Clutch mechanism, steering column structure, steering device and vehicle

Abstract

The utility model relates to a steering column structure, steering device and vehicle, the steering column structure comprises a driving piece and a driven piece, the driven piece is suitable for being driven by a first driving mechanism to rotate, the driving piece comprises a second driving mechanism and a driving piece, the driving piece is in transmission connection with the output end of the second driving mechanism, and the driving piece is driven by the second driving mechanism to rotate. The driving part is suitable for being circumferentially fixed with a steering column of a vehicle; the second driving mechanism is used for driving the driving part to reciprocate in the preset direction so that the driving part and the driven part can be connected or separated, and then coupling or decoupling of the first driving mechanism and the steering column is achieved. According to the steering device adopting the clutch mechanism, only one power-assisted steering system needs to be arranged, and the size and the occupied space of the steering device can be reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of steering systems, and relates to a clutch mechanism, a steering column structure, a steering device and a vehicle. Background Art

[0002] EPS (Electric Power Steering) is the development direction of automobile steering system. The system uses an electric motor to directly provide steering assistance, eliminating the power steering oil pump, hose, hydraulic oil, conveyor belt and pulley installed on the engine required by the hydraulic power steering system, which saves energy and protects the environment.

[0003] In the related art, a human-machine co-driving steering system is realized through an EPS dual system. When modifying existing traditional vehicles, the modification cost is high, the dual EPS system occupies a large space, and the control is complex. Utility Model Content

[0004] The technical problem to be solved by the utility model is: to provide a clutch mechanism, a steering column structure, a steering device and a vehicle for the problem that the human-machine co-driving steering system in the related technology, including the C-EPS and R-EPS dual systems, occupies a large space.

[0005] In order to solve the above technical problems, on the one hand, the utility model provides a clutch mechanism, including a driving member and a driven member, wherein the driven member is suitable for being driven to rotate by a first driving mechanism, and the driving member is suitable for being circumferentially fixed to the steering column of the vehicle; the engagement or disengagement of the driving member and the driven member realizes the coupling or decoupling of the first driving mechanism and the steering column, thereby realizing that the output end of the first driving mechanism and the steering column can be coupled or decoupled.

[0006] According to the clutch mechanism of the embodiment of the utility model, the driven member is suitable for being driven to rotate by the first drive mechanism, the active member is suitable for being circumferentially fixed with the steering column of the vehicle (that is, the active member and the steering column of the vehicle can rotate synchronously), and the second drive mechanism is used to drive the active member to reciprocate along a preset direction so that the active member and the driven member can be engaged or separated to achieve coupling or decoupling of the first drive mechanism and the steering column. When the first drive mechanism is decoupled from the steering column, the active member is separated from the driven member, the clutch mechanism disconnects the transmission connection between the first drive mechanism and the steering column, the torque of the first drive mechanism cannot be transmitted to the steering column, the driver can operate the steering wheel normally, and the power steering system provides steering assistance to achieve power-assisted driving (manual driving). When the first drive mechanism is coupled with the steering column, the active member is engaged with the driven member, and the clutch mechanism connects the output end of the first drive mechanism with the steering column. The torque of the first drive mechanism can drive the steering wheel to rotate through the clutch mechanism and the steering column. The first drive mechanism and the steering power system act on the steering column at the same time. The steering wheel rotates with the steering column. The torque size and direction of the first drive mechanism and the steering power system are controlled to realize automatic steering driving. In this way, the steering device using the clutch mechanism only needs to be provided with a steering power system, which can reduce the volume and space occupied by the steering device and reduce the complexity of steering control.

[0007] In addition, when modifying existing traditional vehicles (non-automatic steering driving vehicles), it is only necessary to install a clutch mechanism, and the steering column does not need to be modified or only slightly modified. The modification is easy and the modification cost is low.

[0008] On the other hand, an embodiment of the utility model further provides a steering column structure, including a first drive mechanism, a steering column and the above-mentioned clutch mechanism, wherein the driven member is connected to the first drive mechanism, and the active member is circumferentially fixed to the steering column.

[0009] On the other hand, an embodiment of the utility model also provides a steering device, including a steering controller, a steering wheel and the above-mentioned steering column structure, wherein the steering wheel is connected to the steering column, and the steering controller is electrically connected to the first drive mechanism and the second drive mechanism respectively to control the operation of the first drive mechanism and the second drive mechanism.

