Clutch device, steering system and vehicle

Abstract

The invention discloses a clutch device, a steering system and a vehicle, relates to the technical field of vehicles, and is used for solving the problems of poor consistency and stability of vehicle control on bumpy road sections. The clutch device comprises a first clutch assembly and a second clutch assembly. The first clutch assembly is used for being connected with a first steering mechanism connected with a first wheel, and the second clutch assembly is used for being connected with a second steering mechanism connected with a second wheel. And in the connection state, the first clutch assembly is connected with the second clutch assembly, and the first steering mechanism is linked with the second steering mechanism, so that the first wheel and the second wheel synchronously steer. And in the disconnection state, the first clutch assembly and the second clutch assembly are disconnected, and the first steering mechanism and the second steering mechanism are separated, so that the first wheel and the second wheel independently steer. By means of the clutch device, linkage and separation of the two steering mechanisms of the two wheels can be achieved, and then the two wheels can be switched between synchronous steering and independent steering.

Description

Clutch, steering system and vehicle Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a clutch device, a steering system, and a vehicle. Background Technology

[0002] The steering system is a crucial component of a vehicle, primarily used to control its direction of travel. In related technologies, to improve steering agility, steering systems often employ multiple independent steering mechanisms, each connected to a corresponding wheel, driving the wheel to steer independently. However, when driving on bumpy roads, the consistency and stability of vehicle handling become poor. Summary of the Invention

[0003] The purpose of this invention is to provide a clutch device, steering system, and vehicle to solve the problem of poor consistency and stability in vehicle handling on bumpy roads.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] In a first aspect, this application provides a clutch device comprising a first clutch assembly and a second clutch assembly. The first clutch assembly is connected to a first steering mechanism connected to a first wheel, and the second clutch assembly is connected to a second steering mechanism connected to a second wheel. In the connected state, the first and second clutch assemblies are connected, and the first and second steering mechanisms are linked to each other, so that the first and second wheels turn synchronously. In the disconnected state, the first and second clutch assemblies are disconnected, and the first and second steering mechanisms are separated, so that the first and second wheels turn independently.

[0006] In this way, when the vehicle is traveling on bumpy roads, the clutch can be switched to the engaged state to engage the first and second steering mechanisms, thereby stimulating the first and second wheels to steer synchronously. This improves the consistency of the turning angles of the first and second wheels, thus enhancing the consistency and stability of vehicle handling. Conversely, in other situations, the clutch can be switched to the disengaged state to separate the first and second steering mechanisms, allowing the first and second wheels to steer independently. This improves the vehicle's steering agility, enabling functions such as lateral movement and U-turns.

[0007] Furthermore, compared to an electromagnetic clutch, the clutch device in this application, when engaged, transmits force through a mechanical connection between the first and second clutch components, enabling the transmission of greater torque, resulting in higher reliability and safety. In addition, the clutch device in this application occupies less space, facilitating its installation in a vehicle; furthermore, its lighter weight reduces the unsprung mass of the vehicle, leading to improved handling performance.

[0008] In some embodiments, in the engaged state, the first clutch assembly and the second clutch assembly rotate synchronously. In the disengaged state, the first clutch assembly and the second clutch assembly rotate independently of each other.

[0009] In some embodiments, the clutch device further includes a first connecting component connected to a first clutch component, and the first connecting component is capable of rotating synchronously with the first clutch component. The first connecting component is used to connect to a first steering mechanism and is used for engaging with the first steering mechanism.

[0010] In some embodiments, the first connecting assembly includes a second gear, which is connected to a first clutch assembly, and the first clutch assembly is capable of rotating synchronously with the second gear. The second gear is used to connect to a first steering mechanism and is used to engage with the first steering mechanism.

[0011] In some embodiments, the clutch device further includes a second connecting component connected to the second clutch component, and the second connecting component is capable of rotating synchronously with the second clutch component. The second connecting component is used to connect to the second steering mechanism and is used for engaging with the second steering mechanism.

[0012] In some embodiments, the second connecting assembly includes a third gear, which is connected to the second clutch assembly, and the second clutch assembly is capable of rotating synchronously with the third gear. The third gear is used to connect to the second steering mechanism and is used for meshing with the second steering mechanism.

[0013] In some embodiments, the second connecting assembly further includes a fourth gear, which is connected to the third gear and is capable of rotating synchronously with the fourth gear. In the connected state, the second clutch assembly is engaged with the fourth gear.

[0014] In some embodiments, in the connected state, the first clutch assembly and the second clutch assembly are engaged.

[0015] In some embodiments, the second clutch assembly has a connection hole, and in the engaged state, the first clutch assembly is at least partially accommodated within the connection hole. Alternatively, the first clutch assembly has a connection hole, and in the engaged state, the second clutch assembly is at least partially accommodated within the connection hole.

[0016] In some embodiments, the rotation axis of the first clutch assembly is parallel to the rotation axis of the second clutch assembly.

[0017] In some embodiments, the first clutch assembly and the second clutch assembly are coaxially arranged.

[0018] In some embodiments, the first clutch assembly includes a first gear. In the engaged state, the second clutch assembly engages with the first gear to connect the first clutch assembly and the second clutch assembly. In the disengaged state, the second clutch assembly disengages from the first gear to disconnect the first clutch assembly and the second clutch assembly.

[0019] In some embodiments, the first gear is connected to the first connecting component.

[0020] In some embodiments, the first gear is coaxially arranged with the second clutch assembly.

[0021] In some embodiments, the second clutch assembly has a connecting hole, and the inner wall of the connecting hole has a plurality of connecting teeth, which are spaced apart circumferentially along the connecting hole. In the engaged state, the first gear is at least partially accommodated in the connecting hole, and the connecting teeth mesh with the teeth of the first gear.

[0022] In some embodiments, multiple connecting teeth are evenly arranged circumferentially along the connecting hole.

[0023] In some embodiments, the first gear has a first protrusion on its teeth, the first protrusion being located on one side of the first gear teeth axially. The connecting tooth has a second protrusion, the second protrusion being located on one side of the connecting tooth axially in the connecting hole. The first protrusion can engage with the second protrusion to guide the connecting tooth to mesh with the teeth of the first gear during the process of switching the clutch device from a disengaged state to a engaged state.

[0024] In some embodiments, the first protrusion has two first guide surfaces, which are arranged sequentially along the circumference of the first gear. Along the circumference of the first gear, the two ends of the two first guide surfaces that are close to each other are connected, while the two ends of the two first guide surfaces that are far apart from each other are inclined toward the teeth of the first gear.

[0025] In some embodiments, at least one of the two first guide surfaces is a plane.

[0026] In some embodiments, at least one of the two first guide surfaces is a curved surface.

[0027] In some embodiments, the second protrusion has two second guide surfaces arranged sequentially along the circumference of the connecting hole. Specifically, along the circumference of the connecting hole, the two adjacent ends of the two second guide surfaces are connected to each other, while the two distant ends of the two second guide surfaces are inclined towards the connecting teeth.

[0028] In some embodiments, at least one of the two second guide surfaces is a plane.

[0029] In some embodiments, at least one of the two second guide surfaces is a curved surface.

[0030] In some embodiments, the clutch device further includes a drive assembly for driving at least one of the first clutch assembly and the second clutch assembly to move, thereby connecting or disconnecting the first clutch assembly and the second clutch assembly.

[0031] In some embodiments, the drive component is connected to the second clutch component and is used to drive the second clutch component to move between a first position and a second position, thereby engaging or disengaging the first clutch component and the second clutch component. Specifically, when the second clutch component is in the first position, the first clutch component and the second clutch component are engaged. When the second clutch component is in the second position, the first clutch component and the second clutch component are disengaged.

[0032] In some embodiments, in the engaged state, the first clutch assembly and the second clutch assembly rotate synchronously. The drive assembly is capable of driving the second clutch assembly to move along a first direction between a first position and a second position, the first direction being parallel to the rotation axis of the second clutch assembly.

[0033] In some embodiments, the clutch device further includes an actuating element connected to the second clutch assembly and rotatable relative to the second clutch assembly. The actuating element is used to move the second clutch assembly between a first position and a second position, and a drive assembly is used to drive the actuating element to move.

[0034] In some embodiments, the actuator is rotatable relative to the second clutch assembly about the rotation axis of the second clutch assembly.

[0035] In some embodiments, the actuating element has a threaded hole, and the driving assembly includes a screw and a drive motor. The screw passes through the threaded hole, and the external thread of the screw engages with the internal thread of the threaded hole. The screw is connected to the output shaft of the drive motor, which can drive the screw to rotate, thereby driving the actuating element to move.

[0036] In some embodiments, the screw extends along a first direction parallel to the rotation axis of the second clutch assembly. A drive motor can rotate the screw to drive the actuating element to move along the first direction.

