WO2022247381A1 - 离合装置和具有其的车辆转向系统、车辆 - Google Patents

离合装置和具有其的车辆转向系统、车辆 Download PDF

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Publication number
WO2022247381A1
WO2022247381A1 PCT/CN2022/079297 CN2022079297W WO2022247381A1 WO 2022247381 A1 WO2022247381 A1 WO 2022247381A1 CN 2022079297 W CN2022079297 W CN 2022079297W WO 2022247381 A1 WO2022247381 A1 WO 2022247381A1
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WO
WIPO (PCT)
Prior art keywords
transmission member
transmission
driven
clutch device
steering
Prior art date
Application number
PCT/CN2022/079297
Other languages
English (en)
French (fr)
Inventor
李勇
胡斯浩
黄琦
邓其成
赵敏
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 KR1020237033256A priority Critical patent/KR20230150860A/ko
Priority to EP22810115.0A priority patent/EP4299415A1/en
Priority to BR112023022037A priority patent/BR112023022037A2/pt
Priority to AU2022281584A priority patent/AU2022281584A1/en
Publication of WO2022247381A1 publication Critical patent/WO2022247381A1/zh
Priority to US18/372,523 priority patent/US20240017763A1/en

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Classifications

    • 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
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/043—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear
    • B62D5/0433—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear the clutch being of on-off type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/08—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially
    • F16D11/10—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • 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
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0409—Electric motor acting on the steering column
    • 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
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/043—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear
    • 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
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/043—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear
    • B62D5/0439—Controllable friction clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms

Definitions

  • the present application relates to the technical field of vehicles, in particular to a clutch device, a vehicle steering system having the same, and a vehicle.
  • the steering system of the vehicle always transmits the steering torque, but the transmission of the steering torque cannot be disconnected, resulting in the linkage between the wheels and the steering wheel. Matching these emerging functions leads to poor user experience.
  • an object of the present application is to propose a clutch device, which can realize the transmission and disconnection of steering torque, and has high transmission efficiency and reliability.
  • Another object of the present application is to propose a vehicle steering system with the above-mentioned clutch device.
  • Another object of the present application is to provide a vehicle with the above vehicle steering system.
  • the clutch device includes: a first transmission member and a second transmission member, the first transmission member is movable between a coupling position and a disengagement position, and the first transmission member is in the When in the combined position, it is combined with the second transmission member and transmits torque, and when the first transmission member is in the disengagement position, it is separated from the second transmission member and cuts off the transmission of torque; the drive mechanism, the drive mechanism includes a driving device and a driven member, the driven member is respectively connected in transmission with the driving device and the first transmission member, and the driving device drives the driven member to move to drive the first transmission member in the The combined position moves between the disengaged position, and the moving direction of the driven member is parallel to the moving direction of the first transmission member.
  • the driving device drives the driven member to move to drive the first transmission member to move between the combined position and the disengaged position, and the moving direction of the driven member is parallel to the moving direction of the first transmission member,
  • the clutch device When the clutch device is applied to the steering system of a vehicle, it can effectively realize the transmission and disconnection of torque between the steering wheel and the wheels. When playing games, it can prevent the wheels from following the rotation of the steering wheel, thereby reducing the wear of the wheels and improving the user experience.
  • the transmission efficiency and transmission accuracy between the driving device, the driven member and the first transmission member are relatively high, which can effectively avoid the bending moment action between the first transmission member and the driven member, thereby effectively improving the performance of the clutch device. reliability.
  • both the central axis of the driven member and the central axis of the first transmission member extend along the moving direction of the driven member, and the first transmission member and the driven member
  • the driven member is relatively fixed in the axial direction, and the first transmission member and the driven member are relatively rotatable.
  • a bearing is provided between the first transmission member and the driven member, and the bearing includes an inner ring, an outer ring, and a ring rotatably arranged on the inner ring and the outer ring.
  • a plurality of rolling elements between the rings; the first transmission member is provided with a first shaft shoulder and a first fastener arranged axially at intervals, and the inner ring stops against the first shaft shoulder and the Between the first fasteners, the follower is provided with a second shoulder and a second fastener axially spaced apart, and the outer ring stops against the second shoulder and the second between the fasteners, so as to realize relative fixation of the first transmission member and the follower in the axial direction of the follower and relative rotation in the circumferential direction of the follower.
  • the clutch device further includes: a steering shaft, the first transmission member is sleeved on the steering shaft, and the first transmission member and the steering shaft are on the steering shaft.
  • the circumferential direction is relatively fixed, and the first transmission member is movable relative to the steering shaft along the axial direction of the steering shaft between the combined position and the disengaged position.
  • the driven member is a screw;
  • the driving device includes: a driver; The internal thread for the follower to match.
  • the driver has an output shaft; the driving device further includes: an active element, the active element is fixed on the output shaft, and the active element cooperates with the transmission element to drive The transmission member rotates.
  • the driving element is a worm
  • the transmission element includes a worm gear engaged with the worm
  • the clutch device further includes: a controller; a position detection component, the position detection component communicates with the controller, and the position detection component is used to detect the position of the first transmission member And send the position signal of the first transmission member to the controller.
  • the position detection component includes: a detection body, the detection body communicates with the controller; a detection device, the detection device is arranged on the follower, and the detection device communicates with the The detection body communicates, and the detection body obtains the position of the first transmission member by detecting the position of the detection device and sends the position signal of the detection device to the controller.
  • the detection body is a sensor body
  • the detection device includes a magnetic steel sleeve and a detection magnet disposed on the magnetic steel sleeve.
  • the clutch device further includes: a locking device, the locking device is switchable between a locked state and an unlocked state, and when the locking device is in the locked state, it will The first transmission member is locked at the combined position, and the locking of the first transmission member is released when the locking device is in the unlocked state.
  • the locking device includes a retractable locking core; the follower has a stepped portion, and when the locking device is in the locked state, the locking core is adapted to abut against the stepped portion to keep the first transmission member at the joint position through the driven member, and when the locking device is in the unlocked state, the locking core is retracted to be in contact with the The steps are separated.
  • At least one protrusion is provided on one of the first transmission member and the second transmission member, and the other of the first transmission member and the second transmission member At least one groove is formed on the top; when the first transmission member is in the combined position, the protrusion fits into the groove; when the first transmission member is in the disengagement position, the protrusion disengages from the groove.
  • the vehicle steering system according to the embodiment of the second aspect of the present application includes the clutch device according to the above embodiment of the first aspect of the present application.
  • the vehicle according to the embodiment of the third aspect of the present application includes the vehicle steering system according to the embodiment of the second aspect of the present application.
  • FIG. 1 is a schematic perspective view of a vehicle steering system according to an embodiment of the present application
  • FIG. 2 is a schematic diagram of a three-dimensional structure of a clutch device according to an embodiment of the present application
  • Fig. 3 is a three-dimensional structural schematic diagram of another angle of the clutch device shown in Fig. 2;
  • Fig. 4 is a schematic structural diagram of a clutch device according to an embodiment of the present application, wherein the first transmission member is located at a combined position;
  • Fig. 5 is a schematic structural diagram of a clutch device according to an embodiment of the present application, wherein the first transmission member is in a disengaged position;
  • FIG. 6 is a schematic cross-sectional structural view of a clutch device according to an embodiment of the present application.
  • Fig. 7 is another schematic cross-sectional structure diagram of a clutch device according to an embodiment of the present application.
  • Fig. 8 is a partial cross-sectional structural schematic diagram of a clutch device according to an embodiment of the present application.
  • Fig. 9 is another partial cross-sectional structural schematic diagram of a clutch device according to an embodiment of the present application.
  • Fig. 10 is a schematic cross-sectional structure diagram of a rotation angle limiting mechanism according to an embodiment of the present application.
  • first transmission part 11: protrusion; 12: first fastener; 2: second transmission part; 21: groove;
  • driving mechanism 31: driving device; 311: driver; 3111: mounting screw; 312: transmission part;
  • 3121 second bearing
  • 3122 first anti-backlash retaining ring
  • 3123 second anti-backlash retaining ring
  • 3124 worm gear
  • 313 driving part; 3131: screw plug; 32: driven part; 321: step part; 3212: second fastener;
  • 201 corner limit mechanism
  • 202 turntable
  • 2021 matching groove
  • 203 limit piece
  • 2031 guide shaft
  • 2061 upper casing
  • 2062 lower casing
  • 2063 first sealing ring
  • 2064 first bolt assembly
  • the following describes a clutch device 100 according to an embodiment of the first aspect of the present application with reference to FIGS. 1-10 .
  • the clutch device 100 can be applied to a vehicle steering system 200 .
  • the application of the clutch device 100 to the vehicle steering system 200 is taken as an example for illustration.
  • the clutch device 100 includes a first transmission member 1 , a second transmission member 2 and a driving mechanism 3 .
  • the first transmission member 1 is movable between the combined position and the disengaged position.
  • the first transmission member 1 is combined with the second transmission member 2 and transmits torque when it is in the combined position.
  • the first transmission member 1 is in the disengaged position, it is connected with the second transmission member 2 Disengage and disconnect the transmission of torque.
  • the clutch device 100 is applied to the vehicle steering system 200, the vehicle steering system 200 can normally guide the driver
  • the torque of the steering wheel 210 is transmitted to the steering gear 209 .
  • the first transmission member 1 is in the disengaged position, the independent rotation of the first transmission member 1 and the second transmission member 2 can be realized.
  • the steering wheel 210 in this state can be used as a simulator for vehicle driving.
  • the vehicle-mounted device or external device outputs the steering wheel 210 angle signal.
  • the steering wheel 210 can be used as the controller of the vehicle-mounted multimedia to play racing games, etc. at this time, which can avoid aggravating tire wear caused by the following rotation of the wheels and reduce potential safety hazards.
  • the rotation of the steering gear 209 at this time will also not drive the steering wheel 210 to follow the movement.
