter 42 is also formed on the clutch mechanism housing.
  • the outer casing 41 of the clutch mechanism can be connected with other stationary components through the adapter 42.
  • the outer clutch mechanism 41 is stationary relative to the car.
  • the steering wheel end shaft 1 and the steering gear end shaft may be in a rotating state. Therefore, the hollow structure needs to be axially rotatably installed in the clutch mechanism housing 41.
  • the upper and lower sides of the part of the hollow structure extending into the clutch mechanism housing 41 are respectively provided with bearings; the hollow structure is fixedly connected to the inner ring of the bearing, and the outer ring of the bearing is connected to the clutch mechanism housing.
  • the body is fixedly connected.
  • the lower part of the hollow structure is formed with a plurality of arc-shaped plates spaced apart from each other in the circumferential direction, and a part of the axial direction of the other one extends into the surrounding of the plurality of arc-shaped plates. Into a circular space.
  • the hollow structure is the steering wheel end shaft 1 and the other is the steering gear end shaft as an example.
  • the slider 14 is accommodated between the inner side wall of the arc-shaped plate and the outer peripheral surface of the steering gear end shaft, and the mounting member on the slider 14 extends from the interval between two adjacent arc-shaped plates. Out to the outside of the hollow structure to be connected with the driving part outside the hollow structure.
  • An inner spline for spline coupling the slider is formed on the inner side wall of the arc-shaped plate.
  • the radial dimension of the lower part of the part of the steering gear end shaft located in the hollow structure is greater than the radial dimension of the upper part thereof, and an external spline for spline coupling the slider is formed on the outer peripheral surface of the lower part.
  • the bottom ends of the plurality of arc-shaped plates are inserted into and fixed on the base 61, and a first bearing 62 is coaxially installed in the radial interval between the base 61 and the outer shell 41 of the clutch mechanism, and the hollow structure A second bearing 4 is coaxially installed in the radial interval between the upper part of the clutch and the outer casing 41 of the clutch mechanism.
  • the base 61 may be, for example, a cylindrical structure, and an arc-shaped hole is formed on the upper end plate of the cylindrical structure corresponding to the arc-shaped plate. The arc-shaped plate can be inserted into the base 61 from the arc-shaped hole.
  • a through hole is also opened at the lower end of the arc-shaped plate, and a mounting hole corresponding to the through hole is opened on the side wall of the cylindrical structure.
  • the first bearing 62 is mounted on the outer peripheral surface of the base 61.
  • the first bearing 62 may be interference-fitted to the outer peripheral surface of the base 61, for example.
  • the outer peripheral surface of the base 61 is formed with a first limiting structure capable of abutting against both end surfaces of the inner ring of the first bearing 62, respectively.
  • the first limiting structure includes a first limiting surface formed on the outer peripheral surface of the base 61, and the first limiting surface is used to interact with the first bearing 62 The upper end faces of the inner ring abut against each other. Further, the first limiting structure further includes a first limiting ring 63 installed on the outer side wall of the base 61, and the first limiting ring 63 abuts against the lower end surface of the inner ring of the first bearing 62.
  • a groove is formed along the circumferential direction on the outer peripheral surface of the base 61, and the first stop ring 63 can be installed in the groove.
  • the outer peripheral surface of the upper part of the hollow structure is formed to be able to abut against both end faces of the inner ring of the second bearing 4, respectively.
  • the second limit structure includes a second limiting surface formed on the outer circumferential surface of the hollow structure, and the second limiting surface is used to abut the upper end surface of the inner ring of the second bearing 4.
  • the second limiting structure further includes a second limiting ring 5 mounted on the outer side wall of the hollow structure, and the second limiting ring 5 abuts against the lower end surface of the inner ring of the second bearing 4.
  • a groove is formed along the circumferential direction on the outer peripheral surface of the hollow structure, and the second limit ring 5 can be installed in the groove.
  • the outer rings of the first bearing 62 and the second bearing 4 are both fixedly connected to the outer casing 41 of the clutch mechanism.
  • the second aspect of the embodiments of the present application provides a steering system.
  • the steering system includes a steering wheel end shaft 1, a steering gear end shaft, and a steering wheel end shaft for decoupling or coupling.
  • the clutch mechanism 100 of the shaft 1 and the steering gear end shaft, the clutch mechanism 100 is the clutch mechanism according to the first aspect of the embodiment of the present application.
  • the car After decoupling the steering wheel end shaft 1 and the steering gear end shaft through the above-mentioned clutch mechanism, the car enters the game mode. In the game mode, the user will not receive any resistance when operating the steering wheel, which will affect the operating feel of the steering wheel and reduce the user's entertainment experience.
  • the embodiment of the present application further improves the steering system.
  • the steering system further includes a torque feedback mechanism for applying a reverse feedback torque to the steering wheel end shaft 1 according to the torsion torque of the steering wheel end shaft 1 in the decoupled state to hinder The steering wheel end shaft 1 rotates to enhance the operating feel of the steering wheel.
  • the torque feedback mechanism applies the reverse feedback torque to the steering wheel according to the torsion torque, so that when the user manipulates the steering wheel to turn, a certain resistance is applied to the steering wheel, so that the user will have a certain "heaviness" when operating the steering wheel in game mode. It feels like real driving on the actual road, thus improving the user’s operating experience when using the car for gaming and entertainment.
  • the corresponding relationship between the feedback torque and the detected torsion torque is established through experiments and stored in the controller in advance.
  • the controller controls the magnitude of the feedback torque output by the torque feedback mechanism according to the detected torsion torque, which can give the user the best game. Experience.
  • the torque feedback mechanism can be various.
  • the torque feedback mechanism includes: a torque detection element for detecting the torsion torque of the steering wheel end shaft 1 in a decoupled state; a power element for providing driving force; a transmission mechanism for To transmit the driving force to the steering wheel end shaft 1 to apply a reverse feedback torque to the steering wheel end shaft 1; a controller for controlling the power element to provide the power element according to the torsion torque detected by the torque detection element The driving force.
  • the torque detection element may be, for example, a torque sensor
  • the power element may be, for example, the motor 23
  • the controller may be, for example, a single-chip microcomputer or a programmable logic controller. The size controls the input current of the motor so as to change the driving force output by the motor 23.
  • the above-mentioned motor 23 applies a reverse feedback torque to the steering wheel end shaft 1 by working in the motor mode.
  • the user operates the steering wheel to rotate, it drives the steering wheel end shaft 1 to rotate, and drives the rotor connected to the motor 23 to drive the rotor of the motor 23 to rotate, so that the motor 23 is in a generator mode.
  • the driving force is transmitted to the steering wheel end shaft 1 by a transmission mechanism, and the transmission mechanism may be, for example, a conveyor belt.
  • the transmission mechanism may be, for example, a conveyor belt.
  • a first roller can be installed on the output shaft of the motor, and a second roller can be installed on the steering wheel end shaft 1.
  • the first roller and the second roller are connected by a conveyor belt mounted on both.
  • the transmission mechanism includes a first gear 21 connected to the output shaft of the motor for synchronous rotation, and a second gear 2 connected to the steering wheel end shaft 1 for synchronous rotation.
  • the first gear 21 and the second gear Gear 2 meshes.
  • the first gear 21 can be coaxially fixed on the output shaft of the motor 23, and the second gear 2 can be coaxially fixed on the steering wheel end shaft 1.
  • the output shaft of the motor 23 is parallel to the steering wheel end shaft 1.
  • the force can be transmitted to the steering wheel end shaft 1 through the first gear 21 and the second gear 2 so as to apply a feedback torque to the steering wheel end shaft 1.
  • the diameter of the first gear 21 is smaller than the diameter of the second gear 2.
  • the transmission mechanism of this structure can reduce the speed and increase the torque, that is, the transmission mechanism reduces the speed output and increases the torque output. Therefore, the motor 23 with a smaller size can be selected to feed back a larger torque, which is beneficial to reduce the torque. Small torque feedback mechanism takes up space and volume.
  • the second gear 2 is coaxially fixed with the steering wheel end shaft 1 in the following manner.
  • the second gear 2 is an annular gear ring, which is sleeved on the outer side of the steering wheel end shaft 1, and the outer side wall of the steering wheel end shaft 1 is provided with the second gear 2
  • the limit structure in which the end faces of the two axial ends abut against each other.
  • the limiting structure includes a limiting surface formed on the outer peripheral surface of the steering wheel end shaft 1, and the limiting surface abuts against the upper end surface of the second gear 2 to avoid the first
  • the second gear 2 produces an axial upward displacement relative to the steering wheel end shaft 1
  • the limit structure also includes a limit ring 3 coaxially installed on the outer side wall of the steering wheel end shaft 1, and the limit ring 3 is connected to the second gear
  • the lower end faces of 2 abut against each other to avoid axial downward displacement of the second gear 2 relative to the steering wheel end shaft 1.
  • a groove is formed along the circumferential direction on the outer side wall of the steering wheel end shaft 1, and the stop ring 3 is inserted and fastened in the groove.