[0037] In some embodiments, the second clutch assembly is provided with a limiting groove located on the side of the second clutch assembly opposite to its rotation axis, and the limiting groove surrounds the second clutch assembly. The actuating member has a first end and a second end facing away from each other, and the second end is at least partially located within the limiting groove. The end face of the second end facing away from the first end is concave, which can cooperate with the second clutch assembly to prevent the second clutch assembly from rotating with the screw during screw rotation.

[0038] In some embodiments, the second clutch assembly is provided with a connection hole, and in the engaged state, the fourth gear is at least partially accommodated within the connection hole.

[0039] In some embodiments, in the disconnected state, the fourth gear is at least partially accommodated within the connection hole.

[0040] In some embodiments, the clutch device further includes a rotating shaft, on which a first clutch assembly and a second clutch assembly are sleeved.

[0041] In some embodiments, in the engaged state, the first clutch assembly, the second clutch assembly, and the rotating shaft rotate synchronously. In the disengaged state, one of the first clutch assembly and the second clutch assembly is capable of rotating relative to the rotating shaft, while the other rotates synchronously with the rotating shaft.

[0042] In some embodiments, in the disengaged state, the first clutch assembly is rotatable relative to the shaft, and the second clutch assembly rotates synchronously with the shaft.

[0043] In some embodiments, the clutch device further includes a second gear and a third gear. The second gear is connected to a first clutch assembly, and the first clutch assembly is capable of rotating synchronously with the second gear. The second gear is used to connect to a first steering mechanism and is engaged with the first steering mechanism. The third gear is connected to the second clutch assembly, and the second clutch assembly is capable of rotating synchronously with the third gear. The third gear is used to connect to a second steering mechanism and is engaged with the second steering mechanism.

[0044] In some embodiments, the axis of the second gear is parallel to the axis of the third gear.

[0045] In some embodiments, the second gear and the third gear are coaxially arranged.

[0046] In some embodiments, along the axial direction of the second gear, the first clutch assembly and the second clutch assembly are located on the side of the second gear opposite to the third gear. Alternatively, along the axial direction of the second gear, the first clutch assembly and the second clutch assembly are located on the side of the third gear opposite to the second gear.

[0047] In some embodiments, along the axial direction of the second gear, the first clutch assembly and the second clutch assembly are located between the second gear and the third gear.

[0048] In some embodiments, the second gear is coaxially arranged with the first clutch assembly.

[0049] In some embodiments, the third gear is coaxially arranged with the second clutch assembly.

[0050] In some embodiments, the second clutch assembly is movable relative to the third gear along the axial direction of the third gear to engage or disengage the second clutch assembly from the first clutch assembly.

[0051] Secondly, this application provides a steering system that includes the clutch device in any of the above embodiments.

[0052] In some embodiments, the steering system further includes a first steering mechanism and a second steering mechanism. The first steering mechanism is connected to a first clutch assembly and is used to engage a first wheel. The second steering mechanism is connected to a second clutch assembly and is used to engage a second wheel.

[0053] In some embodiments, the clutch device includes a first connecting assembly connected to a first clutch assembly, and the first connecting assembly is capable of rotating synchronously with the first clutch assembly. The first steering mechanism includes a first engagement transmission assembly and a first linkage assembly. The first engagement transmission assembly is engaged with the first connecting assembly, one end of the first linkage assembly is connected to the first engagement transmission assembly, and the other end of the first linkage assembly is used to connect to a first wheel.

[0054] In some embodiments, the first engagement transmission assembly includes a first moving member, which is engaged with a first connecting assembly, and one end of the first moving member is connected to a first link assembly.

[0055] In some embodiments, the first connecting assembly includes a second gear connected to a first clutch assembly, and the first clutch assembly is capable of rotating synchronously with the second gear. The first moving member includes a first rack meshing with the second gear, and one end of the first connecting rod assembly is movably connected to the first rack.

[0056] In some embodiments, the steering system further includes a first steering motor for driving the first steering mechanism to rotate the first wheel.

[0057] In some embodiments, a first steering motor is used to drive a first meshing transmission assembly. The output shaft of the first steering motor is connected to a first rack in the first meshing transmission assembly, and the first steering motor is capable of driving the first rack to move along the extension direction of the first rack, thereby causing the first steering mechanism to move.

[0058] In some embodiments, the first meshing transmission assembly further includes a first worm and a first worm wheel. The first worm is connected to the output shaft of a first steering motor, which can drive the first worm to rotate. The first worm meshes with the first worm wheel, and the first worm wheel meshes with a first rack.

[0059] In some embodiments, the clutch device includes a second connecting assembly connected to a second clutch assembly, and the second connecting assembly is capable of rotating synchronously with the second clutch assembly. The second steering mechanism includes a second engagement transmission assembly and a second linkage assembly. The second engagement transmission assembly is engaged with the second connecting assembly, one end of the second linkage assembly is connected to the second engagement transmission assembly, and the other end of the second linkage assembly is used to connect to a second wheel.

[0060] In some embodiments, the second engagement transmission assembly includes a second movable member, which is engaged with a second connection assembly, and one end of the second movable member is connected to a second linkage assembly.

[0061] In some embodiments, the second connecting assembly includes a third gear, which is connected to a second clutch assembly, and the second clutch assembly is capable of rotating synchronously with the third gear. The second moving member includes a second rack, which meshes with the third gear, and one end of the second connecting rod assembly is movably connected to the second rack.

[0062] In some embodiments, the steering system further includes a second steering motor for driving the second steering mechanism to steer the second wheel.

[0063] In some embodiments, the second steering motor is used to drive the second meshing transmission assembly. The output shaft of the second steering motor is connected to the second rack in the second meshing transmission assembly, and the second steering motor is capable of driving the second rack to move along the extension direction of the second rack, thereby causing the second steering mechanism to move.

[0064] In some embodiments, the second meshing transmission assembly further includes a second worm and a second worm wheel. The second worm is connected to the output shaft of a second steering motor, which can drive the second worm to rotate. The second worm meshes with the second worm wheel, and the second worm wheel meshes with a second rack.

[0065] Thirdly, this application provides a vehicle, which includes a first wheel, a second wheel, and a steering system as described in any of the above embodiments.

[0066] The technical effects of any of the embodiments in the second and third aspects described above can be found in the technical effects of the corresponding embodiments in the first aspect, and will not be repeated here. Attached Figure Description

[0067] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0068] Figure 1 is a structural diagram of a vehicle provided in an embodiment of this application;

[0069] Figure 2 is a structural diagram of a wheel and steering system in an oblique driving state provided in an embodiment of this application;

[0070] Figure 3 is a structural diagram of a steering system provided in an embodiment of this application;

[0071] Figure 4 is a structural diagram of a first steering motor, a first coupling, a first worm gear, and a first worm provided in an embodiment of this application;

[0072] Figure 5 is an exploded view of the structure in Figure 4;

[0073] Figure 6 is a structural diagram of a second steering motor, a second coupling, a second worm gear, and a second worm provided in an embodiment of this application;

[0074] Figure 7 is an exploded view of the structure in Figure 6;

[0075] Figure 8 is an exploded view of a clutch device provided in an embodiment of this application;

[0076] Figure 9 is a structural diagram of the clutch device in Figure 8 in the connected state;

[0077] Figure 10 is a structural diagram of the clutch device in Figure 8 in the disengaged state;

[0078] Figure 11 is a structural diagram of a wheel and steering system in a lateral driving state according to an embodiment of this application;

[0079] Figure 12 is a structural diagram of a wheel and steering system in a stationary U-turn state provided in an embodiment of this application;

[0080] Figure 13 is a structural diagram of a wheel and steering system in an auxiliary braking state according to an embodiment of this application;

[0081] Figure 14 is a structural diagram of a second clutch assembly provided in an embodiment of this application;

[0082] Figure 15 is a structural diagram of a first clutch assembly and a first connecting assembly provided in an embodiment of this application.

[0083] Figure label:

[0084] 1000 - Vehicle; 100 - Body; 200 - Wheel; 201 - First wheel; 202 - Second wheel; 300 - Steering system;

[0085] 1-First steering mechanism; 11-First meshing transmission assembly; 12-First connecting rod assembly; 13-First worm gear; 14-First worm wheel;

[0086] 2-Second steering mechanism; 21-Second meshing transmission assembly; 22-Second connecting rod assembly; 23-Second worm gear; 24-Second worm wheel;

[0087] 3-First steering motor;

[0088] 4-First coupling;

[0089] 5-Second steering motor;

[0090] 6-Second coupling;

[0091] 7-Clutch device; 71-First clutch assembly; 711-First protrusion; 72-Second clutch assembly; 721-Connecting hole; 722-Connecting tooth; 7221-Second protrusion; 723-Limiting groove; 73-First connecting assembly; 74-Second connecting assembly; 741-Third gear; 742-Fourth gear; 75-Rotating shaft; 751-Spline; 76-Drive assembly; 761-Screw; 762-Drive motor; 763-Third coupling; 77-Actuating element; 771-First end; 772-Second end. Detailed Implementation

[0092] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0093] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0094] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0095] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0096] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0097] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0098] The steering system is an important component of a vehicle, primarily used to control the vehicle's direction of travel and change its trajectory. The performance of the steering system directly affects the consistency and stability of vehicle handling.