  • the steering gear 209 moves to control the steering of the whole vehicle, and the steering wheel 210 may not follow the steering gear 209. Turn together to ensure the driver's safety and ride comfort.
  • the driving mechanism 3 includes a driving device 31 and a driven member 32, the driven member 32 is respectively connected to the driving device 31 and the first transmission member 1, and the driving device 31 drives the driven member 32 to move to drive the first transmission member 1 at the combined position and move between separate positions. Therefore, the movement of the first transmission member 1 can be realized by making the driving device 31 drive the driven member 32 to move, so that the transmission and disconnection of the steering torque between the first transmission member 1 and the second transmission member 2 can be realized.
  • the moving direction of the driven member 32 is parallel to the moving direction of the first transmission member 1 .
  • the driving device 31 drives the driven member 32 to drive the first transmission member 1 to move
  • the direction of the force exerted by the first transmission member 1 on the driven member 32 is parallel to the moving direction of the driven member 32, thereby effectively avoiding the first transmission member 1 from moving.
  • a transmission member 1 produces a bending moment on the driven member 32, so that the cooperation between the driving device 31 and the driven member 32 can be more precise and reliable.
  • the direction of the force applied by the driven member 32 to the first transmission member 1 can be parallel to the moving direction of the first transmission member 1, so that the bending moment action of the driven member 32 on the first transmission member 1 can be avoided, and the first driven member can be guaranteed.
  • the moving part 32 can move along its moving direction, thereby effectively improving the smoothness of the movement of the first transmission part 1 and avoiding the jamming of the first transmission part 1 when moving.
  • the transmission path between the driving device 31, the driven member 32 and the first transmission member 1 is relatively short, and the transmission can be more accurate, so that the driving device 31, the driven member 32 and the first transmission can be effectively improved. Transmission efficiency between parts 1.
  • the driving device 31 drives the driven member 32 to move to drive the first transmission member 1 to move between the combined position and the disengaged position, and the central axis of the driven member 32 and the first transmission member 1 is parallel to the central axis, when the clutch device 100 is applied to the vehicle steering system 200, it can effectively realize the transmission and disconnection of torque between the steering wheel 210 and the wheels, and can prevent the wheels from following the steering wheel 210 when playing games, so that Reduce wheel wear and improve user experience.
  • the transmission efficiency and transmission accuracy between the driving device 31, the driven member 32 and the first transmission member 1 are relatively high, which can effectively avoid the bending moment effect between the first transmission member 1 and the driven member 32, thereby enabling The reliability of the clutch device 100 is effectively improved.
  • the central axis of the driven member 32 and the central axis of the first transmission member 1 both extend along the moving direction of the driven member 32, and the first transmission member 1 and the driven member 32
  • the axial direction of the driven member 32 is relatively fixed, and the first transmission member 1 and the driven member 32 can rotate relatively.
  • the driven member 32 and the first transmission member 1 can be arranged coaxially, and the first transmission member 1 and the driven member 32 can rotate relative to each other in the peripheral direction of the driven member 32 .
  • Such setting can effectively prevent the force between the driven member 32 and the first transmission member 1 from deviating from the axial direction of the two, and ensure that the driven member 32 only produces a force along the direction of the first driven member 1 on the first transmission member 1.
  • 32 central axis direction, and the first transmission member 1 also only produces a force along the central axis direction of the first driven member 32 to the driven member 32, so that the relationship between the driven member 32 and the first transmission member 1 can be further improved.
  • the transmission efficiency and accuracy can effectively reduce the space occupied by the driven member 32 and the first transmission member 1 in the radial direction of the first transmission member 1, so that the volume of the clutch device 100 can be smaller, This facilitates the spatial layout of other structural components of the vehicle steering system 200 .
  • the driven member 32 can drive the first transmission member 1 to move synchronously along the axial direction of the driven member 32, and one of the first transmission member 1 and the driven member 32 The rotation of one can be independent of the other, ensuring the reliability of torque transmission and disconnection.
  • a bearing 4 is provided between the first transmission member 1 and the driven member 32, and the bearing 4 includes an inner ring, an outer ring, and a rotatably arranged inner ring. and multiple rolling elements between the outer ring.
  • the first transmission member 1 is provided with a first shaft shoulder and a first fastener 12 arranged axially at intervals, the inner ring stops between the first shaft shoulder and the first fastener 12, and the follower 32 is provided with There are second shoulders and second fasteners 3212 arranged axially at intervals, and the outer ring stops between the second shoulders and the second fasteners 3212 to realize the first transmission member 1 and the driven member 32 in the
  • the follower 32 is relatively fixed in the axial direction and relatively rotates in the circumferential direction.
  • first fastener 12 such as an outer lock nut
  • second fastener for example, an inner jam nut.
  • One end of the outer ring of the bearing 4 abuts against the second shaft shoulder, and the other end of the outer ring of the bearing 4 abuts against the second fastener 3212 to realize the axial positioning of the outer ring of the bearing 4 .
  • the bearing 4 may be a double row angular contact bearing. But not limited to this.
  • the clutch device 100 further includes: a steering shaft 5 , the first transmission member 1 is sleeved on the steering shaft 5 , and the first transmission member 1 and the steering shaft 5 It is relatively fixed in the circumferential direction of the steering shaft 5 , and the first transmission member 1 is movable relative to the steering shaft 5 along the axial direction of the steering shaft 5 between a combined position and a disengaged position.
  • the upper end of the steering shaft 5 can be connected in transmission with the steering wheel 210
  • the second transmission member 2 can be arranged on the steering gear 209 .
  • the steering torque that the driver acts on the steering wheel 210 can be transmitted to the steering shaft 5. Since the first transmission member 1 and the steering shaft 5 are relatively fixed in the circumferential direction of the steering shaft 5, the steering shaft 5 The steering torque can be transmitted to the first transmission member 1, and finally from the first transmission member 1 to the second transmission member 2, and finally to the wheels to realize the steering of the vehicle.
  • the steering shaft 5 can transmit the steering torque of the steering wheel 210 to the first transmission member 1, so that when the first transmission member 1 is in the combined position, it can Effectively realize the steering of the vehicle.
  • the first transmission member 1 and the steering shaft 5 movable relative to each other in the axial direction, the first transmission member 1 can avoid affecting the steering shaft 5 when moving between the disengaged position and the combined position.
  • the steering shaft 5 can be prevented from moving, because the first transmission member 1
  • the size in the axial direction can be relatively small, so that the arrangement of the first transmission member 1 can be more convenient, and the movement of the first transmission member 1 can be more flexible and reliable.
  • a ball sliding assembly 6 is provided between the first transmission member 1 and the steering shaft 5 , and the first transmission member 1 and the steering shaft 5 pass through the ball sliding assembly 6 The torque is transmitted, and the relative movement of the first transmission member 1 and the steering shaft 5 in the axial direction of the steering shaft 5 is realized through the ball sliding assembly 6 .
  • the ball sliding assembly 6 may include an outer ball sliding ring, an inner ball sliding ring, and rolling elements. Wherein, the rolling body is arranged between the ball sliding outer ring and the ball sliding inner ring.
  • the ball sliding outer ring can be integrated with the first transmission member 1 to effectively reduce the sliding resistance and the risk of abnormal noise of the first driven member 32, and the ball sliding inner ring can be integrated with the steering shaft 5 or integrated with the steering shaft 5.
  • Steering shaft 5 is fixedly connected.
  • the friction between the first transmission member 1 and the steering shaft 5 can be eliminated.
  • the gap can avoid the noise caused by vibration during the movement of the first transmission member 1, and make the movement of the first transmission member 1 more stable and reliable.
  • the follower 32 may be a screw rod.
  • the driving device 31 includes a driver 311 and a transmission member 312 .
  • the transmission member 312 is in transmission connection with the driver 311 , and the inner peripheral surface of the transmission member 312 has an internal thread matched with the driven member 32 .
  • the driver 311 can drive the transmission member 312 to rotate.
  • the driven member 32 can move along the axial direction of the transmission member 312, thereby driving the first A transmission member 1 moves along its axial direction, so as to convert the rotational motion of the driver 311 into the linear movement of the first transmission member 1 .
  • the axial movement direction of the first transmission member 1 can be controlled by controlling the rotation direction of the driver 311 , so that the combination and separation of the first transmission member 1 and the second transmission member 2 can be effectively realized.
  • the driver 311 may be a motor. But not limited to this.
  • the driver 311 such as a motor has an output shaft.
  • the driving device 31 further includes a driving part 313, which is fixed on the output shaft, and the driving part 313 cooperates with the transmission part 312 to drive the transmission part 312 to rotate. Therefore, by providing the above-mentioned active element 313 , the active element 313 can effectively transmit the driving force of the driver 311 such as a motor to the transmission element 312 .
  • the driven member 32 can drive the first transmission member 1 to move axially, so as to realize disconnection or transmission of torque.
  • the driving element 313 may be a worm
  • the transmission element 312 may include a worm wheel 3124 engaged with the worm.
  • the worm and the worm gear 3124 can constitute the worm gear 3124 worm pair
  • the transmission member 312 and the follower 32 can constitute a thread pair, thereby ensuring that the driving force of the driver 311 can be effectively transmitted
  • the follower 32 the transmission is more stable and reliable, which can reduce the noise of the clutch device 100
  • the structure of the worm wheel 3124 and the worm is relatively compact, which can effectively reduce the occupied space of the clutch device 100 .
  • the transmission of the driving member 312 and the transmission member 312 may also use a screw nut pair or a rack and pinion pair, as long as the rotational motion of the driver 311 such as a motor can be converted into the linear motion of the driven member 32. Can.
  • the lead angle of the worm is ⁇ , where ⁇ satisfies: 10° ⁇ 20°.
  • the worm gear 3124 worm mechanism can be a self-locking mechanism, so that after the driven member 32 drives the first transmission member 1 to move in place, the first transmission member 1 can be in a compressed state, and the connection relationship is more reliable.
  • ⁇ may further satisfy 14° ⁇ 15°. But not limited to this.