  • the second gear 2 is connected to the steering wheel end shaft 1 for synchronous rotation.
  • a protrusion is formed on the outer side wall of the steering wheel end shaft 1, and the inner ring edge of the second gear 2 corresponds to
  • the protrusion is formed with a recess, and the protrusion is received in the recess.
  • the steering wheel end shaft 1 and the steering gear end shaft need to be coupled to make the car enter the normal driving mode.
  • the aforementioned clutch mechanism is used to couple the steering wheel end shaft 1 and the steering gear end shaft, it is necessary that the steering wheel end shaft 1 and the steering gear end shaft are aligned with each other.
  • the convex portion of the inner spline of the sleeve 14 and the recessed portion of the outer spline of the steering gear end shaft are opposed to each other, the movement of the sleeve 14 can couple the steering wheel end shaft 1 and the steering gear end shaft. Otherwise, the sleeve 14 will not be able to realize the coupling between the steering wheel end shaft 1 and the steering gear end shaft.
  • the steering wheel end shaft 1 and the steering gear end shaft are decoupled, since the user manipulates the steering wheel to turn during the game, the steering wheel may no longer be at the steering angle before the decoupling after the game is over. The deflection of the steering wheel will cause the steering wheel end shaft 1 to deflect. When the steering wheel end shaft 1 and the steering gear end shaft are no longer aligned, the steering wheel end shaft 1 and the steering gear end shaft will not be able to re-couple after the game, which will affect the normal operation of the car. use.
  • the steering system further includes a reset mechanism, which is used to drive the steering wheel end shaft 1 to reset after the game mode ends so that the clutch mechanism can be coupled to all positions.
  • the steering wheel end shaft 1 and the steering gear end shaft are used to drive the steering wheel end shaft 1 to reset after the game mode ends so that the clutch mechanism can be coupled to all positions.
  • the steering wheel end shaft 1 and the steering gear end shaft are used to drive the steering wheel end shaft 1 to reset after the game mode ends so that the clutch mechanism can be coupled to all positions.
  • the steering wheel end shaft 1 and the steering gear end shaft is used to drive the steering wheel end shaft 1 to reset after the game mode ends so that the clutch mechanism can be coupled to all positions.
  • the steering wheel end shaft 1 and the steering gear end shaft are used to drive the steering wheel end shaft 1 to reset after the game mode ends so that the clutch mechanism can be coupled to all positions.
  • the steering wheel end shaft 1 and the steering gear end shaft are used to drive the steering wheel end shaft 1 to reset after the game mode ends so that the clutch mechanism can be coupled to all positions
  • the reset mechanism includes an angle detection element for detecting the steering angle of the steering wheel end shaft 1 before the end of the game mode and the steering angle after the end of the game mode; a power element for providing driving force; a transmission mechanism, Used to transmit the driving force to the steering wheel end shaft 1 to drive the steering wheel end shaft 1 to reset to the steering angle before decoupling; the controller is used to control the steering angle according to the steering angle detected by the angle detection element
  • the power element provides the driving force.
  • the angle detection element may be an angle sensor, and the angle sensor may be integrated with the torque sensor mentioned above. That is, the torsion moment of the steering wheel end shaft 1 and the steering angle of the steering wheel end shaft 1 can be respectively detected by the torque angle sensor. As a result, the overall volume of the torque feedback mechanism is reduced, which facilitates system installation.
  • the torque angle sensor can be installed on the steering wheel end shaft 1 or integrated in the motor 23, and indirectly detects the torsion torque and rotation angle of the steering wheel end shaft 1 by detecting the torsion torque and rotation angle of the output shaft of the motor 23.
  • the controller precisely controls the output speed and the number of rotations of the motor 23 to reset the steering wheel end shaft 1 to the initial angle before decoupling after the game is over.
  • the output speed and the number of rotations of the motor 23 corresponding when the steering wheel shaft 1 is reset to the initial angle before decoupling can be obtained, and the controller controls the power element to provide the corresponding driving force At this time, the driving force is calculated based on the output speed of the motor 23 and the number of rotations.
  • the hardware structure of the reset mechanism can be the same as the hardware structure of the torque feedback mechanism described above. The difference is that the size of the output driving force is different.
  • the driving force output by the torque feedback mechanism is generally relatively small, which is only used to enhance the user's operating experience.
  • the driving force output by the reset mechanism is generally relatively large, and its purpose is to drive the end shaft 1 of the steering wheel to rotate and reset after the game is over.
  • the power element in the reset mechanism or the torque feedback mechanism can be fixed on the outer shell of the clutch mechanism.
  • the power element of the reset mechanism or the torque feedback mechanism is fixed on the first mounting block of the outer casing of the clutch mechanism.
  • a mounting hole is formed on the first mounting block corresponding to the power element of the reset mechanism or the torque feedback mechanism.
  • the power element is generally a motor 23, and the outer casing of the power element of the motor 23 is mounted on the first mounting block through an intermediate adapter bracket 22.
  • the intermediate adapter bracket 22 has a plate-like structure, and the plate-like structure is provided with a large-sized through hole, and the output shaft of the motor 23 passes through the through hole. A plurality of small positioning holes are opened around the through holes.
  • the end of the outer casing of the power element of the motor 23 is formed with a plurality of mounting holes corresponding to the positioning holes.
  • the outer casing of the power element of the motor 23 is fixed on the intermediate adapter bracket 22.
  • the intermediate adapter bracket 22 is also formed with a plurality of small holes corresponding to the mounting holes on the first mounting block, and the intermediate adapter bracket 22 is fixed to the first mounting block by a connecting piece such as a bolt that penetrates the small holes and the mounting holes on.
  • the steering wheel After decoupling the steering wheel end shaft 1 and the steering gear end shaft through the clutch mechanism 100, the steering wheel cannot be turned in the same direction without limitation, otherwise this will not correspond to the actual situation, the driving experience will be poor, and more importantly, the steering may be turned
  • the clock spring in the dial breaks, causing many electronic buttons on the steering wheel to fail. Therefore, after decoupling, the position is generally limited.
  • the steering system is further provided with a limit mechanism for limiting the rotation angle range of the steering wheel end shaft 1 in a decoupled state.
  • the steering wheel end shaft 1 has a hollow structure, a part of the steering gear end shaft in the axial direction extends into the hollow structure, and the limiting mechanism includes an end shaft that is connected to the steering gear end shaft in the hollow structure.
  • the limit nut 6 is threadedly connected at one end 56 of the structure, and an outer spline is formed on the outer circumferential surface of the limit nut 6 to be splined with the inner circumferential surface of the hollow structure; the inner circumferential surface of the hollow structure
  • the upper and/or the outer peripheral surface of the end shaft of the steering gear is also provided with a limiting portion for limiting the displacement of the axial two sides of the limiting nut.
  • the inner peripheral surface of the limit nut 6 is processed with, for example, an internal trapezoidal thread
  • the outer peripheral surface of the upper end of the steering gear end shaft is processed with an external trapezoidal thread
  • the internal trapezoidal thread and the external trapezoidal thread are mated and connected.
  • Rectangular external splines are machined on the outer peripheral surface of the limit nut 6, and rectangular internal splines are correspondingly machined on the inner peripheral surface of the steering wheel end shaft 1.
  • the rectangular external splines and the rectangular internal splines are matched and connected; the limit limit nut 6
  • the limit parts of the displacement on both sides of the axial direction may be, for example, limit posts.
  • the limit nut 6 turns the rotary motion into a linear motion, which is either up or down along the axis.
  • the top dead center can be determined by the corresponding structure of the steering wheel end shaft 1
  • the bottom dead point can be determined by the corresponding structure of the steering gear end shaft. Because the steering wheel end shaft 1 and the steering gear end shaft will not move axially Therefore, the position of the upper and lower dead points is accurate and reliable, and the lead of the internal trapezoidal transmission thread is adjusted according to the stroke of the limit nut 6, so as to precisely control the limit angle of the steering wheel rotation.
  • top dead center and the bottom dead center can also be formed on any one of the steering wheel end shaft 1 and the steering gear end shaft; or the top dead point is formed on the steering gear end shaft, and the bottom dead center is formed on the steering wheel. End shaft 1.
  • the top dead center and bottom dead center here are the positions of the aforementioned limit posts.
  • the limit nut 6 When the limit nut 6 is actually installed, it is generally necessary to position the limit nut 6 in the steering wheel end shaft 1 first, and then insert and thread the steering gear end shaft into the limit nut 6. In order to facilitate the positioning of the limit nut 6 when installing the limit nut 6, a through hole is opened on the side wall of the nut 6. When installing, the limit nut 6 is positioned on the steering wheel end shaft 1 through the through hole with the shaft pin 7 Thread the end shaft of the steering gear into the limit nut 6, and then remove the shaft pin.
  • the steering gear end shaft in order to reduce the difficulty of installation and manufacturing of the steering gear end shaft, includes a steering sleeve 53 and a steering shaft 70 that are coaxially arranged; the steering shaft 70 extends It is inserted into the steering sleeve 53 and is splined and connected with the steering sleeve 53.