[0099] Currently, steering systems typically employ steer-by-wire technology to improve vehicle steering agility. This system comprises multiple independent steering mechanisms, each connected to a corresponding wheel, driving that wheel to steer independently. However, the lack of a traditional mechanical connection between the steering mechanisms of the left and right wheels results in poor consistency in wheel angles when driving on bumpy roads, failing to guarantee the Ackermann relationship between the wheels and leading to inconsistent vehicle handling and stability.

[0100] Based on this, referring to Figure 1, which is a structural diagram of a vehicle 1000 provided in an embodiment of this application. This application provides a vehicle 1000, which can be a passenger car such as a sedan, sport utility vehicle (SUV), or multi-purpose vehicle (MPV), or a bus, truck, or semi-trailer. This application does not specifically limit its application in this regard.

[0101] The vehicle 1000 includes a body 100 and multiple wheels 200. The body 100 has an interior compartment for the driver and passengers, or for loading cargo. The multiple wheels 200 are mounted on the body 100 and serve to steer and support the vehicle 1000 while it is in motion.

[0102] It should be noted that this application does not specify the number of wheels 200, which can be selected according to the actual situation. For example, vehicle 1000 may include 2 wheels 200 or 4 wheels 200.

[0103] The following uses a vehicle 1000, which includes four wheels 200, as an example to illustrate some embodiments of this application.

[0104] In some embodiments, referring to FIG2, FIG2 is a structural diagram of a wheel 200 and a steering system 300 in an oblique driving state provided by an embodiment of the present application. The plurality of wheels 200 include a first wheel 201 and a second wheel 202, which are spaced apart along the width direction of the vehicle 1000.

[0105] For example, the plurality of wheels 200 includes two front wheels and two rear wheels, with the two front wheels located on the side of the two rear wheels near the front of the vehicle.

[0106] The two front wheels are the left and right front wheels, which are spaced apart along the width of the vehicle 1000. The two rear wheels are the left and right rear wheels, which are also spaced apart along the width of the vehicle 1000.

[0107] In this case, the first wheel 201 and the second wheel 202 can be the two front wheels of the vehicle 1000, for example, the left front wheel is the first wheel 201 and the right front wheel is the second wheel 202. The first wheel 201 and the second wheel 202 can also be the two rear wheels of the vehicle 1000, for example, the left rear wheel is the first wheel 201 and the right rear wheel is the second wheel 202.

[0108] In some embodiments, as shown in FIG2, the vehicle 1000 further includes a steering system 300 for steering the wheels.

[0109] For example, the steering system 300 includes a first steering mechanism 1 and a second steering mechanism 2, the first steering mechanism 1 being connected to a first wheel 201 and the second steering mechanism 2 being connected to a second wheel 202.

[0110] It should be noted that when the first steering mechanism 1 moves, it can drive the first wheel 201 to turn; when the second steering mechanism 2 moves, it can drive the second wheel 202 to turn.

[0111] In some embodiments, referring to FIG3, FIG3 is a structural diagram of a steering system 300 provided in an embodiment of the present application. The first steering mechanism 1 includes a first engagement transmission assembly 11 and a first linkage assembly 12.

[0112] One end of the first connecting rod assembly 12 is connected to the first meshing transmission assembly 11, and the other end of the first connecting rod assembly 12 is connected to the first wheel 201 (as shown in Figure 2). That is, the first meshing transmission assembly 11 is connected to the first wheel 201 through the first connecting rod assembly 12.

[0113] For example, the first engagement transmission assembly 11 includes a first movable member, one end of which is connected to the first linkage assembly 12. It is understood that when the first movable member moves, the first linkage assembly 12 will move with the first movable member, thereby driving the first wheel 201 to turn.

[0114] It is understood that the first link assembly 12 can be directly or indirectly connected to the first wheel 201, and the specific choice can be made according to the actual situation. This application does not make any specific limitation in this regard.

[0115] For example, the first link assembly 12 is indirectly connected to the first wheel 201. For instance, the first link assembly 12 is connected to the steering knuckle of the first wheel 201 via a ball joint.

[0116] It should be noted that the first link assembly 12 may include one or more links. Where the first link assembly 12 includes multiple links, the multiple links may be connected sequentially by hinges.

[0117] In some embodiments, referring to FIG3, the first moving member includes a first rack, and one end of the first linkage assembly 12 is movably connected to the first rack. In this case, when the first rack moves, it can drive the first linkage assembly 12 to move, thereby steering the wheels.

[0118] The first link assembly 12 can be movably connected to the first rack by means of hinge, for example, one end of the first link assembly 12 is connected to the first rack through a ball joint.

[0119] It is understandable that the first rack can also be replaced by a slider, and the specific choice can be made according to the actual situation. This application does not make any specific restrictions on this.

[0120] In some embodiments, referring to FIG3, the steering system 300 further includes a first steering motor 3, which drives the first steering mechanism 1 to move, thereby steering the first wheel 201 (as shown in FIG2). For example, the first steering motor 3 drives the first engagement transmission assembly 11 to operate the first steering mechanism 1.

[0121] For example, the output shaft of the first steering motor 3 is connected to the first rack in the first meshing transmission assembly 11. The first steering motor 3 can drive the first rack to move along the extension direction of the first rack, so as to move the first steering mechanism 1. The first rack may be configured to extend along the width direction of the vehicle 1000.

[0122] It is understood that the first steering motor 3 can be connected to the first rack via belt drive, gear drive, ball screw, crank connecting rod, etc., to drive the first rack to move. The specific method can be selected according to the actual situation, and this application does not make specific limitations in this regard.

[0123] As exemplarily shown in Figure 4, Figure 4 is a structural diagram of a first steering motor 3, a first coupling 4, a first worm gear 14, and a first worm 13 provided in an embodiment of this application. The first meshing transmission assembly 11 further includes a first worm 13 and a first worm gear 14. The first worm 13 is connected to the output shaft of the first steering motor 3, and the first steering motor 3 can drive the first worm 13 to rotate. The first worm 13 meshes with the first worm gear 14, and the first worm gear 14 meshes with a first rack.

[0124] With this configuration, when the first steering motor 3 is running, it drives the first worm gear 13 to rotate, thereby causing the first worm wheel 14 to rotate synchronously. The rotating first worm wheel 14 can drive the first rack to move, which in turn drives the first wheel 201 to steer via the first connecting rod assembly 12.

[0125] It is understandable that by using the first worm gear 14 and the first worm 13 to connect the output shaft of the first steering motor 3 to the first rack, the axial direction of the output shaft of the first steering motor 3 can be set to be parallel to the extension direction of the first rack. In this way, the structure of the steering system 300 can be made more compact, which is beneficial to reducing the space occupied by the steering system 300.

[0126] In addition, the first worm gear 14 and the first worm 13 can also be used to change the transmission ratio, thereby playing the role of a reducer and ensuring that the steering system 300 can operate smoothly.

[0127] It should be noted that the output shaft of the first steering motor 3 can also be connected to the first rack through a gear reducer, planetary gear reducer or other mechanism. The specific choice can be made according to the actual situation, and this application does not make any specific limitation.

[0128] In some embodiments, referring to FIG4, the steering system 300 further includes a first coupling 4, through which the output shaft of the first steering motor 3 is connected to the first worm gear 13.

[0129] As shown in Figure 5, which is an exploded view of the structure in Figure 4, the first coupling 4 enables a detachable connection between the output shaft of the first steering motor 3 and the first worm gear 13, thus facilitating the replacement or maintenance of the first steering motor 3 and the first worm gear 13.

[0130] In some embodiments, referring to FIG3, the second steering mechanism 2 includes a second engagement transmission assembly 21 and a second linkage assembly 22.

[0131] One end of the second link assembly 22 is connected to the second meshing transmission assembly 21, and the other end of the second link assembly 22 is connected to the second wheel 202 (as shown in Figure 2). In other words, the second meshing transmission assembly 21 is connected to the second wheel 202 through the second link assembly 22.

[0132] For example, the second engagement transmission assembly 21 includes a second movable member, one end of which is connected to the second linkage assembly 22. It is understood that when the second movable member moves, the second linkage assembly 22 moves along with the second movable member, thereby steering the second wheel 202.

[0133] It is understood that the second link assembly 22 can be directly or indirectly connected to the second wheel 202, and the specific choice can be made according to the actual situation. This application does not make any specific limitation in this regard.

[0134] For example, the second link assembly 22 is indirectly connected to the second wheel 202. For instance, the second link assembly 22 is connected to the steering knuckle of the second wheel 202 via a ball joint.

[0135] It should be noted that the second linkage assembly 22 may include one or more links. Where the second linkage assembly 22 includes multiple links, these links may be connected sequentially via a hinged connection.