  • ⁇ is not limited to 10° ⁇ 20°, for example, ⁇ can also be greater than 20° or less than 10°, as long as the transmission between the worm gear and the worm can be self-locked.
  • the clutch device 100 further includes a controller and a position detection component 7 .
  • the position detecting component 7 communicates with the controller, and the position detecting component 7 is used to detect the position of the first transmission member 1 and send the position signal of the first transmission member 1 to the controller.
  • the position detection assembly 7 set in this way can feed back the position of the first transmission member 1 (for example, the combined position and the disengaged position) to the controller, so that the position of the steering wheel 210 and the wheel can be determined through the position of the first transmission member 1.
  • the working state of the entire vehicle steering system 200 can be obtained.
  • the position detection component 7 includes a detection body 71 and a detection device 72 .
  • the detection body 71 communicates with the controller
  • the detection device 72 is arranged on the follower 32
  • the detection device 72 communicates with the detection body 71
  • the detection body 71 obtains the position of the first transmission member 1 by detecting the position of the detection device 72
  • the position signal of the detection device 72 is sent to the controller.
  • the detection body 71 can obtain the position of the first transmission member 1 indirectly by detecting the position of the detection device 72 without directly detecting the position of the driven member 32 or the first transmission member 1.
  • the volume can be small, the arrangement of the detection device 72 on the follower 32 can be more convenient, and the communication between the detection device 72 and the detection body 71 can be more convenient, so that the detection body 71 can detect more accurately where the detection device 72 is located. s position.
  • the detection body 71 may be a sensor body, and the detection device 72 may include a magnetic steel sleeve 721 and a detection magnetic steel 722 disposed on the magnetic steel sleeve 721 .
  • the sensor body can be fixed on the housing 206 by a sensor fixing screw 711 .
  • the central axis of the magnetic steel sleeve 721 can be parallel to the central axis of the sensor body.
  • the detection magnet 722 can be press-fitted inside the magnet sleeve 721 , which can reduce the occupied space of the detection magnet 722 .
  • the magnetic steel cover 721 can be threadedly matched with the follower 32, so that the magnetic steel cover 721 can be fixed on the follower 32, so that the magnetic steel cover 721, the magnetic steel and the follower 32 have no relative movement, so that the The position of the steel 722 accurately reflects the positions of the driven member 32 and the first transmission member 1, and the reliability is high.
  • the clutch device 100 further includes a locking device 8, and the locking device 8 is switchable between a locked state and an unlocked state.
  • the locking device 8 is in the locked state
  • the first transmission member 1 is locked in the combined position
  • the locking device 8 is in the unlocked state
  • the first transmission member 1 is unlocked.
  • the locking device 8 can ensure that the first transmission member 1 is stably in the combined position, so as to avoid factors such as vehicle bumps, vibrations, or control failures from causing the first transmission member 1 to turn.
  • the separation of the first transmission member 1 from the second transmission member 2 can ensure the stable transmission of steering torque, thereby ensuring safety.
  • the locking device 8 includes a retractable locking core 81 .
  • the follower 32 has a step portion 321, and when the locking device 8 is in the locked state, the locking core 81 is suitable for abutting against the step portion 321 so as to keep the first transmission member 1 in the combined position through the follower 32.
  • the locking core 81 retracts to separate from the step portion 321.
  • the locking device 8 further includes a locking body 82 on which the locking core 81 is disposed, and the locking body 82 can be fixed on the housing 206 .
  • the locking core 81 protrudes from the locking body 82 to stop on the step portion 321 and lock the first transmission member 1 at the combined position; when the first transmission member 1 When it is necessary to separate from the second transmission member 2, the controller can send an unlocking signal to the lock core 81, and at this time the lock core 81 can be retracted into the lock body 82, so that the driven member 32 can drive the first transmission member 1 Move towards the detached position, complete decoupling work.
  • the locking core 81 can effectively limit the axial movement of the follower 32 by abutting against the step portion 321 when the locking device 8 is in the locked state.
  • the moving part 32 and the first transmission part 1 are relatively fixed in the axial direction, so that the first transmission part 1 can be indirectly locked in the combined position, and since the locking core 81 does not need to be in direct contact with the first transmission part 1, it can avoid affect the rotation of the first transmission member 1.
  • At least one protrusion 11 is provided on one of the first transmission member 1 and the second transmission member 2, the first At least one groove 21 is formed on the other of the transmission member 1 and the second transmission member 2.
  • the protrusion 11 fits in the groove 21.
  • the protrusion 11 is disengaged from the groove 21 .
  • the plurality of grooves 21 includes a plurality of first grooves and a plurality of second grooves.
  • the lower end of the first transmission member 1 is provided with a plurality of first protrusions, the plurality of first protrusions are arranged at intervals along the circumference of the first transmission member 1, and a first groove is defined between two adjacent first protrusions .
  • the upper end of the second transmission member 2 is provided with a plurality of second protrusions, the plurality of second protrusions are arranged at intervals along the circumference of the second transmission member 2, and a second groove is defined between two adjacent second protrusions .
  • the protrusion 11 may be formed as a wedge-shaped protrusion whose cross-sectional area gradually decreases along the direction away from the corresponding end surface
  • the groove 21 may be formed as a wedge-shaped protrusion whose cross-sectional area gradually decreases along the direction of the notch toward the bottom of the groove.
  • the shape of the groove, the wedge-shaped protrusion and the wedge-shaped groove are adapted to each other.
  • "plurality" means two or more.
  • the protrusions 11 and grooves 21 when the first transmission member 1 is located at the combined position and a pressing force is applied between the first transmission member 1 and the second transmission member 2, the protrusions 11 and the grooves 21 can be tightly fitted, so that the gap between the first transmission member 1 and the second transmission member 2 can be eliminated, which is conducive to the reliable transmission of steering torque.
  • the clutch device 100 adopts the jaw clutch type (that is, the first transmission member 1 and the second transmission member 2 cooperate with the groove 21 through the protrusion 11 ).
  • the clutch device 100 can also be replaced by other rigid clutches; or the type of electromagnetic clutch can be used to directly drive the electromagnet to realize decoupling; of course, the clutch device can also use friction clutches, hydraulic clutches, etc.
  • the vehicle steering system 200 includes the clutch device 100 according to the embodiment of the above first aspect of the present application.
  • the vehicle steering system 200 may include a steering wheel 210 and a steering gear 209, the steering wheel 210 may be in transmission connection with the first transmission member 1 to realize the transmission of steering torque, and the steering gear 209 may be in transmission connection with the second transmission member 2 to realize steering transmission of torque.
  • the second transmission member 2 and the steering gear 209 may be connected through end face flanges, and locked by threaded fasteners such as bolts.
  • the transmission and disconnection of torque between the steering wheel 210 and the wheels can be effectively realized, and the wheels can be prevented from following the steering wheel 210 when playing games, thereby It can reduce the wear of the wheels, improve the user experience, and the transmission efficiency is high, which can effectively improve the reliability of the vehicle steering system 200 .
  • the vehicle steering system 200 further includes a rotation angle limiting mechanism 201, the rotation angle limiting mechanism 201 includes a turntable 202 and a limiter 203, and the turntable 202 is provided with at least one matching structure , the limiter 203 is provided with a first limiter structure and a second limiter structure, the turntable 202 rotates and drives the limiter 203 to move so that the matching structure and one of the first limiter structure and the second limiter structure Stopping, when the mating structure and the first limiting structure, the turntable 202 is in the first limit position, and when the matching structure is in contact with the second limiting structure, the turntable 202 is in the second limit position.
  • the turntable 202 may be fixed to the steering shaft 5 .
  • the driver manipulates the steering wheel 210 of the vehicle to drive the steering shaft 5 to rotate in the first direction of rotation, such as clockwise
  • the turntable 202 can rotate together with the steering shaft 5 in the first direction of rotation and drive the limiter 203 to move.
  • the turntable 202 rotates to the first limit position.
  • the turntable 202 cannot continue to rotate along the above-mentioned first rotation direction, but can only rotate in the second rotation direction opposite to the first rotation direction, for example, inversely.
  • a flat key may be used to position the turntable 202 in the circumferential direction and then be press-fitted on the steering shaft 5 .
  • the turntable 202 when the turntable 202 is at the first limit position or the second limit position, since the matching structure can abut against the first limit structure or the second limit structure, the further rotation of the turntable 202 can be limited, so that the turntable 202 can be realized.
  • the corner limit, and the corner limit mechanism 201 has a simple structure and high reliability. Moreover, when the steering wheel 210 of the vehicle steering system 200 is disconnected from the steering gear 209 to transmit the steering torque, it can effectively avoid damage to components such as the clock spring and the angle sensor due to the random rotation of the steering wheel 210 .
  • the matching structure can only abut against the corresponding first limiting structure or the second limiting mechanism when the turntable 202 is at the first limit position or the second limit position.
  • the matching structure can be staggered with the first limiting structure and the second limiting structure, so as to realize the large-angle limiting of the rotation angle limiting mechanism 201 and meet the steering requirement of the vehicle.
  • the turntable 202 is provided with a matching groove 2021
  • the limiter 203 is provided with a guide shaft 2031
  • the guide shaft 2031 is movably fitted in the matching groove 2021
  • the turntable 202 is guided through the guide shaft 2031.
  • the shaft 2031 drives the limiting member 203 to move.
  • the fitting groove 2021 may be a spiral groove, and when the guide shaft 2031 is located at both ends of the fitting groove 2021, the limiting member 203 is located at the first limit position or the second limit position, and the fitting The groove 2021 includes a plurality of matching segments, and each matching segment may be arc-shaped.
  • each matching segment may be arc-shaped.
  • the guide shaft 2031 may be a limit pin. But not limited to this.
  • the corner limiting mechanism 201 also includes a fixing part 204, which is formed as a guide groove 2041, and the limiting part 203 is movably fitted in the guiding groove 2041, when the turntable
  • the stopper 203 moves in the guide groove 2041 when the 202 rotates.