  • the steering sleeve 53 is located inside the steering wheel end shaft 1.
  • the outer peripheral surface of the lower part is machined with external splines that can be splined with the slider 14, and the outer peripheral surface of the upper end is machined with external threads that can be threaded with the limit nut, and the inner peripheral surface is machined with the steering shaft. Internal spline of spline connection.
  • the upper end of the steering sleeve 53 is supported in the steering wheel end shaft 1 through a sleeve bearing 52.
  • the inner peripheral surface of the steering wheel end shaft 1 is tightly matched with the outer ring of the sleeve bearing 52, and the inner ring of the sleeve bearing 52 is tightly matched with the outer peripheral surface of the steering sleeve 53, so that the steering gear end shaft can be stabilized.
  • the ground is installed in the steering wheel end shaft 1.
  • the outer peripheral surface of the steering sleeve 53 is formed with limits that can abut against the upper and lower end surfaces of the inner ring of the sleeve bearing 52.
  • the limiting structure includes a limiting surface formed on the outer circumferential surface of the steering sleeve 53 and capable of contacting the lower end surface of the bearing, and a limiting ring 51 installed on the outer circumferential surface of the steering sleeve 53. The position ring 51 abuts against the upper end surface of the sleeve bearing 52.
  • a groove for installing the limit ring 51 can be machined on the outer circumferential surface of the steering sleeve 53.
  • the third aspect of the embodiments of the present application provides a car including the steering system according to the second aspect of the embodiments of the present application.

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Abstract

一种离合机构（100）、一种转向系统以及一种汽车，离合机构（100）包括滑块（14），该滑块（14）能够容纳在同轴布置且径向间隔开的第一端轴（1）和第二端轴之间的径向间隔内，且配置为能够沿着第一端轴（1）和第二端轴的轴向平移以解耦或耦合第一端轴（1）和第二端轴；驱动部件，用于驱动滑块（14）沿着第一端轴（1）和第二端轴的轴向平移。

Description

离合机构、转向系统和汽车
相关申请的交叉引用
本申请要求申请日为2019年10月25日、申请号为201911023715.8、专利申请名称为“离合机构、转向系统和汽车”的优先权。
技术领域
本申请涉及汽车领域，具体地涉及一种离合机构、一种转向系统以及一种汽车。
背景技术
随着科学技术进步，人们对汽车游戏娱乐功能的需求不断增加。飞车类游戏例如极品飞车、QQ飞车等可以让人体验到疯狂的驾驶乐趣，广受汽车爱好者的追捧和喜爱。目前体验上述游戏功能一般是通过在PC端操作常规键盘或操作专业游戏方向盘来实现的。常规键盘无法真实模拟出开车操纵方向盘转向的手感，而专业游戏方向盘的设备体积较大，用户自购使用的性价比较低，若去相关娱乐场所操作专业游戏方向盘则会带来场地限制，无法随时随地满足用户的使用需求。
而通过汽车本身的方向盘，坐在车内座椅上，直接体验上述游戏是一个很不错的方案。本申请的发明人在实践中发现，目前市场上所有汽车的转向系统，方向盘和转向器端轴都长期处于啮合状态。即便方向盘通过上下或前后四向调节，其传递力矩的结构(如花键等)始终未脱开，这就导致转动方向盘的同时，必然会带动轮胎跟着做轴向运动，而轮胎与地面间反复的静态摩擦，对轮胎本身的磨损会异常严重，不能被消费者接受。
公开内容
本申请的目的之一是为了克服现有技术存在的上述问题，提供一种离合机构，该离合机构能够实现转向系统的解耦或耦合，从而有利于汽车游戏场景方案的实现。
为了实现上述目的，本申请第一方面提供一种离合机构，所述离合机构包括：
滑块，该滑块能够容纳在同轴布置且径向间隔开的第一端轴和第二端轴之间的径向间隔内，且配置为能够沿着所述第一端轴和所述第二端轴的轴向平移以解耦或耦合所述第一端轴和所述第二端轴；
驱动部件，用于驱动所述滑块沿着所述第一端轴和所述第二端轴的轴向平移。
可选地，所述第一端轴为方向盘端轴，所述第二端轴为转向器端轴；和/或，所述第一 端轴和所述第二端轴中的一者为中空结构，另一者的轴向一部分伸入在所述中空结构内且该部分的外周面与所述中空结构的内周面径向间隔开以容纳所述滑块。
可选地，所述另一者的轴向一部分具有第一轴向段和第二轴向段，所述第一轴向段的外周面与所述中空结构的内周面之间的径向间隔尺寸小于所述第二轴向段的外周面与所述中空结构的内周面之间的径向间隔尺寸；在耦合位置处，所述滑块的外侧壁与所述中空结构的内周面结合，内侧壁与所述第一轴向段的外周面结合。
可选地，所述滑块与所述中空结构花键常结合，且在耦合位置处与所述第一轴向段花键结合。
可选地，所述滑块为套管，所述套管与所述第一端轴和所述第二端轴同轴布置。
可选地，所述驱动部件位于所述中空结构外，所述中空结构的侧壁上形成有开口以使所述驱动部件连接所述滑块。
可选地，所述中空结构的外侧同轴设置有轴承，所述滑块与所述轴承的内圈固定连接，所述轴承的外圈与驱动部件相连。
可选地，所述滑块的外侧壁上形成有安装件，该安装件从所述中空结构的侧壁上的开口伸出至所述中空结构外以与所述驱动部件相连，且该安装件上设置有分别与所述轴承的内圈的两端端面相抵接的限位结构。
可选地，所述轴承安装在轴承安装环内，所述轴承安装环的外周面上形成有用于连接所述驱动部件的连接部，所述轴承安装环的内周面上沿环周方向形成有用于与所述轴承的外圈的下端端面相抵接的径向台阶。
可选地，所述驱动部件为电动驱动部件；
所述电动驱动部件包括：
动力元件，用于提供驱动力；
丝杠，该丝杠与所述动力元件的输出轴连接为同步旋转；
螺旋传动机构，该螺旋传动机构螺纹连接所述丝杠，且与所述滑块连接，用于将所述丝杠的旋转转化为所述滑块的轴向平移；