[0136] In some embodiments, as shown in FIG3, the second moving member includes a second rack, and one end of the second linkage assembly 22 is movably connected to the second rack. When the second rack moves, it can drive the second linkage assembly 22 to move, thereby steering the wheels.

[0137] The second link assembly 22 can be movably connected to the second rack by means of hinge, for example, one end of the second link assembly 22 is connected to the second rack through a ball joint.

[0138] It is understandable that the second rack can also be replaced by a slider, and the specific choice can be made according to the actual situation. This application does not make any specific restrictions on this.

[0139] In some embodiments, referring to FIG3, the steering system 300 further includes a second steering motor 5, which drives the second steering mechanism 2 to rotate, thereby steering the second wheel 202. For example, the second steering motor 5 drives the second engagement transmission assembly 21 to operate the second steering mechanism 2.

[0140] For example, the output shaft of the second steering motor 5 is connected to the second rack in the second meshing transmission assembly 21. The second steering motor 5 can drive the second rack to move along the extension direction of the second rack, so as to move the second steering mechanism 2. The second rack may be configured to extend along the width direction of the vehicle 1000.

[0141] It is understood that the second steering motor 5 can be connected to the second rack via belt drive, gear drive, ball screw, crank connecting rod, etc., to drive the second rack to move. The specific choice can be made according to the actual situation, and this application does not impose any specific limitations on it.

[0142] As exemplarily shown in Figure 6, Figure 6 is a structural diagram of a second steering motor 5, a second coupling 6, a second worm gear 24, and a second worm 23 provided in an embodiment of this application. The second meshing transmission assembly 21 also includes a second worm 23 and a second worm gear 24. The second worm 23 is connected to the output shaft of the second steering motor 5, and the second steering motor 5 can drive the second worm 23 to rotate. The second worm 23 meshes with the second worm gear 24, and the second worm gear 24 meshes with the second rack.

[0143] With this configuration, when the second steering motor 5 is running, it drives the second worm gear 23 to rotate, thereby causing the second worm wheel 24 to rotate synchronously. The rotating second worm wheel 24 can drive the second rack to move, which in turn drives the second wheel 202 to steer via the second linkage assembly 22.

[0144] It is understandable that by using the second worm gear 24 and the second worm 23 to connect the output shaft of the second steering motor 5 and the second rack, the axial direction of the output shaft of the second steering motor 5 can be set to be parallel to the extension direction of the second rack. This makes the structure of the steering system 300 more compact and helps to reduce the space occupied by the steering system 300.

[0145] In addition, the second worm gear 24 and the second worm 23 can also be used to change the transmission ratio, thereby playing the role of a reducer and ensuring that the steering system 300 can operate smoothly.

[0146] It should be noted that the output shaft of the second steering motor 5 can also be connected to the second rack through a gear reducer, planetary gear reducer or other mechanism. The specific choice can be made according to the actual situation, and this application does not make any specific limitation.

[0147] In some embodiments, referring to FIG6, the steering system 300 further includes a second coupling 6, through which the output shaft of the second steering motor 5 is connected to the second worm gear 23.

[0148] As shown in Figure 7, which is an exploded view of the structure in Figure 6, the second coupling 6 enables a detachable connection between the output shaft of the second steering motor 5 and the second worm gear 23, thus facilitating the replacement or maintenance of the second steering motor 5 and the second worm gear 23.

[0149] In other embodiments, the first steering mechanism 1 and the second steering mechanism 2 may be driven by the same steering motor to steer the first wheel 201 and the second wheel 202. This application does not impose specific limitations on this.

[0150] In some embodiments, referring to FIG3, the vehicle 1000 further includes a clutch device 7.

[0151] As shown in Figure 8, which is an exploded view of a clutch device 7 provided in an embodiment of this application, the clutch device 7 includes a first clutch assembly 71 and a second clutch assembly 72. The first clutch assembly 71 is connected to a first steering mechanism 1 (as shown in Figure 3), and the second clutch assembly 72 is connected to a second steering mechanism 2 (as shown in Figure 3).

[0152] The clutch device 7 can switch between connected and disconnected states.

[0153] As shown in Figure 9, Figure 9 is a structural diagram of the clutch device 7 in Figure 8 in the connected state. In the connected state, the first clutch assembly 71 (as shown in Figure 8) and the second clutch assembly 72 are connected.

[0154] At this time, the first steering mechanism 1 can be linked with the second steering mechanism 2 so that the first wheel 201 and the second wheel 202 rotate synchronously.

[0155] As shown in Figure 10, Figure 10 is a structural diagram of the clutch device 7 in Figure 8 in the disengaged state. In the disengaged state, the first clutch assembly 71 and the second clutch assembly 72 are disconnected.

[0156] At this time, the first steering mechanism 1 and the second steering mechanism 2 are separated so that the first wheel 201 and the second wheel 202 can steer independently.

[0157] In this way, when the vehicle 1000 is traveling on a bumpy road, the clutch device 7 can be switched to the engaged state to link the first steering mechanism 1 and the second steering mechanism 2, thereby causing the first wheel 201 and the second wheel 202 to turn synchronously. This improves the consistency of the turning angles of the first wheel 201 and the second wheel 202, thereby improving the consistency and stability of the vehicle 1000's handling.

[0158] Furthermore, compared to an electromagnetic clutch, the clutch device 7 in this application, when engaged, transmits force through a mechanical connection between the first clutch assembly 71 and the second clutch assembly 72, enabling the transmission of greater torque, resulting in higher reliability and safety. In addition, the clutch device 7 in this application occupies less space, facilitating its installation on the vehicle 1000; furthermore, the clutch device 7 is lighter, reducing the unsprung mass of the vehicle 1000 and improving its handling performance.

[0159] As shown in Figure 2, in the connected state, the steering system 300 can control the first wheel 201 and the second wheel 202 to turn in the same direction with the same turning angle, so that the vehicle 1000 can travel at an angle.

[0160] In other situations, the clutch device 7 can be switched to the disengaged state to separate the first steering mechanism 1 and the second steering mechanism 2, thereby allowing the first wheel 201 and the second wheel 202 to steer independently. This improves the steering flexibility of the vehicle 1000, enabling it to perform functions such as lateral movement and U-turns.

[0161] As shown in Figure 11, Figure 11 is a structural diagram of a wheel 200 and a steering system 300 in a lateral driving state according to an embodiment of this application. In the disengaged state, the steering system 300 can control each wheel to rotate until the wheel axis is parallel to the length direction of the vehicle 1000, thereby enabling the vehicle 1000 to travel laterally.

[0162] As shown in Figure 12, Figure 12 is a structural diagram of a wheel 200 and a steering system 300 in a U-turn state according to an embodiment of this application. In the disconnected state, the steering system 300 can also control multiple wheels 200 to rotate until the axes of multiple wheels 200 intersect at the geometric center of multiple wheels 200, thereby enabling the vehicle 1000 to make a U-turn.

[0163] As shown in Figure 13, Figure 13 is a structural diagram of a wheel 200 and a steering system 300 in an assisted braking state according to an embodiment of this application. In the disengaged state, the steering system 300 can also control the two front wheels of the vehicle 1000 to turn away from each other, while controlling the two rear wheels of the vehicle 1000 to turn closer to each other, thus assisting the vehicle 1000 in braking.

[0164] In some embodiments, referring to Figures 9 and 10, in the engaged state, the first clutch assembly 71 and the second clutch assembly 72 rotate synchronously. In the disengaged state, the first clutch assembly 71 and the second clutch assembly 72 rotate independently of each other.

[0165] The rotation axis of the first clutch assembly 71 can be set to be parallel to the rotation axis of the second clutch assembly 72; alternatively, the rotation axis of the first clutch assembly 71 can be set to be collinear with the rotation axis of the second clutch assembly 72, that is, the first clutch assembly 71 and the second clutch assembly 72 can be coaxially arranged. The specific choice can be made according to the actual situation, and this application does not impose any specific limitations on it.

[0166] It should be noted that the first clutch assembly 71 can rotate along with the movement of the first steering mechanism 1 (as shown in Figure 3). That is, the moving first steering mechanism 1 can drive the first clutch assembly 71 to rotate, and the rotating first clutch assembly 71 can drive the first steering mechanism 1 to move.

[0167] Similarly, the second clutch assembly 72 can rotate with the movement of the second steering mechanism 2 (as shown in Figure 3). That is, the moving second steering mechanism 2 can drive the second clutch assembly 72 to rotate, and the rotating second clutch assembly 72 can drive the second steering mechanism 2 to move.

[0168] In this way, the first steering mechanism 1 and the second steering mechanism 2 can be linked when connected, and separated when disconnected.