  • the fixing member 204 can be fixed to the housing 206 by fastening screws 2042 .
  • the guide groove 2041 can extend along the radial direction of the turntable 202 , and the limiting member 203 fits in the guide groove 2041 and is movable relative to the guide groove 2041 .
  • the guide shaft 2031 will move along the matching groove 2021. Since the guide shaft 2031 is arranged on the limiter 203, the guide shaft 2031 will drive the limiter 203 relative to the fixed member 204 Move in the guide groove 2041.
  • the guide groove 2041 can play an effective position-limiting and guiding role, so that the position-limiting member 203 can move along the guide groove 2041, and the rotation of the position-limiting member 203 is limited, thereby ensuring The limit reliability of the angle limit mechanism 201.
  • an elastic member 205 may be provided between the inner wall of the guide groove 2041 and the limiting member 203 .
  • the limiting member 203 may be provided with an elastic coating for pre-tightening and anti-wear.
  • the elastic member 205 arranged in this way can reduce the friction between the inner wall of the guide groove 2041 and the limiting member 203, reduce the wear of the fixing member 204 and the limiting member 203, and make the movement of the limiting member 203 more smooth , to increase the moving speed of the limiting member 203 .
  • the elastic member 205 can also prevent the generation of noise due to the contact between the limiting member 203 and the inner wall of the guide groove 2041 , so that the working efficiency and reliability of the corner limiting mechanism 201 are higher.
  • the elastic member 205 may be a leaf spring. But not limited to this.
  • rotation angle limiting mechanism 201 is not limited to the above-mentioned structure, for example, a reduction structure with a small tooth difference or a nut screw limiting structure may also be used.
  • the vehicle steering system 200 further includes a housing 206, at least a part of at least one of the first transmission member 1 and the second transmission member 2 of the clutch device 100 It is arranged in the housing 206 , and the driven member 32 of the clutch device 100 is arranged in the housing 206 , and the end of the housing 206 away from the first transmission member 1 is provided with a dustproof cover 207 .
  • the housing 206 includes an upper housing 2061 and a lower housing 2062 .
  • the upper casing 2061 and the lower casing 2062 can be processed with a matching ring surface to ensure the coaxiality of the installation, and at the same time, the first sealing ring 2063 such as an O-shaped sealing ring can be used between the upper casing 2061 and the lower casing 2062. Radially sealed and locked by the first bolt assembly 2064.
  • a support member 208 is fixed on the upper housing 2061 , and the dust cover 207 can be nested in the support member 208 . When installed, the dust cover 207 can be press fit with the dash panel of the vehicle.
  • the dust cover 207 may be a rubber dust cover.
  • the dustproof, waterproof and sound insulation effects of the vehicle steering system 200 can be effectively realized, thereby improving the reliability of the vehicle steering system 200 and the ride comfort of the vehicle.
  • the vehicle steering system 200 may further include a feel simulation device and a control unit.
  • the feel simulation device can simulate the steering wheel 210 and the steering gear when the steering wheel 210 and the steering gear 209 are disconnected from the steering torque transmission. 209 Steering feel when transferring steering torque.
  • the control unit can interact with the whole vehicle, identify necessary signals and feed back the game feel required by the driver through sensors.
  • a vehicle steering system 200 according to a specific embodiment of the present application will be described in detail below with reference to FIGS. 1-10 .
  • the driver 311 is fixed to the upper housing 2061 by mounting screws 3111 , and the joint surface of the driver 311 and the upper housing 2061 can be sealed with a second sealing ring such as an O-ring.
  • the output shaft of the driver 311 is positioned with the first bearing 2065, such as a deep groove ball bearing, that is press-fitted in the lower housing 2062 to ensure coaxiality.
  • the screw plug 3131 is used to compress the first bearing 2065, and the thread sealant is applied to achieve sealing.
  • the driver 311 such as a motor can be arranged along the radial direction of the steering shaft 5 , or can be arranged in parallel along the axial direction of the steering shaft 5 by adopting an integrated motor combined with a ball screw transmission type.
  • the transmission member 312 is mounted on the lower casing 2062 through a second bearing 3121 such as a double-row angular contact bearing.
  • a second bearing 3121 such as a double-row angular contact bearing.
  • One side of the outer ring of the second bearing 3121 abuts against the shaft shoulder of the lower casing 2062, and the other side passes through the first anti-backlash retaining ring 3122
  • the hole is axially positioned with an anti-backlash retaining ring
  • one side of the inner ring of the second bearing 3121 abuts against the shaft shoulder of the transmission member 312, and the other side is axially positioned through the second anti-backlash retaining ring 3123, such as an anti-backlash retaining ring for the shaft,
  • the installation and positioning of the transmission member 312 and the lower housing 2062 can be realized.
  • the steering shaft 5 is positioned and installed with the upper housing 2061 through the third bearing 51, such as a deep groove ball bearing.
  • the third bearing 51 such as a deep groove ball bearing.
  • One side of the outer ring of the third bearing 51 abuts against the shoulder of the upper housing 2061, and the other side passes through the third anti-backlash retaining ring 511, for example, the hole is axially positioned with an anti-backlash retaining ring
  • one side of the inner ring of the third bearing 51 abuts against the shoulder of the steering shaft 5
  • the other side is axially positioned through the fourth anti-backlash retaining ring 512, such as an anti-backlash retaining ring for the shaft,
  • the installation and positioning of the steering shaft 5 and the upper housing 2061 are realized.
  • the clutch device 100 includes an oil seal 9, the outer ring of the oil seal 9 is press-fitted on the upper housing 2061, and the inner ring of the oil seal 9 forms a dynamic sealing relationship with the steering shaft 5, so as to ensure that the dustproof and waterproof level of the entire vehicle steering system 200 meets the requirements.
  • the steering gear 209 includes a steering gear housing 2091.
  • the steering gear housing 2091 and the lower housing 2062 are processed with a mating ring surface to ensure the coaxiality of the installation.
  • a third sealing ring 2092 such as an O-ring is used for axial sealing and positioning.
  • the second bolt assembly 2093 to lock. Simultaneously, the gear shaft of the steering shaft 5 and the steering gear 209 cooperates through the needle bearing 2094 to ensure coaxiality.
  • the driver's steering torque is transmitted to the steering shaft 5 through the steering column 211, and the steering shaft 5 transmits the steering torque to the steering shaft 5 through the ball sliding assembly 6.
  • the first transmission member 1 since the first transmission member 1 is combined with the second transmission member 2 at this time, can drive the diverter 209 to rotate.
  • the first transmission member 1 When the first transmission member 1 is in the disengaged position, the first transmission member 1 is completely separated from the second transmission member 2, and at this time the first transmission member 1 can rotate freely relative to the second transmission member 2, thereby realizing the vehicle steering system 200
  • the mechanical transmission chain is interrupted, the driver's operation on the steering wheel 210 will not be transmitted to the wheels when in the game mode, which realizes the decoupling of the vehicle steering system 200 .
  • the vehicle steering system 200 has the function of decoupling the mechanical transmission chain, and the clutch device 100 can be applied on a platform, for example, it can be installed on the steering shaft 5, so that the steering wheel 210 can rotate freely without changing
  • the hard points of the original vehicle steering system can ensure that the driving steering feel is consistent with the original state when the first transmission member 1 is in the combined position, and the changes to the original vehicle steering system are small.
  • the vehicle (not shown) according to the embodiment of the third aspect of the present application includes the vehicle steering system 200 according to the embodiment of the above second aspect of the present application.
  • the transmission and disconnection of the steering torque between the steering wheel 210 and the wheels can be effectively realized, and the transmission efficiency and reliability are high.
  • first feature and “second feature” may include one or more of these features.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary, and it may be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application in specific situations.
  • references to the terms “one embodiment,” “some embodiments,” “exemplary embodiments,” “example,” “specific examples,” or “some examples” are intended to mean that the implementation A specific feature, structure, material, or characteristic described by an embodiment or example is included in at least one embodiment or example of the present application.
  • schematic representations of the above terms do not necessarily refer to the same embodiment or example.