所述离合机构还包括离合机构外壳体，所述中空结构轴向可旋转地安装在所述离合机构外壳体内，所述驱动部件安装所述离合机构外壳体外且固定在所述离合机构外壳体上。
可选地，所述中空结构的下部形成有在圆周方向上彼此间隔开的多个弧形板，所述另一者的轴向一部分伸入在所述多个弧形板所围成的圆形空间内，底座上形成有与所述弧形板的结构相对应的弧形孔，所述多个弧形板的底端自所述弧形孔插入至所述底座内，并固定在所述底座上，所述底座与所述离合机构外壳体之间的径向间隔内同轴安装有第一轴承，所述中空结构的上部与所述离合机构外壳体之间的径向间隔内同轴安装有第二轴承。
可选地，所述离合机构外壳体的轴向两侧相对位置设置有径向向外凸起的连接部，所述动力元件的动力元件外壳体固定安装在所述离合机构外壳体的轴向一侧的连接部上，所述丝杠轴向可旋转地安装在所述离合机构外壳体的轴向另一侧的连接部上；和/或，
所述离合机构外壳体上还设置有用于将所述离合机构外壳体固定在车身上的转接件。
基于本申请第一方面提供的离合机构，本申请第二方面提供一种转向系统，该转向系统包括第一端轴、第二端轴以及用于解耦或耦合所述第一端轴和所述第二端轴的离合机构，所述离合机构为根据本申请第一方面所述的离合机构。
可选地，所述转向系统还包括力矩反馈机构，所述力矩反馈机构用于根据所述第一端轴在解耦状态下的扭转力矩对所述第一端轴施加反向的反馈力矩以增强与所述第一端轴传动连接的方向盘的操作手感。
可选地，所述力矩反馈机构包括：
力矩检测元件，用于检测所述第一端轴在解耦状态下的扭转力矩；
动力元件，用于提供驱动力；
传动机构，用于将所述驱动力传递给所述第一端轴以对所述第一端轴施加反向的反馈力矩；
控制器，用于根据所述力矩检测元件检测的扭转力矩控制所述动力元件提供所述驱动力。
可选地，所述转向系统还包括复位机构，所述复位机构用于在解耦结束后，驱动所述第一端轴复位以使所述离合机构能够耦合所述第一端轴和所述第二端轴。
可选地，所述复位机构包括：
角度检测元件，用于检测所述第一端轴在解耦前的转向角度以及所述第一端轴在解耦结束后的转向角度；
动力元件，用于提供驱动力；
传动机构，用于将所述驱动力传递给所述第一端轴以驱动所述第一端轴复位至解耦前的转向角度；
控制器，用于根据所述角度检测元件检测的转向角度控制所述动力元件提供所述驱动力。
可选地，所述动力元件为电机，所述传动机构包括与所述电机的输出轴连接为同步旋转的第一齿轮以及与所述第一端轴连接为同步旋转的第二齿轮，所述第一齿轮和所述第二齿轮啮合，且所述第一齿轮的外径小于所述第二齿轮的外径。
可选地，所述第二齿轮同轴固定在所述第一端轴上；所述第一端轴的外侧壁上设置有能够分别与所述第二齿轮的轴向两端端面相抵靠的限位结构；所述第一端轴的外侧壁上形 成有凸起，所述第二齿轮的内圈边缘部位对应所述凸起形成有凹口，所述凸起容纳在所述凹口内。
可选地，所述转向系统还设置有用于在解耦状态下对所述第一端轴的转角范围进行限制的限位机构。
可选地，所述第一端轴为中空结构，所述第二端轴的轴向一部分伸入在所述中空结构内，所述限位机构包括与所述第二端轴的位于所述中空结构内的一端螺纹连接的限位螺母，所述限位螺母的外周面上形成有与所述中空结构的内周面花键配合的外花键；所述中空结构的内周面上和/或所述第二端轴的外周面上还设置有用于对所述限位螺母的轴向两侧的位移量进行限制的限位部。
可选地，所述第二端轴包括同轴设置的转向套管和转向轴，所述转向轴伸入至所述转向套管内且与所述转向套管连接为能够同步旋转；所述转向套管位于所述中空结构内且在所述转向套管的外周面上加工有用于螺纹连接所述限位螺母的外螺纹以及用于花键结合所述滑块以耦合所述第一端轴和所述第二端轴的外花键。
可选地，所述转向套管通过套管轴承支撑在所述第一端轴内；所述转向套管的外周面上形成有用于与所述套管轴承的内圈的两端端面相抵接的限位结构，所述套管轴承的的外圈与所述第一端轴固定连接。
可选地，所述第一端轴为方向盘端轴，所述第二端轴为转向器端轴。
基于本申请第二方面提供的转向系统，本申请第三方面提供一种汽车，该汽车包括根据本申请第二方面所述的转向系统。
本申请提供的技术方案具有如下有益效果：
本申请通过将第一端轴和第二端轴同轴布置且径向间隔开，离合机构包括滑块和驱动部件，滑块容纳在所述第一端轴和所述第二端轴之间的径向间隔内，并且配置为能够在驱动部件的驱动下沿着所述第一端轴和所述第二端轴的轴向移动，从而实现所述第一端轴和所述第二端轴之间的解耦或耦合。该离合机构可应用于汽车的转向系统中，此时第一端轴可用作方向盘端轴，第二端轴可用作转向器端轴，当第一端轴和第二端轴耦合时，汽车进入正常驾驶模式，用户操作方向盘将会带动车轮转向。当第一端轴和第二端轴解耦时，汽车进入游戏模式，用户操作方向盘转动时，不会带动车轮转向。由此可以避免汽车进入游戏模式后，车轮与地面间反复静态摩擦导致轮胎磨损，从而有利于汽车游戏场景方案的实现。
附图说明
图1是现有的汽车转向系统的结构示意图；
图2是具有部分剖视结构的现有的汽车转向系统的结构示意图；
图3是本申请实施例提供的安装有离合机构的汽车转向系统的结构示意图；
图4是本申请实施例提供的离合机构、方向盘端轴和转向器端轴的分解图；
图5是本申请实施例提供的转向系统的纵向剖面图；
图6是本申请实施例提供的转向系统的另一纵向剖面图；
图7为本申请实施例提供的汽车的结构框图。
附图标记说明
1-方向盘端轴；2-第二齿轮；3-限位圈；4-第二轴承；5-第二限位圈；6-限位螺母；7-轴销；11-限位圈；12-轴承；13-轴承安装环；14-滑块；21-第一齿轮；22-中间转接支架；23-电机；31-电机；32-中间转接支架；33-丝杠；34-螺旋传动机构；41-离合机构外壳体；42-转接件；43-轴承；51-限位圈；52-套管轴承；53-转向套管；54-第一轴向段；55-第二轴向段；61-底座；62-第一轴承；63-第一限位圈；70-转向轴；100-离合机构；200-转向管柱安装外壳。
具体实施方式
以下结合附图对本申请的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本申请，并不用于限制本申请。
在本申请中，在未作相反说明的情况下，使用的方位词如“上、下、左、右”通常是指参考附图所指的上、下、左、右。“内、外”是指相对于部件本身轮廓的内、外。
汽车转向系统用于实现方向盘与车轮之间的传动连接，当用户操作方向盘转动时，可以通过汽车转向系统带动车轮偏转，从而实现汽车行驶方向的控制。
图1-图2为现有技术中的汽车转向系统的结构示意图。汽车转向系统包括方向盘端轴A和转向器端轴B。方向盘端轴A指的是与方向盘传动连接的转轴，转向器端轴B指的是与车轮传动连接的转轴。方向盘端轴A和转向器端轴B固定连接，二者不具有解耦功能。在游戏模式下，当用户操作方向盘转动时，会带动车轮发生偏转，从而造成轮胎磨损严重。
参阅图3-图6，为了解决该技术问题，本申请实施例第一方面提供一种离合机构100，该离合机构100安装在方向盘端轴1和转向器端轴之间，用于解耦或耦合方向盘端轴1和转向器端轴。为了能够实现方向盘端轴1和转向器端轴之间的解耦或耦合，需要对现有的方向盘端轴A和转向器端轴B的结构进行改进。在本申请实施例中，所述方向盘端轴1和所述转向器端轴同轴布置且径向间隔开，离合机构100包括滑块14和驱动部件，滑块14容纳在所述方向盘端轴1和所述转向器端轴之间的径向间隔内，并且配置为能够在所述驱动部件的驱动下沿着所述方向盘端轴1和所述转向器端轴的轴向移动，从而实现所述方向 盘端轴1和所述转向器端轴之间的解耦或耦合。当方向盘端轴1和转向器端轴耦合时，汽车进入正常驾驶模式，用户操作方向盘将会带动车轮转向。当方向盘端轴1和转向器端轴解耦时，汽车进入游戏模式，用户操作方向盘转动时，不会带动车轮转向。由此可以避免汽车进入游戏模式后，车轮与地面间反复静态摩擦导致轮胎磨损，从而有利于汽车游戏场景方案的实现。
需要说明的是，本申请实施例提供的离合机构还可以应用于其他需要解耦或耦合的场合，并不限于汽车的转向系统中，即，离合机构可以用于解耦或耦合任何需要解耦或耦合的第一端轴和第二端轴上。本申请的以下实施例以第一端轴为方向盘端轴，第二端轴为转向器端轴为例，对离合机构和转向系统的具体结构和工作原理进行说明。
具体地，所述方向盘端轴1和所述转向器端轴中的一者为中空结构，另一者的轴向一部分伸入在所述中空结构内且该部分的外周面与所述中空结构的内周面径向间隔开以容纳所述滑块14；所述另一者的轴向一部分具有第一轴向段54和第二轴向段55，所述第一轴向段54的外周面与所述中空结构的内周面之间的径向间隔尺寸不同于所述第二轴向段55的外周面与所述中空结构的内周面之间的径向间隔尺寸。