[0169] It is understandable that when the clutch device 7 is engaged, the first steering motor 3 can be used to drive the first steering mechanism 1 to move, which in turn drives the second steering mechanism 2 to move synchronously through the clutch device 7, so that the first wheel 201 and the second wheel 202 can turn synchronously; the second steering motor 5 can be used to drive the second steering mechanism to move, which in turn drives the first steering mechanism 1 to move synchronously through the clutch device 7, so that the first wheel 201 and the second wheel 202 can turn synchronously; other motors can also be used to drive the first clutch assembly 71 and the second clutch assembly 72 to rotate, which in turn drives the first steering mechanism 1 and the second steering mechanism 2 to move synchronously, so that the first wheel 201 and the second wheel 202 can turn synchronously.

[0170] In other words, with the clutch device 7 engaged, the operation of either the first steering motor 3 or the second steering motor 5 ensures that the steering system 300 functions normally, driving the wheels 200 to steer. Therefore, even if one of the first steering motor 3 or the second steering motor 5 fails, the steering system 300 can still operate normally to meet the needs of the vehicle 1000 for normal driving. Based on this, the steering system 300 in this embodiment has higher safety performance, and its application to the vehicle 1000 can improve the safety of the vehicle 1000.

[0171] This application does not specifically limit the connection method of the first clutch assembly 71 and the second clutch assembly 72 in the connected state. For example, in the connected state, the first clutch assembly 71 can be connected to the second clutch assembly 72 by means of snap-fit ​​connection, pin connection, engagement connection, etc.

[0172] The following describes some embodiments of this application by taking the engagement of the first clutch assembly 71 and the second clutch assembly 72 as an example.

[0173] In some embodiments, referring to FIG8, the second clutch assembly 72 is provided with a connection hole 721. In this case, in the connected state, the first clutch assembly 71 is at least partially accommodated in the connection hole 721.

[0174] It is understandable that the connection hole 721 can also be provided on the first clutch assembly 71. In this case, in the connected state, the second clutch assembly 72 is at least partially accommodated in the connection hole 721.

[0175] In some embodiments, referring to FIG10, the first clutch assembly 71 includes a first gear, which may be coaxially arranged with the second clutch assembly 72.

[0176] In the engaged state, the second clutch assembly 72 engages with the first gear, thereby connecting the first clutch assembly 71 and the second clutch assembly 72. In the disengaged state, the second clutch assembly 72 disengages from the first gear, thereby disconnecting the first clutch assembly 71 and the second clutch assembly 72.

[0177] In this case, the first clutch assembly 71 can be connected to the first steering mechanism 1 by connecting the first gear to the first steering mechanism 1 (as shown in Figure 3).

[0178] The first gear can be directly connected to the first steering mechanism 1, or it can be connected to the first steering mechanism 1 through a gear or other transmission component. The specific choice can be made according to the actual situation, and this application does not make any specific limitation.

[0179] It is understood that the first clutch assembly 71 may also include a mounting member for mounting the first gear, which can be mounted to the vehicle body 100 via the mounting member. This application does not specifically limit the structure of the mounting member.

[0180] In some embodiments, as shown in FIG14, FIG14 is a structural diagram of a second clutch assembly 72 provided in an embodiment of the present application. The second clutch assembly 72 is provided with a connecting hole 721, and a plurality of connecting teeth 722 are provided on the inner wall of the connecting hole 721, and the plurality of connecting teeth 722 are arranged at intervals along the circumference of the connecting hole 721.

[0181] In the connected state, the first gear is at least partially housed within the connecting hole 721, and the connecting teeth 722 mesh with the teeth of the first gear. For example, the second clutch assembly 72 is sleeved on the first gear in the form of a sleeve.

[0182] In this configuration, during the synchronous rotation of the first clutch assembly 71 and the second clutch assembly 72, the force on the first gear and the second clutch assembly 72 is more even, which is beneficial for the transmission of force between them and enables the transmission of high torque. This improves the reliability of the clutch device 7. Thus, even when the vehicle 1000 is on a rough road surface, the clutch device 7 in the engaged state can reliably connect the first steering mechanism 1 and the second steering mechanism 2, causing them to work together, thereby enabling the first wheel 201 and the second wheel 202 to steer synchronously.

[0183] The multiple connecting teeth 722 can be arranged evenly along the circumference of the connecting hole 721, which can further improve the uniformity of force on the first gear and the second clutch assembly 72, thereby improving the reliability of the clutch device 7.

[0184] In some embodiments, referring to FIG15, FIG15 is a structural diagram of a first clutch assembly 71 and a first connecting assembly 73 provided in an embodiment of the present application. A first protrusion 711 is provided on the teeth of the first gear, and the first protrusion 711 is located on one side of the teeth of the first gear in the axial direction of the first gear.

[0185] Based on this, referring to Figure 14, the connecting tooth 722 is provided with a second protrusion 7211, which is located on one side of the connecting tooth 722 in the axial direction of the connecting hole 721.

[0186] The first protrusion 711 can cooperate with the second protrusion 7211 to guide the connecting tooth 722 to mesh with the teeth of the first gear during the process of switching the clutch device 7 from the disengaged state to the engaged state.

[0187] This configuration reduces the resistance when the clutch device 7 switches between the connected and disconnected states, reduces the difficulty of aligning the connecting teeth 722 of the second clutch assembly 72 with the teeth of the first gear, reduces the jerking sensation when the clutch device 7 switches states, and enables the clutch device 7 to achieve smooth state switching.

[0188] It should be noted that the first protrusion 711 and the second protrusion 7211 can be configured as a dog tooth structure that cooperates with each other.

[0189] For example, as shown in FIG15, the first protrusion 711 has two first guide surfaces, which are arranged sequentially along the circumference of the first gear. Among them, along the circumference of the first gear, the two ends of the two first guide surfaces that are close to each other are connected to each other, and the two ends of the two first guide surfaces that are far apart from each other are inclined towards the direction of the gear teeth of the first gear.

[0190] With this configuration, during the transition of the clutch device 7 from the disengaged state to the engaged state, the first guide surface can guide the connecting teeth 722 of the second clutch assembly 72 to mesh with the teeth of the first gear, thereby reducing the jerking sensation when the clutch device 7 switches states.

[0191] It is understood that the first guide surface can be either a plane or a curved surface, and the choice can be made according to the actual situation. This application does not make any specific restrictions on this.

[0192] For example, as shown in Figure 15, at least one of the two first guide surfaces is a plane. For instance, both first guide surfaces are planes. In this case, the first protrusion 711 can be approximately triangular prism in shape.

[0193] In other embodiments, at least one of the two first guide surfaces is a curved surface. For example, both first guide surfaces are curved surfaces.

[0194] It should be noted that, referring to Figure 14, the second protrusion 7211 can be configured with reference to the structure of the first protrusion 711. For example, the second protrusion 7211 has two second guide surfaces, which are arranged sequentially along the circumference of the connecting hole 721. Along the circumference of the connecting hole 721, the two ends of the two second guide surfaces that are close to each other are connected to each other, and the two ends of the two second guide surfaces that are far apart from each other are inclined toward the direction of the connecting tooth 722.

[0195] Similarly, the second guide surface can be either a plane or a curved surface, and the choice can be made according to the actual situation. This application does not make any specific restrictions on this.

[0196] For example, as shown in Figure 14, at least one of the two second guide surfaces is a plane. For instance, both second guide surfaces are planes. In this case, the second protrusion 7211 can be approximately triangular prism in shape.

[0197] In other embodiments, at least one of the two second guide surfaces is a curved surface. For example, both second guide surfaces are curved surfaces.

[0198] In some embodiments, referring to FIG3, the clutch device 7 further includes a first connecting component 73, which is connected to the first clutch component 71 and is capable of rotating synchronously with the first clutch component 71 (as shown in FIG8). For example, the first connecting component 73 is connected to the first gear in the first clutch component 71.

[0199] The first connecting component 73 is used to connect the first steering mechanism 1. In this case, the first clutch component 71 is connected to the first steering mechanism 1 through the first connecting component 73.

[0200] For example, the first connecting component 73 is engaged with the first steering mechanism 1. When the first steering mechanism 1 includes a first engaging transmission component 11, the first connecting component 73 is engaged with the first engaging transmission component 11, for example, the first connecting component 73 is engaged with a first moving member in the first engaging transmission component 11.

[0201] It is understood that the first connecting component 73 may be configured as one or more gears. In the case that the first connecting component 73 is multiple gears, the multiple gears mesh sequentially, and on the transmission path of the multiple gears, the two gears located at both ends are respectively connected to the first clutch component 71 and the first steering mechanism 1.

[0202] In some embodiments, referring to FIG8, the first connecting component 73 includes a second gear, which is connected to the first clutch component 71, and the first clutch component 71 is capable of rotating synchronously with the second gear. The second gear may be coaxially arranged with the first clutch component 71.

[0203] It should be noted that the second gear in the first connecting assembly 73 is used to connect the first steering mechanism 1 (as shown in Figure 3).

[0204] For example, the second gear is engaged with the first steering mechanism 1, for instance, the second gear is engaged with the first rack in the first steering mechanism 1.