Abstract

一种离合装置（100）包括：第一传动件（1）和第二传动件（2），第一传动件在结合位置和分离位置之间可移动，第一传动件在结合位置时与第二传动件结合且传递扭矩，第一传动件在分离位置时与第二传动件分离且断开扭矩的传递；驱动机构（3），驱动机构包括驱动装置（31）和从动件（32），驱动装置驱动从动件移动以带动第一传动件在结合位置和分离位置之间移动，从动件的移动方向和第一传动件的移动方向平行。还包括具备离合装置的车辆转向系统（200）和车辆。该离合装置可以实现转向扭矩的传递和断开，且传动效率和可靠性较高。

Description

离合装置和具有其的车辆转向系统、车辆
相关申请的交叉引用
本申请要求申请日为2021年5月28日、申请号为202110588616.5、专利申请名称为“离合装置和具有其的车辆转向系统、车辆”的优先权。
技术领域
本申请涉及车辆技术领域，尤其是涉及一种离合装置和具有其的车辆转向系统、车辆。
背景技术
相关技术中，车辆转向系统始终传递转向扭矩，而无法断开转向扭矩的传递，导致车轮和转向盘始终保持联动，随着车载多媒体功能和自动驾驶功能等新兴功能的完善，车辆转向系统已无法匹配这些新兴功能，导致用户的使用体验较差。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出一种离合装置，所述离合装置可以实现转向扭矩的传递和断开，且传动效率和可靠性较高。
本申请的另一个目的在于提出一种具有上述离合装置的车辆转向系统。
本申请的再一个目的在于提出一种具有上述车辆转向系统的车辆。
根据本申请第一方面实施例的离合装置，包括：第一传动件和第二传动件，所述第一传动件在结合位置和分离位置之间可移动，所述第一传动件在所述结合位置时与所述第二传动件结合且传递扭矩，所述第一传动件在所述分离位置时与所述第二传动件分离且断开扭矩的传递；驱动机构，所述驱动机构包括驱动装置和从动件，所述从动件分别与所述驱动装置和所述第一传动件传动连接，所述驱动装置驱动所述从动件移动以带动所述第一传动件在所述结合位置和所述分离位置之间移动，所述从动件的移动方向和所述第一传动件的移动方向平行。
根据本申请实施例的离合装置，通过使驱动装置驱动从动件移动以带动第一传动件在结合位置和分离位置之间移动且从动件的移动方向和第一传动件的移动方向平行，当离合装置应用于车辆转向系统时，可以有效实现转向盘和车轮之间扭矩的传递和断开，当进行游戏时可以避免车轮跟随转向盘转动，从而可以降低车轮的磨损，提升用户的使用体验。而且，驱动装置、从动件和第一传动件之间的传动效率和传动准确性较高，可以有效避免第一传动件和从动件之间产生弯矩作用，从而可以有效提高离合装置的可靠性。
根据本申请的一些实施例，所述从动件的中心轴线和所述第一传动件的中心轴线均沿所述从动件的移动方向延伸，所述第一传动件与所述从动件在所述从动件的轴向上相对固 定，且所述第一传动件与所述从动件可相对转动。
根据本申请的一些实施例，所述第一传动件与所述从动件之间设有轴承，所述轴承包括内圈、外圈、以及可滚动地设在所述内圈和所述外圈之间的多个滚动体；所述第一传动件上设有轴向间隔设置的第一轴肩和第一紧固件，所述内圈止抵在所述第一轴肩和所述第一紧固件之间，所述从动件上设有轴向间隔设置的第二轴肩和第二紧固件，所述外圈止抵在所述第二轴肩和所述第二紧固件之间，以实现所述第一传动件与所述从动件在所述从动件的轴向上的相对固定和周向上的相对转动。
根据本申请的一些实施例，所述离合装置进一步包括：转向轴，所述第一传动件套设在所述转向轴上，所述第一传动件与所述转向轴在所述转向轴的周向上相对固定，且所述第一传动件相对于所述转向轴沿所述转向轴的轴向在所述结合位置和所述分离位置之间可移动。
根据本申请的一些实施例，所述从动件为丝杆；所述驱动装置包括：驱动器；传动件，所述传动件与所述驱动器传动连接，所述传动件的内周面具有与所述从动件配合的内螺纹。
根据本申请的一些实施例，所述驱动器具有输出轴；所述驱动装置进一步包括：主动件，所述主动件固定在所述输出轴上，且所述主动件与所述传动件配合以带动所述传动件转动。
根据本申请的一些实施例，所述主动件为蜗杆，所述传动件包括与所述蜗杆啮合的蜗轮。
根据本申请的一些实施例，所述离合装置进一步包括：控制器；位置检测组件，所述位置检测组件与所述控制器通讯，所述位置检测组件用于检测所述第一传动件的位置并将所述第一传动件的位置信号发送至所述控制器。
根据本申请的一些实施例，所述位置检测组件包括：检测主体，所述检测主体与所述控制器通讯；检测装置，所述检测装置设在所述从动件上，所述检测装置与所述检测主体通讯，所述检测主体通过检测所述检测装置的位置得到所述第一传动件的位置并将所述检测装置的位置信号发送至所述控制器。
根据本申请的一些实施例，所述检测主体为传感器主体，所述检测装置包括磁钢套和设在所述磁钢套上的检测磁钢。
根据本申请的一些实施例，所述离合装置进一步包括：锁止装置，所述锁止装置在锁止状态和解锁状态之间可切换，当所述锁止装置处于所述锁止状态时将所述第一传动件锁定在所述结合位置，当所述锁止装置处于所述解锁状态时解除对所述第一传动件的锁定。
根据本申请的一些实施例，所述锁止装置包括可伸缩的锁止芯；所述从动件具有台阶部，当所述锁止装置处于所述锁止状态时所述锁止芯适于与所述台阶部止抵以通过所述从动件使所述第一传动件保持在所述结合位置，当所述锁止装置处于所述解锁状态时所述锁止芯回缩以与所述台阶部分离。
根据本申请的一些实施例，所述第一传动件和所述第二传动件中的其中一个上设有至少一个凸起，所述第一传动件和所述第二传动件中的另一个上形成有至少一个凹槽；当所 述第一传动件位于所述结合位置时所述凸起配合在所述凹槽内，当所述第一传动件位于所述分离位置时所述凸起与所述凹槽脱离配合。
根据本申请第二方面实施例的车辆转向系统，包括根据本申请上述第一方面实施例的离合装置。
根据本申请第三方面实施例的车辆，包括根据本申请上述第二方面实施例的车辆转向系统。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请实施例的车辆转向系统的立体结构示意图；
图2是根据本申请实施例的离合装置的立体结构示意图；
图3是图2中所示的离合装置的另一个角度的立体结构示意图；
图4是根据本申请实施例的离合装置的结构示意图，其中第一传动件位于结合位置；
图5是根据本申请实施例的离合装置的结构示意图，其中第一传动件位于分离位置；
图6是根据本申请实施例的离合装置的剖视结构示意图；
图7是根据本申请实施例的离合装置的另一个剖视结构示意图；
图8是根据本申请实施例的离合装置的局部剖视结构示意图；
图9是根据本申请实施例的离合装置的另一个局部剖视结构示意图；
图10是根据本申请实施例的转角限位机构的剖视结构示意图。
附图标记：
100：离合装置；
1：第一传动件；11：凸起；12：第一紧固件；2：第二传动件；21：凹槽；
3：驱动机构；31：驱动装置；311：驱动器；3111：安装螺钉；312：传动件；
3121：第二轴承；3122：第一消隙挡圈；3123：第二消隙挡圈；3124：蜗轮；
313：主动件；3131：螺塞；32：从动件；321：台阶部；3212：第二紧固件；
4：轴承；5：转向轴；51：第三轴承；511：第三消隙挡圈；512：第四消隙挡圈；
6：球滑移组件；7：位置检测组件；71：检测主体；711：传感器固定螺钉；
72：检测装置；721：磁钢套；722：检测磁钢；
8：锁止装置；81：锁止芯；82：锁止本体；9：油封；
200：车辆转向系统；
201：转角限位机构；202：转盘；2021：配合槽；203：限位件；2031：导向轴；
204：固定件；2041：导向槽；2042：紧固螺钉；205：弹性件；206：壳体；
2061：上壳体；2062：下壳体；2063：第一密封圈；2064：第一螺栓组件；
2065：第一轴承；207：防尘罩；208：支撑件；209：转向器；
2091：转向器壳体；2092：第三密封圈；2093：第二螺栓组件；
2094：滚针轴承；210：转向盘；211：转向管柱。
具体实施方式
下面详细描述本申请的实施例，参考附图描述的实施例是示例性的，下面详细描述本申请的实施例。
下面参考图1-图10描述根据本申请第一方面实施例的离合装置100。离合装置100可以应用于车辆转向系统200。在本申请下面的描述中，以离合装置100应用于车辆转向系统200为例进行说明。
如图4-图7所示，根据本申请第一方面实施例的离合装置100，包括第一传动件1、第二传动件2和驱动机构3。
第一传动件1在结合位置和分离位置之间可移动，第一传动件1在结合位置时与第二传动件2结合且传递扭矩，第一传动件1在分离位置时与第二传动件2分离且断开扭矩的传递。如此设置，第一传动件1在结合位置时可以实现第一传动件1和第二传动件2的同步转动，当离合装置100应用于车辆转向系统200时，车辆转向系统200可以正常将驾驶员操纵转向盘210的力矩传递到转向器209上。第一传动件1在分离位置时可以实现第一传动件1和第二传动件2的单独转动，此时转向盘210与转向器209的连接被断开，当转动转向盘210时，转向器209不会被驱动而跟随转向盘210运动，但转向盘210仍然可带动组合开关、时钟弹簧、角度传感器等部件正常运行，此状态下的转向盘210可作为车辆驾驶的模拟器使用，可对车载设备或外部设备输出转向盘210转角信号，例如，此时转向盘210可以用于车载多媒体的控制器，进行赛车游戏等，可以避免由车轮跟随转动而加剧轮胎的磨损，降低安全隐患。而且，此时转向器209的转动同样也不会带动转向盘210跟随运动，例如车辆处于遥控驾驶或者自动驾驶状态时，转向器209运动控制整车转向，而转向盘210可以不跟随转向器209一起转动，以保证驾驶员的安全和乘坐舒适性。
驱动机构3包括驱动装置31和从动件32，从动件32分别与驱动装置31和第一传动件1传动连接，驱动装置31驱动从动件32移动以带动第一传动件1在结合位置和分离位置之间移动。由此，通过使驱动装置31驱动从动件32移动可以实现第一传动件1的移动，从而可以实现第一传动件1和第二传动件2之间转向扭矩的传递和断开。