以所述第一轴向段54的外周面与所述中空结构的内周面之间的径向间隔尺寸小于所述第二轴向段55的外周面与所述中空结构的内周面之间的径向间隔尺寸为例。当滑块14沿着所述方向盘端轴1和所述转向器端轴的轴向移动至位于所述第一轴向段54与所述中空结构之间的径向间隔内时，滑块14的内侧壁与所述第一轴向段54的外周面结合，滑块14的外侧壁与所述中空结构的内周面结合，从而使得方向盘端轴1和转向器端轴耦合，汽车进入正常驾驶模式；当滑块14沿着所述方向盘端轴1和所述转向器端轴的轴向移动至位于所述第二轴向段55与所述中空结构之间的径向间隔内时，滑块仅与所述第二轴向段55和所述中空结构中的一者结合，而与所述第二轴向段55和所述中空结构中的另一者脱离，从而实现所述方向盘端轴1和所述转向器端轴之间的解耦，汽车进入游戏模式。
所述滑块14与所述中空结构、所述第一轴向段54或所述第二轴向段55的结合方式可以有多种。例如，凹槽和凸起相配合的结合方式，或者花键结合的结合方式等。在一可选的实施例中，所述滑块14与所述中空结构、所述第一轴向段54或所述第二轴向段55花键结合。
具体地，以所述第一轴向段54的径向尺寸大于所述第二轴向段55的径向尺寸为例，所述中空结构与所述第一轴向段54之间的径向间隔小于所述中空结构与所述第二轴向段55之间的径向间隔。当所述滑块14移动至所述第一轴向段54与所述中空结构之间的径向间隔内时，所述滑块14的外侧壁与所述中空结构的内周面花键结合，所述滑块14的内侧壁与所述第一轴向段54的外周面花键结合，方向盘端轴1和转向器端轴处于耦合状态。当 所述滑块14移动至所述第二轴向段55与所述中空结构之间的径向间隔内时，所述滑块14的内侧壁与所述第二轴向段55的外周面径向间隔开，处于分离状态，而所述滑块14的外侧壁与所述中空结构的内周面花键结合，此时方向盘端轴1和转向器端轴处于解耦状态，方向盘的转动扭矩不会传递到转向器端轴上。即，所述滑块14的外侧壁与所述中空结构的内周面处于花键常结合状态，而所述滑块14的内侧壁仅在耦合状态下与所述第一轴向段54的外周面花键结合。
为了实现上述功能，所述滑块14的外侧壁和内侧壁上均形成有花键，所述中空结构的内周面上以及所述第一轴向段54的外周面上也形成有花键。需要说明的是，所述滑块14的内侧壁指的是滑块14的朝向所述转向器端轴的一侧的侧壁，所述滑块的外侧壁指的是滑块14的朝向所述中空结构的一侧的侧壁。
所述滑块14的具体结构可以有多种，以所述中空结构为中空圆柱体，所述第一轴向段54和所述第二轴向段55均为圆柱轴为例。所述滑块14可以为套管，所述套管与所述方向盘端轴1和所述转向器端轴同轴布置。即，所述套管套设在所述第一轴向段54和所述第二轴向段55的外侧，套管的内周面和外周面上均形成有花键。第一轴向段54的外周面上对应所述套管的内周面上的花键形成有外花键，中空圆柱体的内周面上对应所述套管的外周面上的花键形成有内花键。如此，套管轴向平移时，其可以通过与第一轴向段54花键结合或者分离来实现方向盘端轴1和转向器端轴之间的耦合或解耦。
所述驱动部件与滑块14相连，用于驱动滑块14轴向平移；可选地，驱动部件安装在所述中空结构的外侧。为了能够实现驱动部件与滑块之间的连接，所述中空结构的外侧壁上形成有开口。所述滑块14上形成自该开口伸出至中空结构外的安装件，用于与所述驱动部件相连。
当方向盘端轴1和转向器端轴耦合时，滑块14会随着方向盘端轴1同步转动。以驱动部件为电动驱动部件为例，驱动部件需要电连接控制设备，如果驱动部件也随滑块转动，为了避免与驱动部件连接的电线拉断，通常需要安装时钟弹簧，这增加了离合机构的安装难度，也提高了离合机构的成本。
需要解释的是，“时钟弹簧”又叫旋转连接器、气囊游丝、螺旋电缆，是一段螺旋形的线束。其构造成一根有一定长度的线束，缠绕设置，在随方向盘端轴1转动时，线束可以适时地反向松开或者绕得更紧，且方向盘端轴1向左或向右打死时，线束不被拉断。时钟弹簧是车辆上常用的线束，这里不再多做赘述。
为了解决此技术问题，在本申请一些实施例中，所述中空结构的外侧同轴设置有轴承12，所述滑块14与所述轴承12的内圈固定连接，所述轴承12的外圈与驱动部件相连。如此，所述驱动部件可以通过驱动所述轴承12沿着所述中空结构的轴向平移从而带动所述滑 块14沿着所述中空结构的轴向平移，以实现方向盘端轴1和转向器端轴之间的耦合或解耦。并且，当滑块14随着所述中空结构的同步转动时，轴承12的内圈随着滑块14转动，轴承12的外圈不会受到影响，由于驱动部件与轴承12的外圈相连，因此，驱动部件不会受到滑块14转动的影响。即，由于轴承12的设置，滑块14的轴向旋转不会传递给驱动部件，从而避免滑块14带动驱动部件旋转。由此，驱动部件可以安装在汽车中的其他相对静止的部件上，从而无需提供连接驱动部件的时钟弹簧(亦可称螺旋电缆)，降低了离合机构100的安装难度、设计难度和成本。
为了将所述滑块14与所述轴承12的内圈固定连接，所述滑块14的外侧壁上形成有安装件，该安装件从所述中空结构的侧壁上的开口伸出至所述中空结构外，且该安装件上设置有分别与所述轴承12的内圈的两端端面相抵接的限位结构。具体地，所述安装件的朝向所述轴承的内圈的一侧形成有与所述轴承的内圈的下端端面相抵接的限位面，另外，所述安装件的朝向所述轴承的内圈的一侧还形成有凹槽，一限位圈11插入在该凹槽内，并且限位圈11与轴承12的内圈的上端端面相抵接，由此，可以将轴承12的内圈固定在滑块14上，并且避免轴承12相对于滑块14产生轴向的位移。
所述轴承12与驱动部件相连，为了降低所述轴承12与所述驱动部件的连接难度，所述轴承12安装在轴承安装环13内，通过轴承安装环13与所述驱动部件连接。具体地，所述轴承安装环13的外周面上形成有径向向外凸起的连接部，该连接部上可以开设通孔，驱动部件对应该连接部形成有与该连接部相配合的结合件，结合件上形成有安装孔，可以通过穿过所述通孔和所述安装孔的连接件例如螺栓将二者固定在一起。
所述轴承12可以过盈装配在轴承安装环13内。在一些可选的实施例中，可以在所述轴承安装环13的内周面上形成一径向台阶，该径向台阶与所述轴承12的外圈的下端端面相抵接，由此可以提高轴承12在轴承安装环13内的安装稳定性。
所述驱动部件可以为手动驱动部件也可以为电动驱动部件，为了提高离合机构的自动化水平，在本申请的一些可选的实施例中，所述驱动部件为电动驱动部件。具体地，所述电动驱动部件包括动力元件，用于提供驱动力；丝杠33，该丝杠33与所述动力元件的输出轴连接为同步旋转；螺旋传动机构34，该螺旋传动机构34螺纹连接所述丝杠33，且与所述滑块14连接，用于将所述丝杠33的旋转转化为所述滑块14的平移。
更具体地，所述动力元件可以为电机31，所述丝杠33可以与所述电机31的输出轴同轴固定。例如，所述丝杠33的靠近所述电机的输出轴的一端形成有安装槽，所述电机31的输出轴插入并固定在该安装槽中。所述螺旋传动机构34可以丝杠螺母，该丝杠螺母螺纹安装在丝杠33上，并且与所述滑块14固定连接。可选地，所述丝杠螺母可以与所述轴承安装环13上的连接部固定连接。
丝杠33的轴向与方向盘端轴1和转向器端轴的轴向平行，电机31与汽车的控制器相连，汽车的控制器用于接收汽车上电器元件的信号，并且可以向电器元件发送控制命令，以使该电器元件做出相应动作。具体而言，控制器能够接收解耦或耦合信号，并根据解耦或耦合信号控制电机31旋转，当电机31旋转时，丝杠33随之同步旋转，驱动丝杠螺母34沿着丝杠33的轴向平移，丝杠螺母34轴向平移时，带动滑块14随之轴向平移，从而解耦或耦合所述方向盘端轴1和所述转向器端轴。
为了便于安装所述驱动部件，在一可选的实施例中，所述离合机构还包括离合机构外壳体41，所述中空结构轴向可旋转地安装在所述离合机构外壳体41内，所述驱动部件安装所述离合机构外壳体41外。
具体地，所述离合机构外壳体可以为中空圆筒状结构，所述离合机构外壳体41的轴向两侧设置有径向向外凸起的连接部，所述动力元件的动力元件外壳体固定安装在所述中空圆筒状结构的轴向一侧的连接部上，所述丝杠33轴向可旋转地安装在所述中空圆筒状结构的轴向另一侧的连接部上。
参阅图4，所述离合机构外壳体的上端外周沿部位设置有第一安装块，离合机构外壳体的下端外侧设置有第二安装块，在本申请一些可选的实施例中，第一安装块和第二安装块结构可以不同，且在竖直方向上彼此相对。