[0205] In some embodiments, referring to FIG3, the clutch device 7 further includes a second connecting component 74, which is connected to the second clutch component 72 (as shown in FIG8), and the second connecting component 74 is capable of rotating synchronously with the second clutch component 72.

[0206] The second connecting component 74 is used to connect the second steering mechanism 2. In this case, the second clutch component 72 is connected to the second steering mechanism 2 via the second connecting component 74.

[0207] For example, as shown in FIG3, the second connecting component 74 is engaged with the second steering mechanism 2.

[0208] In the case where the second steering mechanism 2 includes a second engagement transmission assembly 21, the second connecting assembly 74 is engaged with the second engagement transmission assembly 21. For example, the second connecting assembly 74 is engaged with the second moving member in the second engagement transmission assembly 21.

[0209] It is understood that the second connecting component 74 may be configured as one or more gears. In the case where the first connecting component 73 consists of multiple gears, the multiple gears mesh sequentially, and on the transmission path of the multiple gears, the two gears located at both ends are respectively connected to the first clutch component 71 and the first steering mechanism 1.

[0210] In some embodiments, referring to FIG3, the second connecting assembly 74 includes a third gear 741, which is connected to the second clutch assembly 72 (as shown in FIG8), and the second clutch assembly 72 is capable of rotating synchronously with the third gear 741. The third gear 741 may be coaxially arranged with the second clutch assembly 72.

[0211] It should be noted that the third gear 741 in the second connecting assembly 74 is used to connect the second steering mechanism 2.

[0212] For example, the third gear 741 is meshed with the second steering mechanism 2, for instance, the third gear 741 meshes with the second rack in the second steering mechanism 2.

[0213] In some embodiments, referring to FIG8, the first connecting component 73 of the clutch device 7 includes a second gear, and the second connecting component 74 of the clutch device 7 includes a third gear 741.

[0214] The axis of the second gear can be set to be parallel to the axis of the third gear 741; alternatively, the axis of the second gear can be set to be collinear with the axis of the third gear 741, i.e., the second gear and the third gear 741 are coaxial. The specific choice can be made according to the actual situation, and this application does not impose any specific limitations on it.

[0215] It should be noted that, along the axial direction of the second gear, the first clutch assembly 71 and the second clutch assembly 72 can be located on the side of the second gear away from the third gear 741, or on the side of the third gear 741 away from the second gear, or between the second gear and the third gear 741. The specific choice can be made according to the actual situation, and this application does not impose any specific limitations on this.

[0216] In some embodiments, referring to FIG8, the second clutch assembly 72 is movable relative to the third gear 741 along the axial direction of the third gear 741 to engage or disengage the second clutch assembly 72 from the first clutch assembly 71.

[0217] In other embodiments, the second clutch assembly 72 is capable of moving synchronously with the third gear 741 along the axial direction of the third gear 741, so that the second clutch assembly 72 is connected to or disconnected from the first clutch assembly 71.

[0218] In some embodiments, referring to FIG8, the second connecting component 74 further includes a fourth gear 742, which is connected to the third gear 741, and the third gear 741 is capable of rotating synchronously with the fourth gear 742.

[0219] In the engaged state, the second clutch assembly 72 is engaged with the fourth gear 742. For example, in the engaged state, the fourth gear 742 is at least partially housed within the connection hole 721 of the second clutch assembly 72, at which time the teeth of the fourth gear 742 can be configured to mesh with the connection teeth 722 within the connection hole 721.

[0220] This configuration enables the clutch device 7 to meet the requirements for transmitting high torque, which helps to improve the reliability and durability of the clutch device 7.

[0221] In the disengaged state, the second clutch assembly 72 can be engaged with or disengaged from the fourth gear 742. For example, in the disengaged state, the fourth gear 742 is at least partially housed within the connection hole 721 of the second clutch assembly 72, at which time the teeth of the fourth gear 742 can be configured to engage with the connecting teeth 722 within the connection hole 721.

[0222] In some embodiments, referring to FIG8, the clutch device 7 further includes a rotating shaft 75, and a first clutch assembly 71 and a second clutch assembly 72 are sleeved on the rotating shaft 75.

[0223] In the engaged state, the first clutch assembly 71, the second clutch assembly 72, and the rotating shaft 75 rotate synchronously. In the disengaged state, one of the first clutch assembly 71 and the second clutch assembly 72 can rotate relative to the rotating shaft 75, while the other rotates synchronously with the rotating shaft 75.

[0224] For example, in the disengaged state, the first clutch assembly 71 can rotate relative to the rotating shaft 75, and the second clutch assembly 72 rotates synchronously with the rotating shaft 75.

[0225] The first clutch assembly 71 can be connected to the rotating shaft 75 via a bearing. For example, the bearing is sleeved on the rotating shaft 75, and the first gear in the first clutch assembly 71 is sleeved on the bearing.

[0226] Alternatively, the second gear of the first connecting assembly 73 can also be fitted onto the rotating shaft 75, and the second gear can rotate relative to the rotating shaft 75. For example, the second gear is connected to the rotating shaft 75 via a bearing.

[0227] In some embodiments, referring to FIG8, a spline 751 is provided on the rotating shaft 75, and a third gear 741 is sleeved on the rotating shaft 75, and the third gear 741 is detachably connected to the rotating shaft 75 via the spline 751. This facilitates the replacement of the third gear 741.

[0228] Alternatively, the fourth gear 742 can also be fitted onto the rotating shaft 75 and detachably connected to the rotating shaft 75 via spline 751. This facilitates the replacement of the fourth gear 742.

[0229] In some embodiments, referring to FIG8, the clutch device 7 further includes a drive assembly 76 for driving at least one of the first clutch assembly 71 and the second clutch assembly 72 to move, so as to connect or disconnect the first clutch assembly 71 and the second clutch assembly 72.

[0230] Understandably, the drive component 76 enables the clutch device 7 to automatically switch between connected and disconnected states.

[0231] For example, as shown in FIG9, the drive assembly 76 is connected to the second clutch assembly 72 and is used to drive the second clutch assembly 72 to move between a first position and a second position, so as to connect or disconnect the first clutch assembly 71 and the second clutch assembly 72.

[0232] As shown in Figure 9, when the second clutch assembly 72 is in the first position, the first clutch assembly 71 and the second clutch assembly 72 are connected, and the clutch device 7 is in the connected state. As shown in Figure 10, when the second clutch assembly 72 is in the second position, the first clutch assembly 71 and the second clutch assembly 72 are disconnected, and the clutch device 7 is in the disengaged state.

[0233] In some embodiments, referring to FIG10, the drive assembly 76 is capable of driving the second clutch assembly 72 to move along a first direction X between a first position and a second position.

[0234] The first direction X is parallel to the rotation axis of the second clutch assembly 72. For example, the first direction X is the length direction of the vehicle 1000.

[0235] In some embodiments, referring to FIG9, the clutch device 7 further includes an actuating element 77 connected to the second clutch assembly 72, and the actuating element 77 is rotatable relative to the second clutch assembly 72. For example, the actuating element 77 is rotatable about the rotation axis of the second clutch assembly 72 relative to the second clutch assembly 72.

[0236] The actuating element 77 is used to drive the second clutch assembly 72 to move between the first position and the second position.

[0237] Based on this, the drive assembly 76 can be used to drive the toggle member 77 to move, thereby causing the second clutch assembly 72 to move between the first position and the second position.

[0238] In some embodiments, referring to FIG9, the toggle member 77 is provided with a threaded hole, and the drive assembly 76 includes a screw 761 and a drive motor 762. The screw 761 passes through the threaded hole, and the external thread of the screw 761 engages with the internal thread of the threaded hole.

[0239] The screw 761 is connected to the output shaft of the drive motor 762, which drives the screw 761 to rotate, thereby moving the actuating member 77. For example, the drive assembly 76 also includes a third coupling 763, through which the output shaft of the drive motor 762 is connected to the screw 761.

[0240] For example, as shown in FIG9, the screw 761 extends along the first direction X, that is, the extension direction of the screw 761 is parallel to the rotation axis of the second clutch assembly 72. In this way, when the drive motor 762 is running, it can drive the screw 761 to rotate, thereby driving the actuating member 77 to move along the first direction X, thereby driving the second clutch assembly 72 to move between a first position and a second position, thus switching the clutch device 7 between the engaged state and the disengaged state.

[0241] It should be noted that the drive motor 762 can also be connected to the actuating element 77 through a transmission mechanism such as a gear rack, belt, etc., so as to drive the actuating element 77 to move along the first direction X.

[0242] In addition, the aforementioned drive component 76 can also be replaced by a manual cable mechanism or an electromagnetic clutch mechanism, which can be selected according to the actual situation. This application does not make any specific limitations in this regard.