结合图7，从动件32的移动方向和第一传动件1的移动方向平行。这样，当驱动装置31驱动从动件32带动第一传动件1移动时，第一传动件1对从动件32的作用力的方向平行于从动件32的移动方向，从而可以有效避免第一传动件1对从动件32产生弯矩作用，使驱动装置31与从动件32之间的配合可以更加精准可靠。而且，从动件32对第一传动件1的作用力的方向可以平行于第一传动件1移动方向，从而可以避免从动件32对第一传动件1产生弯矩作用，保证第一从动件32可以沿其移动方向运动，进而可以有效提升第一传动件1运动的流畅性，避免第一传动件1运动时出现卡死的情况。另外，通过上述设置， 驱动装置31、从动件32和第一传动件1之间的传动路径较短，且传动可以更加准确，从而可以有效提高驱动装置31、从动件32和第一传动件1之间的传动效率。
根据本申请实施例的离合装置100，通过使驱动装置31驱动从动件32移动以带动第一传动件1在结合位置和分离位置之间移动且从动件32的中心轴线和第一传动件1的中心轴线平行，当离合装置100应用于车辆转向系统200时，可以有效实现转向盘210和车轮之间扭矩的传递和断开，当进行游戏时可以避免车轮跟随转向盘210转动，从而可以降低车轮的磨损，提升用户的使用体验。而且，驱动装置31、从动件32和第一传动件1之间的传动效率和传动准确性较高，可以有效避免第一传动件1和从动件32之间产生弯矩作用，从而可以有效提高离合装置100的可靠性。
在本申请的一些实施例中，参照图7，从动件32的中心轴线和第一传动件1的中心轴线均沿从动件32的移动方向延伸，第一传动件1与从动件32在从动件32的轴向上相对固定，且第一传动件1与从动件32可相对转动。例如，在图7的示例中，从动件32和第一传动件1可以同轴设置，第一传动件1与从动件32在从动件32的周向上可以相对转动。如此设置，一方面，可以有效避免从动件32与第一传动件1之间的作用力偏离二者的轴线方向，保证从动件32对第一传动件1仅产生沿第一从动件32中心轴线方向的作用力，且第一传动件1对从动件32同样仅产生沿第一从动件32中心轴线方向的作用力，从而可以进一步提高从动件32与第一传动件1之间的传动效率和准确性；另一方面，可以有效减小从动件32和第一传动件1在第一传动件1的径向上的占用空间，使离合装置100的体积可以更小，有利于车辆转向系统200的其它结构件的空间布局。另外，当驱动装置31驱动从动件32移动时，从动件32可以带动第一传动件1沿从动件32的轴向同步移动，且第一传动件1和从动件32中的其中一个的转动可以不受另一个的影响，保证扭矩传递和断开的可靠性。
在本申请的一些可选实施例中，如图7所示，第一传动件1与从动件32之间设有轴承4，轴承4包括内圈、外圈以及可滚动地设在内圈和外圈之间的多个滚动体。第一传动件1上设有轴向间隔设置的第一轴肩和第一紧固件12，内圈止抵在第一轴肩和第一紧固件12之间，从动件32上设有轴向间隔设置的第二轴肩和第二紧固件3212，外圈止抵在第二轴肩和第二紧固件3212之间，以实现第一传动件1与从动件32在从动件32的轴向上的相对固定和周向上的相对转动。
例如，在图7的示例中，第一传动件1的一端固定有第一紧固件12例如外锁紧螺母，从动件32的远离第一紧固件12的一端固定有第二紧固件3212例如内锁紧螺母。轴承4的外圈的一端止抵于第二轴肩，轴承4的外圈的另一端止抵于第二紧固件3212，以实现轴承4的外圈的轴向定位。轴承4的内圈的一端止抵于第一轴肩，轴承4的内圈的另一端止抵于第一紧固件12，以实现轴承4的内圈的轴向定位。由此，通过设置上述的轴承4，可以有效实现第一传动件1和从动件32的安装定位，对第一传动件1和从动件32起到较好的支撑作用，承受较大轴向负荷，且可以保证第一传动件1和从动件32的同轴度，在实现第一传动件1与从动件32轴向上的相对固定和周向上的相对转动的同时，可以有效延长第一 传动件1和从动件32的使用寿命。其中，轴承4可以为双列角接触轴承。但不限于此。
在本申请的进一步实施例中，如图6-图9所示，离合装置100进一步包括：转向轴5，第一传动件1套设在转向轴5上，第一传动件1与转向轴5在转向轴5的周向上相对固定，且第一传动件1相对于转向轴5沿转向轴5的轴向在结合位置和分离位置之间可移动。例如，转向轴5的上端可以与转向盘210传动连接，第二传动件2可以设在转向器209上。当车辆在路面上正常行驶时，第一传动件1位于结合位置。当驾驶员操控转向盘210转向时，驾驶员作用在转向盘210上的转向扭矩可以传递至转向轴5，由于第一传动件1与转向轴5在转向轴5的周向上相对固定，转向轴5可以将转向扭矩传递至第一传动件1，并最终从第一传动件1传递至第二传动件2，最终传递至车轮，实现车辆的转向。
由此，通过使第一传动件1与转向轴5周向上相对固定，转向轴5可以将转向盘210的转向扭矩传递至第一传动件1，从而当第一传动件1位于结合位置时可以有效实现车辆的转向。通过使第一传动件1与转向轴5轴向上可相对移动，第一传动件1在分离位置和结合位置之间移动时可以避免影响转向轴5。而且，通过使第一传动件1沿转向轴5的轴向在结合位置和分离位置之间可移动，在实现扭矩的传递与分离的同时，可以避免转向轴5移动，由于第一传动件1轴向上的尺寸可以相对较小，从而使第一传动件1的布置可以更加方便，且第一传动件1的移动可以更加灵活可靠。
在本申请的一些实施例中，参照图6-图9，第一传动件1和转向轴5之间设有球滑移组件6，第一传动件1和转向轴5通过球滑移组件6传递扭矩，且第一传动件1和转向轴5通过球滑移组件6实现在转向轴5的轴向上的相对移动。例如，在图6-图9的示例中，球滑移组件6可以包括球滑移外圈、球滑移内圈和滚动体。其中，滚动体设在球滑移外圈和球滑移内圈之间。其中，球滑移外圈可以与第一传动件1为一体结构，以有效降低第一从动件32的滑动阻力和异响风险，球滑移内圈可以与转向轴5为一体结构或与转向轴5固定连接。
由此，通过设在上述的球滑移组件6，在实现第一传动件1和转向轴5之间的扭矩传递以及相对移动的同时，可以消除第一传动件1和转向轴5之间的间隙，从而可以避免在第一传动件1的移动过程中由于振动而产生噪声，使第一传动件1的移动更加平稳可靠。
在本申请的一些实施例中，参照图7并结合图2和图3，从动件32可以为丝杆。驱动装置31包括驱动器311和传动件312。其中，传动件312与驱动器311传动连接，传动件312的内周面具有与从动件32配合的内螺纹。例如，驱动器311可以带动传动件312做旋转运动，由于传动件312与从动件32螺纹配合，因此当传动件312转动时，从动件32可以沿传动件312的轴向移动，从而带动第一传动件1沿其轴向移动，以实现将驱动器311的旋转运动转化为第一传动件1的直线移动。而且，通过控制驱动器311的转动方向可以控制第一传动件1沿轴向移动的方向，从而可以有效实现第一传动件1与第二传动件2的结合和分离。可选地，驱动器311可以为电机。但不限于此。
在本申请的进一步实施例中，驱动器311例如电机具有输出轴。驱动装置31进一步包括主动件313，主动件313固定在输出轴上，且主动件313与传动件312配合以带动传动 件312转动。由此，通过设置上述的主动件313，主动件313可以将驱动器311例如电机的驱动力有效传递至传动件312。具体地，由于主动件313固定在输出轴上，当驱动器311例如电机运转时，输出轴可以带动主动件313转动，由于主动件313与传动件312配合，主动件313可以带动传动件312转动，从而使从动件32可以带动第一传动件1轴向移动，以实现扭矩的断开或传递。
可选地，如图4、图5和图7所示，主动件313可以为蜗杆，传动件312可以包括与蜗杆啮合的蜗轮3124。由此，通过使蜗轮3124蜗杆啮合，一方面，蜗杆和蜗轮3124可以构成蜗轮3124蜗杆副，而传动件312与从动件32而可以构成螺纹副，从而保证可以有效将驱动器311的驱动力传递至从动件32，传动更加平稳可靠，可以降低离合装置100的噪声，且蜗轮3124和蜗杆的结构较紧凑，可以有效减小离合装置100的占用空间。
当然，本申请不限于此，主动件312与传动件312的传动也可采用丝杆螺母副或齿轮齿条副，只要可以将驱动器311例如电机的旋转运动转化为从动件32的直线运动即可。
在本申请的一些可选实施例中，蜗杆的导程角为γ，其中，γ满足：10°≤γ≤20°。如此设置，蜗轮3124蜗杆机构可以为自锁机构，使从动件32带动第一传动件1移动到位后，第一传动件1可以处于被压紧状态，连接关系更加可靠。进一步可选地，γ可以进一步满足14°≤γ≤15°。但不限于此。
当然，本领域技术人员可以理解，蜗轮3124蜗杆传动发生自锁的条件还与蜗轮3124蜗杆之间的摩擦系数有关，因此，γ不限于10°～20°，例如γ还可以大于20°或小于10°，只要保证蜗轮3124蜗杆之间的传动可以发生自锁即可。
在本申请的一些实施例中，参照图8，离合装置100进一步包括控制器和位置检测组件7。其中，位置检测组件7与控制器通讯，位置检测组件7用于检测第一传动件1的位置并将第一传动件1的位置信号发送至控制器。由此，如此设置的位置检测组件7可以向控制器反馈第一传动件1所处的位置(例如结合位置和分离位置)，从而可以通过第一传动件1的位置判断出转向盘210与车轮传递转向扭矩或断开转向扭矩，进而可以得到整个车辆转向系统200的工作状态。
在本申请的一些具体实施例中，结合图8，位置检测组件7包括检测主体71和检测装置72。其中，检测主体71与控制器通讯，检测装置72设在从动件32上，检测装置72与检测主体71通讯，检测主体71通过检测检测装置72的位置得到第一传动件1的位置并将检测装置72的位置信号发送至控制器。由此，通过上述设置，检测主体71可以无需直接检测从动件32或第一传动件1的位置，可以通过检测检测装置72的位置间接得到第一传动件1的位置，由于检测装置72的体积可以较小，检测装置72在从动件32上的布置可以较为方便，且检测装置72与检测主体71的通讯可以更加方便，从而使检测主体71可以更准确地检测到检测装置72所处的位置。