第一安装块上开设有第一通孔，动力元件例如电机31的动力元件外壳体通过一个中间转接支架32固定在第一安装块上。具体地，参阅图4，中间转接支架32可以为大致长方体形，其中部沿着厚度方向开设有一尺寸较大的安装孔，电机31的输出轴穿设该安装孔并且与丝杠33的上端固定连接，在安装孔的四周还开设有多个尺寸较小的定位孔，通过连接件例如螺丝穿过该定位孔并与电机31的动力元件外壳体螺纹连接，从而将电机31的动力元件外壳体与中间转接支架32固定相连。中间转接支架32的侧壁上对应第一安装块上的第一通孔形成有第二通孔，可以通过穿设第一通孔和第二通孔的连接件例如螺栓将中间转接支架32与第一安装块固定相连。
第二安装块上形成有通孔，一个转动轴承43固定在该通孔中，丝杠33的下端穿设并固定在该转动轴承43中。由此，当电机31的输出轴转动时，丝杠33可以随着输出轴同步旋转，并且不带动离合机构外壳体41旋转。
在具体实施时，离合机构外壳体41固定在汽车中其他静止不动的部件上，例如转向管柱安装外壳200上。为了便于将离合机构外壳体41与其他部件连接，所述离合机构外壳体上还形成有转接件42。可以通过该转接件42将离合机构外壳体41与其他静止的部件相连。
无论汽车处于正常驾驶模式还是游戏模式，离合机构外壳体41均相对于汽车静止。但方向盘端轴1和转向器端轴可能处于转动的状态，因此，需要将中空结构轴向可旋转地安 装在所述离合机构外壳体41内。为了实现此功能，所述中空结构的伸入在所述离合机构外壳体41内的部分的上下两侧分别设置有轴承；中空结构与轴承的内圈固定连接，轴承的外圈与离合机构外壳体固定连接。
在一具体实施例中，所述中空结构的下部形成有在圆周方向上彼此间隔开的多个弧形板，所述另一者的轴向一部分伸入在所述多个弧形板所围成的圆形空间内。
为了便于描述，下面以中空结构为方向盘端轴1，所述另一者为转向器端轴为例进行说明。
具体地，滑块14容纳在所述弧形板的内侧壁与所述转向器端轴的外周面之间，并且滑块14上的安装件自相邻两个弧形板之间的间隔伸出至中空结构的外侧，以与中空结构外的驱动部件相连。
弧形板的内侧壁上形成有用于花键结合所述滑块的内花键。转向器端轴的位于中空结构内的部分的下部的径向尺寸大于其上部的径向尺寸，并且在下部的外周面上形成有用于花键结合滑块的外花键。
所述多个弧形板的底端插入并固定在底座61上，所述底座61与所述离合机构外壳体41之间的径向间隔内同轴安装有第一轴承62，所述中空结构的上部与所述离合机构外壳体41之间的径向间隔内同轴安装有第二轴承4。具体地，底座61例如可以为圆柱形结构，该圆柱形结构的上端端板上对应弧形板形成有弧形孔。弧形板可以自该弧形孔插入至底座61内。在弧形板的下端还开设有通孔，在圆柱形结构的侧壁上开设有与该通孔对应的安装孔，在弧形板插入至圆柱形结构后，其可以与圆柱形结构的内侧壁贴合，并且此时，弧形板上的通孔与圆柱形结构的侧壁上的安装孔连通，通过例如螺丝即可将弧形板与底座固定在一起。
底座61的外周面上安装有所述第一轴承62。具体地，所述第一轴承62例如可以过盈装配至底座61的外周面上。进一步，为了提高第一轴承62的安装稳定性，所述底座61的外周面上形成有能够分别与所述第一轴承62的内圈的两端端面相抵接的第一限位结构。
如图5-图6所示，具体地，所述第一限位结构包括形成在所述底座61的外周面上的第一限位面，该第一限位面用于与第一轴承62的内圈的上端端面相抵接。进一步，第一限位结构还包括安装在底座61的外侧壁上的第一限位圈63，该第一限位圈63与第一轴承62的内圈的下端端面相抵接。
为了安装所述第一限位圈63，在底座61的外周面上沿着环周方向形成有凹槽，第一限位圈63可以安装在该凹槽中。
同理，为了将所述第二轴承4稳定地安装在中空结构的上部，所述中空结构的上部的外周面上形成有能够分别与所述第二轴承4的内圈的两端端面相抵接的第二限位结构。具 体地，所述第二限位结构包括形成在所述中空结构的外周面上的第二限位面，该第二限位面用于与第二轴承4的内圈的上端端面相抵接。进一步，第二限位结构还包括安装在中空结构的外侧壁上的第二限位圈5，该第二限位圈5与第二轴承4的内圈的下端端面相抵接。
为了安装所述第二限位圈5，在中空结构的外周面上沿着环周方向形成有凹槽，第二限位圈5可以安装在该凹槽中。
第一轴承62和第二轴承4的外圈均与离合机构外壳体41固定连接。
基于本申请实施例第一方面提供的离合机构，本申请实施例第二方面提供一种转向系统，该转向系统包括方向盘端轴1、转向器端轴以及用于解耦或耦合所述方向盘端轴1和所述转向器端轴的离合机构100，所述离合机构100为根据本申请实施例第一方面所述的离合机构。
通过上述离合机构解耦方向盘端轴1和转向器端轴后，汽车进入游戏模式。在游戏模式下，用户操作方向盘将不会受到任何阻力，影响方向盘的操作手感，降低用户娱乐体验。
为了解决此技术问题，本申请实施例对转向系统做进一步改进。具体地，所述转向系统还包括力矩反馈机构，所述力矩反馈机构用于根据所述方向盘端轴1在解耦状态下的扭转力矩对所述方向盘端轴1施加反向的反馈力矩以阻碍所述方向盘端轴1转动从而增强方向盘的操作手感。
通过力矩反馈机构根据扭转力矩向方向盘施加反向的反馈力矩，由此可以在用户操作方向盘转向时，对方向盘施加一定的阻力，使得用户在游戏模式下操作方向盘转动时会有一定的“重”感，就像在实际路面上真实驾驶一样，从而改善用户使用汽车进行游戏娱乐时的操作体验。
反馈力矩与检测的扭转力矩之间的对应关系通过试验建立，并预先存储在控制器中，由控制器根据检测的扭转力矩控制力矩反馈机构输出的反馈力矩的大小，能够给予用户最佳的游戏体验。
所述力矩反馈机构的结构可以有多种。在一可选实施例中，所述力矩反馈机构包括：力矩检测元件，用于检测所述方向盘端轴1在解耦状态下的扭转力矩；动力元件，用于提供驱动力；传动机构，用于将所述驱动力传递给所述方向盘端轴1以对所述方向盘端轴1施加反向的反馈力矩；控制器，用于根据所述力矩检测元件检测的扭转力矩控制所述动力元件提供所述驱动力。
具体地，所述力矩检测元件例如可以为力矩传感器，所述动力元件例如可以为电机23，所述控制器例如可以为单片机或可编程逻辑控制器等，控制器可以根据检测到的扭转力矩的大小来控制电机的输入电流从而改变电机23输出的驱动力。
上述电机23通过工作于电动机模式来对方向盘端轴1施加反向的反馈力矩。可选地， 还可以通过将所述电机23控制在发电机模式来对所述方向盘端轴1施加反向的反馈力矩。具体地，用户操作方向盘转动时带动方向盘端轴1转动，并传动连接至电机23的转子，驱动电机23的转子转动，从而使得电机23处于发电机模式。
驱动力由传动机构传递给方向盘端轴1，传动机构例如可以为传送带。例如可以在电机的输出轴上安装第一滚轮，在方向盘端轴1上安装第二滚轮，第一滚轮和第二滚轮通过安装在二者上的传送带传动连接。
在一可选实施例中，为了降低力矩反馈机构的体积，以方便力矩反馈机构的安装。所述传动机构包括与所述电机的输出轴连接为同步旋转的第一齿轮21以及与所述方向盘端轴1连接为同步旋转的第二齿轮2，所述第一齿轮21和所述第二齿轮2啮合。第一齿轮21可以同轴固定在电机23的输出轴上，第二齿轮2可以同轴固定在方向盘端轴1上，电机23的输出轴与所述方向盘端轴1平行，电机23输出的驱动力可以通过第一齿轮21、第二齿轮2传递给方向盘端轴1，从而给方向盘端轴1施加反馈力矩。
可选地，所述第一齿轮21的直径小于所述第二齿轮2的直径。通过该结构的传动机构传动，可以起到降速增扭的作用，即传动机构降低转速输出并增加扭矩输出，由此可以选择尺寸较小的电机23来反馈较大的力矩，从而有利于减小力矩反馈机构的占用空间和体积。
在一可选实施例中，所述第二齿轮2通过如下方式与所述方向盘端轴1同轴固定。具体地，所述第二齿轮2为环形齿圈，该环形齿圈套设在所述方向盘端轴1的外侧，所述方向盘端轴1的外侧壁上设置有能够分别与所述第二齿轮2的轴向两端端面相抵靠的限位结构。
参阅图5-图6，更具体地，限位结构包括形成在所述方向盘端轴1的外周面上的限位面，该限位面与第二齿轮2的上端端面相抵靠，以避免第二齿轮2相对于方向盘端轴1产生轴向向上的位移；进一步，限位结构还包括同轴安装在方向盘端轴1的外侧壁上的限位圈3，该限位圈3与第二齿轮2的下端端面相抵靠，以避免第二齿轮2相对于方向盘端轴1产生轴向向下的位移。为了安装所述限位圈3，在方向盘端轴1的外侧壁上沿着环周方向形成有凹槽，限位圈3插入并紧固在该凹槽中。