[0243] In some embodiments, referring to FIG8, the second clutch assembly 72 is provided with a limiting groove 723, the limiting groove 723 is located on the side of the second clutch assembly 72 away from the rotation axis of the second clutch assembly 72, and the limiting groove 723 is arranged around the second clutch assembly 72.

[0244] Based on this, the actuating member 77 has a first end 771 and a second end 772 facing away from each other, and the second end 772 is at least partially located within the limiting groove 723. That is, the second end 772 of the actuating member 77 extends into the limiting groove 723.

[0245] The end face of the second end 772 facing away from the first end 771 is concave. The concave surface can cooperate with the second clutch assembly 72 to prevent the second clutch assembly 72 from rotating with the screw 761 during the rotation of the screw 761.

[0246] In this configuration, the actuating element 77 can be engaged with the switching element via a concave surface, thereby preventing the actuating element 77 from rotating with the screw 761 during the rotation of the screw 761, so that the actuating element 77 can move along the extension direction of the screw 761.

[0247] In some embodiments, the vehicle 1000 further includes a steering housing connected to the body 100, and the clutch device 7 is at least partially located within the steering housing.

[0248] In this configuration, the rotating shaft 75 can be rotatably connected to the steering housing, and the first rack and the second rack can be slidably connected to the steering housing. This allows the steering housing to constrain the rotating shaft 75, the first rack, and the second rack.

[0249] Alternatively, the first worm gear 14 can also be rotatably connected to the steering housing, for example, by means of a rotating rod and a rolling bearing. Similarly, the second worm gear 24 can also be rotatably connected to the steering housing, for example, by means of a rotating rod and a rolling bearing.

[0250] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0251] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A clutch device, characterized in that, The clutch device (7) includes: a first clutch assembly (71), which is used to connect to a first steering mechanism (1) connected to a first wheel (201); and a second clutch assembly (72), which is used to connect to a second steering mechanism (2) connected to a second wheel (202). In the connected state, the first clutch assembly (71) and the second clutch assembly (72) are connected, and the first steering mechanism (1) and the second steering mechanism (2) are linked to make the first wheel (201) and the second wheel (202) turn synchronously. In the disconnected state, the first clutch assembly (71) and the second clutch assembly (72) are disconnected, and the first steering mechanism (1) and the second steering mechanism (2) are separated to make the first wheel (201) and the second wheel (202) turn independently.

2. The clutch device according to claim 1, characterized in that, In the connected state, the first clutch assembly (71) and the second clutch assembly (72) rotate synchronously; in the disconnected state, the first clutch assembly (71) and the second clutch assembly (72) rotate independently of each other.

3. The clutch device according to claim 1, characterized in that, The clutch device (7) further includes: a first connecting component (73), which is connected to the first clutch component (71) and is capable of rotating synchronously with the first clutch component (71); the first connecting component (73) is used to connect to the first steering mechanism (1) and is used to engage with the first steering mechanism (1).

4. The clutch device according to claim 3, characterized in that, The first connecting component (73) includes: a second gear, which is connected to the first clutch component (71), and the first clutch component (71) is capable of rotating synchronously with the second gear; the second gear is used to connect to the first steering mechanism (1), and the second gear is used to mesh with the first steering mechanism (1).

5. The clutch device according to any one of claims 1-3, characterized in that, The clutch device (7) further includes: a second connecting component (74), which is connected to the second clutch component (72) and is capable of rotating synchronously with the second clutch component (72); the second connecting component (74) is used to connect to the second steering mechanism (2) and is used to engage with the second steering mechanism (2).

6. The clutch device according to claim 5, characterized in that, The second connecting component (74) includes: a third gear (741), which is connected to the second clutch component (72), and the second clutch component (72) is capable of rotating synchronously with the third gear (741); the third gear (741) is used to connect to the second steering mechanism (2), and the third gear (741) is used to mesh with the second steering mechanism (2).

7. The clutch device according to claim 6, characterized in that, The second connecting component (74) further includes a fourth gear (742), which is connected to the third gear (741), and the third gear (741) is capable of rotating synchronously with the fourth gear (742); in the connected state, the second clutch component (72) is engaged with the fourth gear (742).

8. The clutch device according to any one of claims 1-7, characterized in that, In the connected state, the first clutch assembly (71) and the second clutch assembly (72) are engaged.

9. The clutch device according to claim 8, characterized in that, The second clutch assembly (72) is provided with a connection hole (721), and in the connected state, the first clutch assembly (71) is at least partially accommodated in the connection hole (721); or, the first clutch assembly (71) is provided with a connection hole (721), and in the connected state, the second clutch assembly (72) is at least partially accommodated in the connection hole (721).

10. The clutch device according to claim 8 or 9, characterized in that, The rotation axis of the first clutch assembly is parallel to the rotation axis of the second clutch assembly.

11. The clutch device according to claim 8 or 9, characterized in that, The first clutch assembly and the second clutch assembly are coaxially arranged.

12. The clutch device according to any one of claims 8-11, characterized in that, The first clutch assembly (71) includes: a first gear, wherein in the connected state, the second clutch assembly (72) meshes with the first gear to connect the first clutch assembly (71) and the second clutch assembly (72); and in the disconnected state, the second clutch assembly (72) disengages from the first gear to disconnect the first clutch assembly (71) and the second clutch assembly (72).

13. The clutch device according to claim 12, characterized in that, The clutch device (7) further includes: a first connecting component (73), which is connected to the first clutch component (71) and is capable of rotating synchronously with the first clutch component (71); wherein the first gear is connected to the first connecting component (73).

14. The clutch device according to claim 12 or 13, characterized in that, The first gear is coaxially arranged with the second clutch assembly (72).

15. The clutch device according to claim 14, characterized in that, The second clutch assembly (72) is provided with a connecting hole (721), and a plurality of connecting teeth (722) are provided on the inner wall of the connecting hole (721). The plurality of connecting teeth (722) are arranged at intervals along the circumference of the connecting hole (721). In the connected state, the first gear is at least partially housed in the connecting hole (721), and the connecting teeth (722) mesh with the teeth of the first gear.

16. The clutch device according to claim 15, characterized in that, The plurality of connecting teeth (722) are evenly arranged circumferentially along the connecting hole (721).

17. The clutch device according to claim 16, characterized in that, The first gear has a first protrusion (711) on its teeth, which is located on one side of the first gear teeth in the axial direction of the first gear; the connecting tooth (722) has a second protrusion (7211) on its teeth, which is located on one side of the connecting tooth (722) in the axial direction of the connecting hole (721); the first protrusion (711) can cooperate with the second protrusion (7211) to guide the connecting tooth (722) to mesh with the teeth of the first gear during the process of the clutch device (7) switching from the disengaged state to the engaged state.

18. The clutch device according to claim 17, characterized in that, The first protrusion (711) has two first guide surfaces, which are arranged sequentially along the circumference of the first gear; wherein, along the circumference of the first gear, the two ends of the two first guide surfaces that are close to each other are connected to each other, and the two ends of the two first guide surfaces that are far apart from each other are inclined toward the direction of the gear teeth of the first gear.

19. The clutch device according to claim 18, characterized in that, At least one of the two first guide surfaces is a plane.

20. The clutch device according to claim 18, characterized in that, At least one of the two first guide surfaces is a curved surface.

21. The clutch device according to any one of claims 17-20, characterized in that, The second protrusion (7211) has two second guide surfaces, which are arranged sequentially along the circumference of the connecting hole (721); wherein, along the circumference of the connecting hole (721), the two ends of the two second guide surfaces that are close to each other are connected to each other, and the two ends of the two second guide surfaces that are far apart from each other are inclined toward the direction of the connecting tooth (722).

22. The clutch device according to claim 21, characterized in that, At least one of the two second guide surfaces is a plane.

23. The clutch device according to claim 21, characterized in that, At least one of the two second guide surfaces is a curved surface.

24. The clutch device according to any one of claims 1-23, characterized in that, The clutch device (7) further includes a drive assembly (76) for driving at least one of the first clutch assembly (71) and the second clutch assembly (72) to move, so as to connect or disconnect the first clutch assembly (71) and the second clutch assembly (72).

25. The clutch device according to claim 24, characterized in that, The drive assembly (76) is connected to the second clutch assembly (72) and is used to drive the second clutch assembly (72) to move between a first position and a second position, so that the first clutch assembly (71) and the second clutch assembly (72) are connected or disconnected; wherein, when the second clutch assembly (72) is in the first position, the first clutch assembly (71) and the second clutch assembly (72) are connected; when the second clutch assembly (72) is in the second position, the first clutch assembly (71) and the second clutch assembly (72) are disconnected.

26. The clutch device according to claim 25, characterized in that, In the connected state, the first clutch assembly (71) and the second clutch assembly (72) rotate synchronously; the drive assembly (76) can drive the second clutch assembly (72) to move along the first direction X between the first position and the second position, the first direction X being parallel to the rotation axis of the second clutch assembly (72).