在本申请的一些示例中，参照图8，检测主体71可以为传感器主体，检测装置72可以包括磁钢套721和设在磁钢套721上的检测磁钢722。例如，在图8的示例中，传感器主体可以通过传感器固定螺钉711固定在壳体206上。磁钢套721的中心轴线可以与传感器 主体的中心轴线平行。检测磁钢722可以压装于磁钢套721内部，这样可以减小检测磁钢722的占用空间。磁钢套721可以与从动件32螺纹配合，这样可以将磁钢套721固定在从动件32上，使磁钢套721、磁钢和从动件32无相对运动，从而可以通过检测磁钢722的位置准确地反映出从动件32和第一传动件1所处的位置，可靠性较高。
在本申请的一席实施例中，如图9所示，离合装置100进一步包括锁止装置8，锁止装置8在锁止状态和解锁状态之间可切换，当锁止装置8处于锁止状态时将第一传动件1锁定在结合位置，当锁止装置8处于解锁状态时解除对第一传动件1的锁定。这样，在车辆正常行驶等需要由转向盘210控制车辆转向的情况下，通过锁止装置8能够保证第一传动件1稳定地处于结合位置，避免因车辆颠簸、振动或控制故障等因素导致第一传动件1与第二传动件2分离，即能够保证转向扭矩稳定地传递，从而保证安全性。
在本申请的一些具体实施例中，参照图9，锁止装置8包括可伸缩的锁止芯81。从动件32具有台阶部321，当锁止装置8处于锁止状态时锁止芯81适于与台阶部321止抵以通过从动件32使第一传动件1保持在结合位置，当锁止装置8处于解锁状态时锁止芯81回缩以与台阶部321分离。例如，在图9的示例中，锁止装置8还包括锁止本体82，锁止芯81设在锁止本体82上，锁止本体82可以固定在壳体206上。当锁止装置8处于锁止状态时，锁止芯81从锁止本体82内伸出，以止挡在台阶部321上，将第一传动件1锁定在结合位置；当第一传动件1需要与第二传动件2分离时，控制器可以向锁止芯81发出解锁信号，此时锁止芯81可以回缩至锁止本体82内，使从动件32可以带动第一传动件1朝向分离位置移动，完整解耦工作。
由此，通过设置上述的可伸缩的锁止芯81，锁止芯81可以在锁止装置8处于锁止状态时通过与台阶部321止抵有效限定从动件32沿轴向移动，由于从动件32与第一传动件1在轴向上相对固定，从而可以间接将第一传动件1锁定在结合位置，且由于锁止芯81可以无需与第一传动件1直接接触，从而可以避免影响第一传动件1的转动。
在本申请的一些实施例中，如图4、图5、图7-图9所示，第一传动件1和第二传动件2中的其中一个上设有至少一个凸起11，第一传动件1和第二传动件2中的另一个上形成有至少一个凹槽21，当第一传动件1位于结合位置时凸起11配合在凹槽21内，当第一传动件1位于分离位置时凸起11与凹槽21脱离配合。例如，在图4、图5、图7-图9的示例中，凸起11和凹槽21均为多个，多个凸起11可以包括多个第一凸起和多个第二凸起，多个凹槽21包括多个第一凹槽和多个第二凹槽。第一传动件1的下端设有多个第一凸起，多个第一凸起沿第一传动件1的周向间隔设置，相邻两个第一凸起之间限定出第一凹槽。第二传动件2的上端设有多个第二凸起，多个第二凸起沿第二传动件2的周向间隔设置，相邻两个第二凸起之间限定出第二凹槽。当第一传动件1位于结合位置时，多个第一凸起分别配合在多个第二凹槽内，且多个第二凸起分别配合在多个第一凹槽内。可选地，凸起11可以形成为沿朝向远离对应端面的方向横截面积逐渐减小的楔形凸起，凹槽21可以形成为沿槽口朝向槽底的方向横截面积逐渐减小的楔形凹槽，楔形凸起与楔形凹槽的形状彼此相适配。在本申请的描述中，“多个”的含义是两个或两个以上。
由此，通过设置上述的凸起11和凹槽21，当第一传动件1位于结合位置且第一传动件1和第二传动件2之间受到挤压力时，凸起11与凹槽21能够紧密配合，从而能够消除第一传动件1和第二传动件2之间的间隙，有利于转向扭矩可靠地传递。
需要说明的是，根据本申请实施例的离合装置100采用了牙嵌离合器的型式(即第一传动件1与第二传动件2通过凸起11与凹槽21配合)。但本申请对此不作限定，例如离合装置100也可采用其他刚性离合器替代；或使用电磁离合器的型式，直接驱动电磁铁实现解耦；当然，离合器装置也可选用摩擦式离合器、液压离合器等。
根据本申请第二方面实施例的车辆转向系统200，包括根据本申请上述第一方面实施例的离合装置100。例如，车辆转向系统200可以包括转向盘210和转向器209，转向盘210可以与第一传动件1传动连接以实现转向扭矩的传递，转向器209可以与第二传动件2传动连接以实现转向扭矩的传递。可选地，第二传动件2与转向器209可以通过端面法兰连接，并通过螺纹紧固件例如螺栓锁紧。
根据本申请实施例的车辆转向系统200，通过采用上述的离合装置100，可以有效实现转向盘210和车轮之间扭矩的传递和断开，当进行游戏时可以避免车轮跟随转向盘210转动，从而可以降低车轮的磨损，提升用户的使用体验，且传动效率较高，可以有效提升车辆转向系统200的可靠性。
在本申请的一些实施例中，如图10所示，车辆转向系统200进一步包括转角限位机构201，转角限位机构201包括转盘202和限位件203，转盘202上设有至少一个配合结构，限位件203上设有第一限位结构和第二限位结构，转盘202转动且带动限位件203运动以使配合结构与第一限位结构和第二限位结构中的其中一个止抵，当配合结构与第一限位结构止抵时转盘202位于第一极限位置，当配合结构与第二限位结构止抵时转盘202位于第二极限位置。
例如，转盘202可以与转向轴5固定。当驾驶员操控车辆的转向盘210带动转向轴5沿第一转动方向例如顺时针方向转动时，转盘202可以随转向轴5沿上述第一转动方向一起转动并带动限位件203运动，当配合结构与第一限位结构止抵时，转盘202转动至第一极限位置，此时转盘202无法沿上述第一转动方向继续转动，只能沿与第一转动方向相反的第二转动方向例如逆时针方向转动，从而可以实现转向轴5沿第一转动方向的角度限位；当驾驶员操控车辆的转向盘210带动转向轴5沿第二转动方向例如逆时针方向转动时，转盘202可以随转向轴5沿第二转动方向一起转动并带动限位件203运动，当配合结构与第二限位结构止抵时，转盘202转动至第二极限位置，此时转盘202无法沿上述第二转动方向继续转动，只能沿第一转动方向转动，从而可以实现转向轴5沿第二转动方向的角度限位。可选地，为保证转向盘210与转盘202角度对中，可以采用扁平键对转盘202进行周向定位后压装于转向轴5。
由此，当转盘202位于第一极限位置或第二极限位置时，由于配合结构可以与第一限位结构或第二限位结构止抵，可以限定转盘202的进一步转动，从而可以实现转盘202的转角限位，且转角限位机构201的结构简单，可靠性较高。而且，当车辆转向系统200的 转向盘210与转向器209断开转向扭矩的传递时，可以有效避免由于转向盘210随意转动而损坏时钟弹簧和角度传感器等零部件。另外，通过设置上述的限位件203，使配合结构只有在当转盘202位于第一极限位置或第二极限位置时才可以与对应的第一限位结构或第二限位机构止抵，当转盘202位于其它位置时配合结构可以与第一限位结构和第二限位结构错开，从而实现转角限位机构201的大角度限位，满足车辆的转向需求。
在本申请的进一步实施例中，结合图10，转盘202上设有配合槽2021，限位件203上设有导向轴2031，导向轴2031可移动地配合在配合槽2021内，转盘202通过导向轴2031带动限位件203运动。由此，通过设置上述的配合槽2021和导向轴2031，使转盘202在转动的同时可以带动限位件203运动，且通过导向轴2031与配合槽2021配合，使转盘202的转动角度可以较大(例如大于360°)，从而可以实现大角度限位，充分满足车辆的转向需求。
在本申请的一些可选实施例中，参照图10，配合槽2021可以为螺旋槽，当导向轴2031位于配合槽2021的两端时限位件203位于第一极限位置或第二极限位置，配合槽2021包括多个配合段，每个配合段可以为圆弧形。由此，通过设置上述呈圆弧形延伸的多个配合段，当导向轴2031配合在配合段内时，导向轴2031与配合段之间的摩擦力几乎为零，从而可以有效降低导向轴2031与配合段之间的摩擦损耗，提高整个车辆转向系统200的使用寿命。可选地，导向轴2031可以为限位销钉。但不限于此。
在本申请的一些实施例中，结合图10，转角限位机构201还包括固定件204，固定件204上形成为导向槽2041，限位件203可移动地配合在导向槽2041内，当转盘202转动时限位件203在导向槽2041内移动。例如，结合图10，固定件204可以通过紧固螺钉2042固定于壳体206。导向槽2041可以沿转盘202的径向延伸，限位件203配合在导向槽2041内且相对于导向槽2041可移动。在转盘202绕转盘202的中心轴线转动的过程中，导向轴2031会沿配合槽2021移动，由于导向轴2031设在限位件203上，导向轴2031会带动限位件203相对于固定件204在导向槽2041内移动。由此，通过设置上述的导向槽2041，导向槽2041可以起到有效的限位和导向作用，使限位件203可以沿导向槽2041移动，且限定了限位件203的转动，从而可以保证转角限位机构201的限位可靠性。
在本申请的一些可选实施例中，参照图10，导向槽2041的内壁和限位件203之间可以设有弹性件205。其中，限位件203上可以设有弹性涂层进行预紧及防磨。由此，如此设置的弹性件205可以减小导向槽2041的内壁与限位件203之间的摩擦力，降低固定件204和限位件203的磨损，使限位件203的移动更加平稳顺畅，提高限位件203的移动速度。而且，弹性件205还可以避免由于限位件203与导向槽2041的内壁接触而产生噪声，使转角限位机构201的工作效率和可靠性更高。进一步可选地，弹性件205可以为弹簧片。但不限于此。
需要说明的是，转角限位机构201不限于上述结构，例如还可以采用少齿差减速结构或螺母丝杠限位结构等。