如上所述，第二齿轮2与方向盘端轴1连接为同步旋转，为了实现此功能，所述方向盘端轴1的外侧壁上形成有凸起，所述第二齿轮2的内圈边缘部位对应所述凸起形成有凹口，所述凸起容纳在所述凹口内。由此，可以避免第二齿轮2相对于方向盘端轴1产生周向位移。
汽车游戏模式结束后，需要耦合方向盘端轴1和转向器端轴以使汽车进入正常驾驶模式。在利用上述离合机构耦合方向盘端轴1和转向器端轴时，需要方向盘端轴1和转向器 端轴属于彼此对中的状态。以离合机构与方向盘端轴1和转向器端轴花键结合为例。当套管14的内花键的凸起部与转向器端轴的外花键的凹陷部彼此相对时，套管14移动可以耦合方向盘端轴1和转向器端轴。否则，套管14将无法实现方向盘端轴1和转向器端轴之间的耦合。
然而，在方向盘端轴1和转向器端轴解耦后，由于用户在游戏时操作方向盘转向，在游戏结束后，方向盘可能不再位于解耦前的转向角度。方向盘的偏转将导致方向盘端轴1发生偏转，当方向盘端轴1和转向器端轴不再对中时，方向盘端轴1和转向器端轴将无法实现游戏后的再次耦合，影响汽车的正常使用。
为了解决此技术问题，本申请一些实施中，所述转向系统还包括复位机构，所述复位机构用于在游戏模式结束后，驱动所述方向盘端轴1复位以使所述离合机构能够耦合所述方向盘端轴1和所述转向器端轴。其中，所述方向盘端轴1复位指的是方向盘端轴1回转到解耦前的转向角度，在方向盘端轴1解耦前，方向盘端轴1和转向器端轴处于彼此对中的状态。
具体地，所述复位机构包括角度检测元件，用于检测所述方向盘端轴1在游戏模式结束前的转向角度和游戏模式结束后的转向角度；动力元件，用于提供驱动力；传动机构，用于将所述驱动力传递给所述方向盘端轴1以驱动所述方向盘端轴1复位至解耦前的转向角度；控制器，用于根据所述角度检测元件检测的转向角度控制所述动力元件提供所述驱动力。
更具体地，角度检测元件可以为角度传感器，角度传感器可以和前文中的力矩传感器集成为一体。即，可以通过力矩角度传感器来分别检测方向盘端轴1的扭转力矩以及方向盘端轴1的转向角度。由此减小力矩反馈机构的整体体积，方便系统安装。力矩角度传感器可以安装在方向盘端轴1上，还可以集成在电机23中，通过检测电机23的输出轴的扭转力矩和转动角度来间接检测方向盘端轴1的扭转力矩和转动角度。通过控制器精确控制电机23的输出转速和转动圈数来使方向盘端轴1在游戏结束后复位至解耦前的初始角度。
根据所述角度检测元件检测的转向角度，可以得到使方向盘端轴1复位至解耦前的初始角度时所对应的电机23的输出转速和转动圈数，控制器控制动力元件提供对应的驱动力时，该驱动力是根据电机23的输出转速和转动圈数计算得到的。
所述复位机构的硬件结构可以和前文所述的力矩反馈机构的硬件结构相同。不同的是，输出的驱动力的大小不同。力矩反馈机构输出的驱动力一般相对较小，其仅用作提升用户的操作体验。而复位机构输出的驱动力一般相对较大，其目的在于在游戏结束后驱动方向盘端轴1转向复位。
复位机构或力矩反馈机构中的动力元件可以固定在离合机构的离合机构外壳体上。
参阅图3-图4，本申请可选实施例中，复位机构或力矩反馈机构的动力元件固定在离合机构外壳体的第一安装块上。具体地，所述第一安装块上对应复位机构或力矩反馈机构的动力元件形成有安装孔。所述动力元件一般为电机23，电机23的动力元件外壳体通过一个中间转接支架22安装在所述第一安装块上。
如图4所示，中间转接支架22为板状结构，该板状结构上开设有一尺寸较大的通孔，电机23的输出轴穿设该通孔。在通孔的周围开设有多个小的定位孔，电机23的动力元件外壳体的端部对应该定位孔形成有多个安装孔，通过穿设定位孔和安装孔的连接件例如螺钉将电机23的动力元件外壳体固定在中间转接支架22上。另外，中间转接支架22上还对应第一安装块上的安装孔形成有多个小孔，通过穿设小孔和安装孔的连接件例如螺栓将中间转接支架22固定在第一安装块上。
通过离合机构100解耦方向盘端轴1和转向器端轴后，不能无限制的往同一个方向打转向盘，否则这跟实际情况无法对应，驾驶体验较差，更重要的是可能会将转向盘中的时钟弹簧拉断，导致转向盘上的很多电子按键功能失效，所以解耦后，一般要加以限位。
为了实现此功能，本申请一些实施例中，所述转向系统还设置有用于在解耦状态下对所述方向盘端轴1的转角范围进行限制的限位机构。
具体地，所述方向盘端轴1为中空结构，所述转向器端轴的轴向一部分伸入在所述中空结构内，所述限位机构包括与所述转向器端轴的位于所述中空结构内的一端56螺纹连接的限位螺母6，所述限位螺母6的外周面上形成有与所述中空结构的内周面花键配合的外花键；所述中空结构的内周面上和/或所述转向器端轴的外周面上还设置有用于对所述限位螺母的轴向两侧的位移量进行限制的限位部。
更具体地，所述限位螺母6的内周面上加工有例如内梯形螺纹，所述转向器端轴的上端端部的外周面上加工出外梯形螺纹，内梯形螺纹和外梯形螺纹配合连接；限位螺母6的外周面上加工出矩形外花键，方向盘端轴1的内周面上对应加工出矩形内花键，矩形外花键和矩形内花键配合连接；限制限位螺母6的轴向两侧的位移量的限位部例如可以为限位柱。
方向盘端轴1和转向器端轴解耦后，即进入到游戏模式时，打方向盘带动方向盘端轴1转动时，限位螺母6将旋转运动变成直线运动，沿着轴向或上或下平动，上止点可以由方向盘端轴1做出相应结构来确定，下止点可以由转向器端轴做出相应结构来确定，由于方向盘端轴1和转向器端轴皆不会轴向移动，所以上下止点的位置精确可靠，再根据限位螺母6的行程调整其内部梯形传动螺纹的导程，以此来精准控制方向盘旋转的极限角度。可以理解的是，上止点和下止点还可以形成在方向盘端轴1和转向器端轴中的任意一者上；或者上至点形成在转向器端轴上，下止点形成在方向盘端轴1上。此处的上止点和下止点 即为前述的限位柱的位置。
在实际安装限位螺母6时，一般需要先将限位螺母6定位在方向盘端轴1内，然后将转向器端轴插入并螺纹连接在限位螺母6中。为了便于在安装限位螺母6时定位限位螺母6，在螺母6的侧壁上开设有通孔，安装时，先用轴销7穿过通孔将限位螺母6定位在方向盘端轴1内，再将转向器端轴螺纹连接在限位螺母6中，然后取下轴销。
参阅图4-图6，在一可选实施例中，为了降低转向器端轴的安装制造难度，所述转向器端轴包括同轴设置的转向套管53和转向轴70；转向轴70伸入在转向套管53内，并且与转向套管53花键配合连接，转向套管53位于方向盘端轴1内侧。其下部的外周面上加工出能够与滑块14花键结合的外花键，其上端的外周面上加工出能够与限位螺母螺纹连接的外螺纹，其内周面上加工出与转向轴花键结合的内花键。
进一步，为了加强转向器端轴在方向盘端轴1内的安装稳定性，所述转向套管53的上端通过套管轴承52支撑在方向盘端轴1内。具体地，方向盘端轴1的内周面与套管轴承52的外圈紧固配合，套管轴承52的内圈与转向套管53的外周面紧固配合，如此可以将转向器端轴稳定地安装在方向盘端轴1内。
可选地，为了提高套管轴承52在转向套管53上的安装稳定性，在转向套管53的外周面上形成有能够与套管轴承52的内圈的上下两端端面相抵靠的限位结构，该限位结构包括形成在转向套管53的外周面上的能够与轴承的下端端面相抵接的限位面以及安装在转向套管53的外周面上的限位圈51，该限位圈51与套管轴承52的上端端面相抵靠。
为了安装所述限位圈51，可以在转向套管53的外周面上加工出用于安装限位圈51的凹槽。
参阅图7，基于本申请实施例第二方面提供的转向系统，本申请实施例第三方面提供一种汽车，该汽车包括根据本申请实施例第二方面所述的转向系统。
以上结合附图详细描述了本申请的可选实施方式，但是，本申请并不限于此。在本申请的技术构思范围内，可以对本申请的技术方案进行多种简单变型。包括各个具体技术特征以任何合适的方式进行组合。为了避免不必要的重复，本申请对各种可能的组合方式不再另行说明。但这些简单变型和组合同样应当视为本申请所公开的内容，均属于本申请的保护范围。

Claims (26)

  1. 一种离合机构，其特征在于，所述离合机构包括：
    滑块(14)，该滑块(14)能够容纳在同轴布置且径向间隔开的第一端轴(1)和第二端轴之间的径向间隔内，且配置为能够沿着所述第一端轴(1)和所述第二端轴的轴向平移以解耦或耦合所述第一端轴(1)和所述第二端轴；
    驱动部件，用于驱动所述滑块(14)沿着所述第一端轴(1)和所述第二端轴的轴向平移。