27. The clutch device according to claim 25 or 26, characterized in that, The clutch device (7) further includes: an actuating element (77), which is connected to the second clutch assembly (72) and is rotatable relative to the second clutch assembly (72); the actuating element (77) is used to drive the second clutch assembly (72) to move between the first position and the second position; the driving assembly (76) is used to drive the actuating element (77) to move.

28. The clutch device according to claim 27, characterized in that, The actuating element (77) is rotatable relative to the second clutch assembly (72) about the rotation axis of the second clutch assembly (72).

29. The clutch device according to claim 27 or 28, characterized in that, The actuating element (77) is provided with a threaded hole; the driving assembly (76) includes: a screw (761) which passes through the threaded hole and the external thread of the screw (761) is screwed into the internal thread of the threaded hole; a driving motor (762) which connects the screw (761) to the output shaft of the driving motor (762); the driving motor (762) can drive the screw (761) to rotate so as to drive the actuating element (77) to move.

30. The clutch device according to claim 29, characterized in that, The screw (761) extends along a first direction X, which is parallel to the rotation axis of the second clutch assembly (72); the drive motor (762) can drive the screw (761) to rotate, thereby driving the actuating member (77) to move along the first direction X.

31. The clutch device according to any one of claims 27-30, characterized in that, The second clutch assembly (72) is provided with a limiting groove (723), the limiting groove (723) is located on the side of the second clutch assembly (72) away from the rotation axis of the second clutch assembly (72), and the limiting groove (723) is arranged around the second clutch assembly (72); the actuating member (77) has a first end (771) and a second end (772) facing away from each other, and the second end (772) is at least partially located in the limiting groove (723); the end face of the second end (772) facing away from the first end (771) is a concave surface, and the concave surface can cooperate with the second clutch assembly (72) to prevent the second clutch assembly (72) from rotating with the screw (761) during the rotation of the screw (761).

32. The clutch device according to claim 7, characterized in that, The second clutch assembly (72) is provided with a connection hole (721), and in the connected state, the fourth gear (742) is at least partially accommodated in the connection hole (721).

33. The clutch device according to claim 32, characterized in that, In the disconnected state, the fourth gear (742) is at least partially housed within the connecting hole (721).

34. The clutch device according to any one of claims 1-33, characterized in that, The clutch device (7) further includes a rotating shaft (75), on which the first clutch assembly (71) and the second clutch assembly (72) are sleeved.

35. The clutch device according to claim 34, characterized in that, In the connected state, the first clutch assembly (71), the second clutch assembly (72), and the rotating shaft (75) rotate synchronously; in the disconnected state, one of the first clutch assembly (71) and the second clutch assembly (72) can rotate relative to the rotating shaft (75), and the other rotates synchronously with the rotating shaft (75).

36. The clutch device according to claim 35, characterized in that, In the disengaged state, the first clutch assembly (71) is able to rotate relative to the rotating shaft (75), and the second clutch assembly (72) rotates synchronously with the rotating shaft (75).

37. The clutch device according to any one of claims 1-36, characterized in that, The clutch device (7) further includes: a second gear, which is connected to the first clutch assembly (71), and the first clutch assembly (71) is capable of rotating synchronously with the second gear; the second gear is used to connect to the first steering mechanism (1), and the second gear is used to mesh with the first steering mechanism (1); a third gear (741), which is connected to the second clutch assembly (72), and the second clutch assembly (72) is capable of rotating synchronously with the third gear (741); the third gear (741) is used to connect to the second steering mechanism (2), and the third gear (741) is used to mesh with the second steering mechanism (2).

38. The clutch device according to claim 37, characterized in that, The axis of the second gear is parallel to the axis of the third gear (741).

39. The clutch device according to claim 38, characterized in that, The second gear is coaxially arranged with the third gear (741).

40. The clutch device according to any one of claims 37-39, characterized in that, Along the axial direction of the second gear, the first clutch assembly (71) and the second clutch assembly (72) are located on the side of the second gear away from the third gear (741); or, along the axial direction of the second gear, the first clutch assembly (71) and the second clutch assembly (72) are located on the side of the third gear (741) away from the second gear.

41. The clutch device according to any one of claims 37-39, characterized in that, Along the axial direction of the second gear, the first clutch assembly (71) and the second clutch assembly (72) are located between the second gear and the third gear (741).

42. The clutch device according to any one of claims 37-41, characterized in that, The second gear is coaxially arranged with the first clutch assembly (71).

43. The clutch device according to any one of claims 37-42, characterized in that, The third gear (741) is coaxially arranged with the second clutch assembly (72).

44. The clutch device according to claim 43, characterized in that, The second clutch assembly (72) is movable relative to the third gear (741) along the axial direction of the third gear (741) to engage or disengage the second clutch assembly (72) from the first clutch assembly (71).

45. A steering system, characterized in that, The steering system (300) includes the clutch device (7) as described in any one of claims 1-44.

46. ​​The steering system according to claim 45, characterized in that, The steering system (300) further includes: a first steering mechanism (1), which is connected to the first clutch assembly (71) and is used to connect the first wheel (201); and a second steering mechanism (2), which is connected to the second clutch assembly (72) and is used to connect the second wheel (202).

47. The steering system according to claim 46, characterized in that, The clutch device (7) includes a first connecting component (73), which is connected to the first clutch component (71), and the first connecting component (73) is capable of rotating synchronously with the first clutch component (71); The first steering mechanism (1) includes: a first engagement transmission assembly (11), which engages with the first connecting assembly (73); and a first link assembly (12), one end of which is connected to the first engagement transmission assembly (11), and the other end of which is used to connect to the first wheel (201).

48. The steering system according to claim 47, characterized in that, The first meshing transmission assembly (11) includes: a first moving member, which is meshed with the first connecting assembly (73), and one end of the first moving member is connected to the first connecting rod assembly (12).

49. The steering system according to claim 48, characterized in that, The first connecting component (73) includes a second gear, which is connected to the first clutch component (71), and the first clutch component (71) is capable of rotating synchronously with the second gear; the first moving component includes a first rack, which meshes with the second gear; one end of the first connecting rod component (12) is movably connected to the first rack.

50. The steering system according to claim 49, characterized in that, The steering system (300) further includes a first steering motor (3), which drives the first steering mechanism (1) to move so as to steer the first wheel (201).

51. The steering system according to claim 50, characterized in that, The first steering motor (3) is used to drive the first meshing transmission assembly (11); wherein, the output shaft of the first steering motor (3) is connected to the first rack in the first meshing transmission assembly (11), and the first steering motor (3) can drive the first rack to move along the extension direction of the first rack so as to move the first steering mechanism (1).

52. The steering system according to claim 50 or 51, characterized in that, The first meshing transmission assembly (11) further includes: a first worm (13), the first worm (13) being connected to the output shaft of the first steering motor (3), the first steering motor (3) being able to drive the first worm (13) to rotate; and a first worm wheel (14), the first worm (13) meshing with the first worm wheel (14), the first worm wheel (14) meshing with the first rack.

53. The steering system according to any one of claims 46-52, characterized in that, The clutch device (7) includes a second connecting component (74), which is connected to the second clutch component (72), and the second connecting component (74) is capable of rotating synchronously with the second clutch component (72); The second steering mechanism (2) includes: a second engagement transmission assembly (21), which is engaged with the second connection assembly (74); The second link assembly (22) has one end connected to the second engagement transmission assembly (21) and the other end connected to the second wheel (202).

54. The steering system according to claim 53, characterized in that, The second engagement transmission assembly (21) includes: a second moving member, which is engaged with the second connecting assembly (74), and one end of the second moving member is connected to the second connecting rod assembly (22).

55. The steering system according to claim 54, characterized in that, The second connecting assembly (74) includes a third gear (741), which is connected to the second clutch assembly (72), and the second clutch assembly (72) is capable of rotating synchronously with the third gear (741); the second moving member includes a second rack, which meshes with the third gear (741); one end of the second connecting rod assembly (22) is movably connected to the second rack.

56. The steering system according to claim 55, characterized in that, The steering system (300) further includes a second steering motor (5), which drives the second steering mechanism (2) to move so as to steer the second wheel (202).

57. The steering system according to claim 56, characterized in that, The second steering motor (5) is used to drive the second meshing transmission assembly (21); wherein the output shaft of the second steering motor (5) is connected to the second rack in the second meshing transmission assembly (21), and the second steering motor (5) can drive the second rack to move along the extension direction of the second rack so as to move the second steering mechanism (2).

58. The steering system according to claim 56 or 57, characterized in that, The second meshing transmission assembly (21) further includes: a second worm (23), which is connected to the output shaft of the second steering motor (5), and the second steering motor (5) can drive the second worm (23) to rotate; and a second worm wheel (24), which meshes with the second worm (23) and the second worm wheel (24) meshes with the second rack.

59. A vehicle, characterized in that, The vehicle (1000) includes a first wheel (201), a second wheel (202), and a steering system (300) as described in any one of claims 45-58.

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