在本申请的一些实施例中，如图2-图6所示，车辆转向系统200还包括壳体206，离 合装置100的第一传动件1和第二传动件2中的至少一个的至少一部分设在壳体206内，离合装置100的从动件32设在壳体206内，壳体206的远离第一传动件1的一端设有防尘罩207。
例如，在图2-图6的示例中，壳体206包括上壳体2061和下壳体2062。其中，上壳体2061与下壳体2062可以加工有配合环面，以确保安装同轴度，同时上壳体2061和下壳体2062之间可以采用第一密封圈2063例如0形密封圈进行径向密封并通过第一螺栓组件2064锁紧。上壳体2061上固定有支撑件208，防尘罩207可以嵌套于支撑件208。安装时，防尘罩207可以与车辆的前围板挤压配合。可选地，防尘罩207可以为橡胶防尘罩。
由此，通过设置上述的防尘罩207，可以有效实现车辆转向系统200的防尘防水和隔音效果，从而可以提高车辆转向系统200的可靠性以及车辆的乘坐舒适性。
在本申请的一些可选实施例中，车辆转向系统200还可以包括手感模拟装置和控制单元，手感模拟装置可以在转向盘210与转向器209断开转向扭矩传递时模拟转向盘210与转向器209传递转向扭矩时的转向手感。控制单元可以与整车交互，识别必要的信号并通过传感器反馈驾驶员需求的游戏手感。
下面结合图1-图10详细描述根据本申请具体实施例的车辆转向系统200。
如图6和图7所示，装配时，驱动器311通过安装螺钉3111固定于上壳体2061，且驱动器311与上壳体2061的结合面可以采用第二密封圈例如0形密封圈密封。驱动器311的输出轴与压装于下壳体2062内的第一轴承2065例如深沟球轴承定位以保证同轴度，同时使用螺塞3131压紧第一轴承2065，涂螺纹密封胶实现密封。其中，驱动器311例如电机可以沿转向轴5的径向布置，也可以采用集成电机配合滚珠丝杠传动型式沿转向轴5的轴向平行布置。
传动件312通过第二轴承3121例如双列角接触轴承安装在下壳体2062上，第二轴承3121外圈的一侧抵接下壳体2062轴肩、另一侧通过第一消隙挡圈3122例如孔用消隙挡圈轴向定位，第二轴承3121内圈一侧抵接传动件312的轴肩，另一侧通过第二消隙挡圈3123例如轴用消隙挡圈轴向定位，从而实现传动件312与下壳体2062的安装定位。
转向轴5通过第三轴承51例如深沟球轴承与上壳体2061定位安装，第三轴承51外圈的一侧抵接上壳体2061的轴肩、另一侧通过第三消隙挡圈511例如孔用消隙挡圈轴向定位，第三轴承51内圈一侧抵接转向轴5轴肩、另一侧通过第四消隙挡圈512例如轴用消隙挡圈轴向定位，从而实现转向轴5与上壳体2061的安装定位。离合装置100包括油封9，油封9外圈压装于上壳体2061，油封9内圈与转向轴5形成动密封关系，保证整个车辆转向系统200防尘防水等级符合要求。转向器209包括转向器壳体2091，转向器壳体2091与下壳体2062加工有配合环面，确保安装同轴度，同时使用第三密封圈2092例如O型密封圈进行轴向密封，定位后使用第二螺栓组件2093锁紧。同时转向轴5与转向器209的齿轮轴通过滚针轴承2094配合以保证同轴度。
如图4和图5所示，当第一传动件1位于结合位置时，驾驶员的转向扭矩通过转向管柱211传递至转向轴5，转向轴5通过球滑移组件6将转向扭矩传递至第一传动件1，由于 此时第一传动件1与第二传动件2结合，从而可以带动转向器209转动。当第一传动件1位于分离位置时，第一传动件1与第二传动件2完全分离，此时第一传动件1相对于第二传动件2可以自由转动，从而实现了车辆转向系统200机械传递链的中断，当处于游戏模式时，驾驶员对转向盘210的操作将无法传递至车轮，即实现了对车辆转向系统200的解耦。
根据本申请实施例的车辆转向系统200，具有对机械传动链解耦的功能，且离合装置100可平台化应用，例如可以安装在转向轴5上，使转向盘210可以自由转动，并不更改原车辆转向系统硬点，可确保在第一传动件1位于结合位置时的行车转向手感与原状态保持一致，对原车辆转向系统的改动较小。
根据本申请第三方面实施例的车辆(图未示出)，包括根据本申请上述第二方面实施例的车辆转向系统200。
根据本申请实施例的车辆，通过采用上述的车辆转向系统200，能够有效实现转向盘210和车轮之间转向扭矩的传递和断开，且传动效率和可靠性较高。
根据本申请实施例的车辆的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，“第一特征”、“第二特征”可以包括一个或者更多个该特征。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (15)

  1. 一种离合装置，其中，包括：
    第一传动件和第二传动件，所述第一传动件在结合位置和分离位置之间可移动，所述第一传动件在所述结合位置时与所述第二传动件结合且传递扭矩，所述第一传动件在所述分离位置时与所述第二传动件分离且断开扭矩的传递；
    驱动机构，所述驱动机构包括驱动装置和从动件，所述从动件分别与所述驱动装置和所述第一传动件传动连接，所述驱动装置驱动所述从动件移动以带动所述第一传动件在所述结合位置和所述分离位置之间移动，所述从动件的移动方向和所述第一传动件的移动方向平行。
  2. 根据权利要求1所述的离合装置，其中，所述从动件的中心轴线和所述第一传动件的中心轴线均沿所述从动件的移动方向延伸，所述第一传动件与所述从动件在所述从动件的轴向上相对固定，且所述第一传动件与所述从动件可相对转动。
  3. 根据权利要求2所述的离合装置，其中，所述第一传动件与所述从动件之间设有轴承，所述轴承包括内圈、外圈、以及可滚动地设在所述内圈和所述外圈之间的多个滚动体；
    所述第一传动件上设有轴向间隔设置的第一轴肩和第一紧固件，所述内圈止抵在所述第一轴肩和所述第一紧固件之间，所述从动件上设有轴向间隔设置的第二轴肩和第二紧固件，所述外圈止抵在所述第二轴肩和所述第二紧固件之间，以实现所述第一传动件与所述从动件在所述从动件的轴向上的相对固定和周向上的相对转动。
  4. 根据权利要求1-3中任一项所述的离合装置，其中，进一步包括：
    转向轴，所述第一传动件套设在所述转向轴上，所述第一传动件与所述转向轴在所述转向轴的周向上相对固定，且所述第一传动件相对于所述转向轴沿所述转向轴的轴向在所述结合位置和所述分离位置之间可移动。
  5. 根据权利要求1-4中任一项所述的离合装置，其中，所述从动件为丝杆；
    所述驱动装置包括：
    驱动器；
    传动件，所述传动件与所述驱动器传动连接，所述传动件的内周面具有与所述从动件配合的内螺纹。
  6. 根据权利要求5所述的离合装置，其中，所述驱动器具有输出轴；
    所述驱动装置进一步包括：
    主动件，所述主动件固定在所述输出轴上，且所述主动件与所述传动件配合以带动所述传动件转动。
  7. 根据权利要求6所述的离合装置，其中，所述主动件为蜗杆，所述传动件包括与所述蜗杆啮合的蜗轮。
  8. 根据权利要求1-7中任一项所述的离合装置，其中，进一步包括：
    控制器；
    位置检测组件，所述位置检测组件与所述控制器通讯，所述位置检测组件用于检测所述第一传动件的位置并将所述第一传动件的位置信号发送至所述控制器。
  9. 根据权利要求8所述的离合装置，其中，所述位置检测组件包括：
    检测主体，所述检测主体与所述控制器通讯；
    检测装置，所述检测装置设在所述从动件上，所述检测装置与所述检测主体通讯，所述检测主体通过检测所述检测装置的位置得到所述第一传动件的位置并将所述检测装置的位置信号发送至所述控制器。
  10. 根据权利要求9所述的离合装置，其中，所述检测主体为传感器主体，所述检测装置包括磁钢套和设在所述磁钢套上的检测磁钢。
  11. 根据权利要求1-10中任一项所述的离合装置，其中，进一步包括：
    锁止装置，所述锁止装置在锁止状态和解锁状态之间可切换，当所述锁止装置处于所述锁止状态时将所述第一传动件锁定在所述结合位置，当所述锁止装置处于所述解锁状态时解除对所述第一传动件的锁定。
  12. 根据权利要求11所述的离合装置，其中，所述锁止装置包括可伸缩的锁止芯；
    所述从动件具有台阶部，当所述锁止装置处于所述锁止状态时所述锁止芯适于与所述台阶部止抵以通过所述从动件使所述第一传动件保持在所述结合位置，当所述锁止装置处于所述解锁状态时所述锁止芯回缩以与所述台阶部分离。
  13. 根据权利要求1-12中任一项所述的离合装置，其中，所述第一传动件和所述第二传动件中的其中一个上设有至少一个凸起，所述第一传动件和所述第二传动件中的另一个上形成有至少一个凹槽；
    当所述第一传动件位于所述结合位置时所述凸起配合在所述凹槽内，当所述第一传动件位于所述分离位置时所述凸起与所述凹槽脱离配合。
  14. 一种车辆转向系统，其中，包括根据权利要求1-13中任一项所述的离合装置。
  15. 一种车辆，其中，包括根据权利要求14所述的车辆转向系统。
PCT/CN2022/079297 2021-05-28 2022-03-04 离合装置和具有其的车辆转向系统、车辆 WO2022247381A1 (zh)

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EP22810115.0A EP4299415A1 (en) 2021-05-28 2022-03-04 Clutch device and vehicle steering system having same, and vehicle
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AU2022281584A1 (en) 2023-10-19
KR20230150860A (ko) 2023-10-31

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