  2. 根据权利要求1所述的离合机构，其特征在于，所述第一端轴和所述第二端轴中的一者为中空结构，另一者的轴向一部分伸入在所述中空结构内，且该部分的外周面与所述中空结构的内周面径向间隔开以容纳所述滑块(14)。
  3. 根据权利要求2所述的离合机构，其特征在于，所述另一者的轴向一部分具有第一轴向段(54)和第二轴向段(55)，所述第一轴向段(54)的外周面与所述中空结构的内周面之间的径向间隔尺寸小于所述第二轴向段(55)的外周面与所述中空结构的内周面之间的径向间隔尺寸；在耦合位置处，所述滑块(14)的外侧壁与所述中空结构的内周面结合，内侧壁与所述第一轴向段(54)的外周面结合。
  4. 根据权利要求3所述的离合机构，其特征在于，所述滑块(14)与所述中空结构花键常结合，且在耦合位置处与所述第一轴向段(54)花键结合。
  5. 根据权利要求3或4所述的离合机构，其特征在于，所述滑块(14)为套管，所述套管与所述第一端轴(1)和所述第二端轴同轴布置。
  6. 根据权利要求3-5中任意一项所述的离合机构，其特征在于，所述驱动部件位于所述中空结构外，所述中空结构的侧壁上形成有开口以使所述驱动部件连接所述滑块(14)。
  7. 根据权利要求6所述的离合机构，其特征在于，所述中空结构的外侧同轴设置有轴承(12)，所述滑块(14)与所述轴承(12)的内圈固定连接，所述轴承(12)的外圈与驱动部件相连。
  8. 根据权利要求7所述的离合机构，其特征在于，所述滑块(14)的外侧壁上形成有 安装件，该安装件从所述中空结构的侧壁上的开口伸出至所述中空结构外以与所述驱动部件相连，且该安装件上设置有分别与所述轴承(12)的内圈的两端端面相抵接的限位结构。
  9. 根据权利要求7所述的离合机构，其特征在于，所述轴承(12)安装在轴承安装环(13)内，所述轴承安装环(13)的外周面上形成有用于连接所述驱动部件的连接部，所述轴承安装环(13)的内周面上沿环周方向形成有用于与所述轴承(12)的外圈的下端端面相抵接的径向台阶。
  10. 根据权利要求2-9中任意一项所述的离合机构，其特征在于，所述驱动部件为电动驱动部件；
    所述电动驱动部件包括：
    动力元件，用于提供驱动力；
    丝杠(33)，该丝杠(33)与所述动力元件的输出轴连接为同步旋转；
    螺旋传动机构(34)，该螺旋传动机构(34)螺纹连接所述丝杠(33)，且与所述滑块(14)连接，用于将所述丝杠(33)的旋转转化为所述滑块(14)的轴向平移。
  11. 根据权利要求10所述的离合机构，其特征在于，所述离合机构还包括离合机构外壳体(41)，所述中空结构轴向可旋转地安装在所述离合机构外壳体(41)内，所述驱动部件安装所述离合机构外壳体(41)外且固定在所述离合机构外壳体(41)上。
  12. 根据权利要求11所述的离合机构，其特征在于，所述中空结构的下部形成有在圆周方向上彼此间隔开的多个弧形板，所述另一者的轴向一部分伸入在所述多个弧形板所围成的圆形空间内，所述离合机构还包括底座(61)，所述底座(61)上形成有与所述弧形板的结构相对应的弧形孔，所述多个弧形板的底端自所述弧形孔插入至所述底座(61)内，并固定在所述底座(61)上，所述底座(61)与所述离合机构外壳体(41)之间的径向间隔内同轴安装有第一轴承(62)，所述中空结构的上部与所述离合机构外壳体(41)之间的径向间隔内同轴安装有第二轴承(4)。
  13. 根据权利要求11或12所述的离合机构，其特征在于，所述离合机构外壳体(41)的轴向两侧相对位置设置有径向向外凸起的连接部，所述动力元件的动力元件外壳体固定安装在所述离合机构外壳体(41)的轴向一侧的连接部上，所述丝杠(33)轴向可旋转地安装在所述离合机构外壳体(41)的轴向另一侧的连接部上。
  14. 根据权利要求11-13中任一项所述的离合机构，其特征在于，所述离合机构外壳体(41)上还设置有用于将所述离合机构外壳体(41)固定在车身上的转接件(42)。
  15. 一种转向系统，其特征在于，该转向系统包括第一端轴(1)、第二端轴以及用于解耦或耦合所述第一端轴(1)和所述第二端轴的离合机构(100)，所述离合机构(100)为根据权利要求1-14中任意一项所述的离合机构。
  16. 根据权利要求15所述的转向系统，其特征在于，所述转向系统还包括力矩反馈机构，所述力矩反馈机构用于根据所述第一端轴(1)在解耦状态下的扭转力矩对所述第一端轴(1)施加反向的反馈力矩以增强与所述第一端轴(1)传动连接的方向盘的操作手感。
  17. 根据权利要求16所述的转向系统，其特征在于，所述力矩反馈机构包括：
    力矩检测元件，用于检测所述第一端轴在解耦状态下的扭转力矩；
    动力元件，用于提供驱动力；
    传动机构，用于将所述驱动力传递给所述第一端轴以对所述第一端轴施加反向的反馈力矩；
    控制器，用于根据所述力矩检测元件检测的扭转力矩控制所述动力元件提供所述驱动力。
  18. 根据权利要求15-17中任意一项所述的转向系统，其特征在于，所述转向系统还包括复位机构，所述复位机构用于在解耦结束后，驱动所述第一端轴复位以使所述离合机构能够耦合所述第一端轴和所述第二端轴。
  19. 根据权利要求18所述的转向系统，其特征在于，所述复位机构包括：
    角度检测元件，用于检测所述第一端轴在解耦前的转向角度和所述第一端轴在解耦结束后的转向角度；
    动力元件，用于提供驱动力；
    传动机构，用于将所述驱动力传递给所述第一端轴以驱动所述第一端轴复位至解耦前的转向角度；
    控制器，用于根据所述角度检测元件检测的转向角度控制所述动力元件提供所述驱动力。
  20. 根据权利要求17或19所述的转向系统，其特征在于，所述动力元件为电机(23)，所述传动机构包括与所述电机(23)的输出轴连接为同步旋转的第一齿轮(21)以及与所述第一端轴(1)连接为同步旋转的第二齿轮(2)，所述第一齿轮(21)和所述第二齿轮(2)啮合，且所述第一齿轮(21)的外径小于所述第二齿轮(2)的外径。
  21. 根据权利要求20所述的转向系统，其特征在于，所述第二齿轮(2)同轴固定在所述第一端轴(1)上；所述第一端轴(1)的外侧壁上设置有能够分别与所述第二齿轮(2)的轴向两端端面相抵靠的限位结构；所述第一端轴(1)的外侧壁上形成有凸起，所述第二齿轮(2)的内圈边缘部位对应所述凸起形成有凹口，所述凸起容纳在所述凹口内。
  22. 根据权利要求15-21中任意一项所述的转向系统，其特征在于，所述转向系统还设置有用于在解耦状态下对所述第一端轴的转角范围进行限制的限位机构。
  23. 根据权利要求22所述的转向系统，其特征在于，所述第一端轴(1)为中空结构，所述第二端轴的轴向一部分伸入在所述中空结构内，所述限位机构包括与所述第二端轴的位于所述中空结构内的一端(56)螺纹连接的限位螺母(6)，所述限位螺母(6)的外周面上形成有与所述中空结构的内周面花键配合的外花键；所述中空结构的内周面上和/或所述第二端轴的外周面上还设置有用于对所述限位螺母(6)的轴向两侧的位移量进行限制的限位部。
  24. 根据权利要求23所述转向系统，其特征在于，所述第二端轴包括同轴设置的转向套管(53)和转向轴(70)，所述转向轴(70)伸入至所述转向套管(53)内且与所述转向套管(53)连接为能够同步旋转；所述转向套管(53)位于所述中空结构内且在所述转向套管(53)的外周面上加工有用于螺纹连接所述限位螺母(6)的外螺纹以及用于花键结合所述滑块以耦合所述第一端轴和所述第二端轴的外花键。
  25. 根据权利要求15-24中任意一项所述转向系统，其特征在于，所述第一端轴为方向盘端轴，所述第二端轴为转向器端轴。
  26. 一种汽车，其特征在于，该汽车包括根据权利要求15-25中任意一项所述的转向系统。
PCT/CN2020/117122 2019-10-25 2020-09-23 离合机构、转向系统和汽车 WO2021077970A1 (zh)

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KR1020227017705A KR20220088483A (ko) 2019-10-25 2020-09-23 클러치 메커니즘, 조향 시스템 및 자동차
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