[0010] On another aspect, an embodiment of the present invention further provides a vehicle, comprising the above-mentioned steering device. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a framework diagram of the steering device provided by the first embodiment of the utility model;

[0012] Figure 2 is a schematic diagram of a steering column structure provided by a first embodiment of the utility model;

[0013] Figure 3 yes Figure 2 Another perspective of the picture;

[0014] Figure 4 yes Figure 3 Cross-sectional view along AA direction (decoupled state);

[0015] Figure 5 yes Figure 4 A partial enlarged view of

[0016] Figure 6 It is an internal structural diagram of the steering column structure provided by the first embodiment of the utility model (coupled state);

[0017] Figure 7 yes Figure 6 A partial enlarged view of .

[0018] The reference numerals in the specification are as follows:

[0019] 10. Steering column structure; 20. Steering controller; 30. Steering wheel; 40. Steering gear; 401. First tie rod; 402. Second tie rod; 50. Power steering system; 501. Power steering motor; 60. Left wheel; 70. Right wheel; 80. Universal joint;

[0020] 1. First steering column; 11. First inner spline hole;

[0021] 2. Second steering column; 21. External spline shaft;

[0022] 3. Clutch mechanism; 31. Second driving mechanism; 311. Second motor; 312. Screw; 313. Screw nut; 314. Second worm gear; 315. Second worm; 32. Active member; 321. Engagement tooth; 322. Second internal spline hole; 33. Follower; 331. Engagement hole; 34. Clutch mechanism housing; 341. First opening; 342. Second opening; 343. Ring platform; 35. Sliding bearing; 36. Second bearing; 37. Third bearing; 38. Screw plug; 39. Nut; 310. Retaining ring; 320. First bearing;

[0023] 4. First driving mechanism; 41. First motor; 42. First worm gear; 43. First worm;

[0024] 5. First sleeve;

[0025] 6. Second sleeve;

[0026] 7. Steering wheel height adjustment mechanism;

[0027] 8. Third steering column;

[0028] 91. Angle sensor; 92. Torque / angle sensor. DETAILED DESCRIPTION

[0029] In order to make the technical problems, technical solutions and beneficial effects solved by the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0030] First embodiment

[0031] See also Figures 1 to 7 The steering device provided in the first embodiment of the utility model includes a steering column structure 10, a steering controller 20, a steering wheel 30, a steering gear 40 and a steering assist system 50.

[0032] The steering controller 20 is a separate controller, or is integrated into the vehicle electronic control unit.

[0033] The steering column structure 10 comprises a steering column, a clutch mechanism 3 and a first driving mechanism 4. The steering wheel 30 is connected to the steering column.

[0034] See also Figure 5 and Figure 7 The clutch mechanism 3 includes a driving member and a driven member 33, and the driven member 33 is suitable for being driven to rotate by the first driving mechanism 4. The driving member includes a second driving mechanism 31 and an active member 32, and the active member 32 is suitable for being fixed circumferentially with the steering column of the vehicle. The second driving mechanism 31 is used to drive the active member 32 to reciprocate along a preset direction, so that the active member 32 and the driven member 33 can be engaged or disengaged, thereby realizing the coupling or decoupling of the first driving mechanism 4 and the steering column. When the first driving mechanism 4 is decoupled from the steering column, manual steering driving can be realized. When the first driving mechanism 4 is coupled to the steering column, automatic steering driving (intelligent assisted driving) can be realized.

[0035] The steering controller 20 is electrically connected to the first driving mechanism 4 and the second driving mechanism 31 respectively to control the operation of the first driving mechanism 4 and the second driving mechanism 31 .

[0036] The power steering system 50 is connected to the steering column or the steering gear 40 , and the steering controller 20 is electrically connected to the power steering system 50 to control the operation of the power steering system 50 .

[0037] The clutch mechanism 3, the steering column structure 10 and the steering device of the first embodiment of the utility model, when the output end of the first drive mechanism 4 is decoupled from the steering column, the active member 32 is separated from the driven member 3, the clutch mechanism 3 disconnects the power connection between the first drive mechanism 4 and the first steering column 1 and the second steering column 2, the torque of the first drive mechanism 4 cannot be transmitted to the steering column, the driver can normally operate the steering wheel 30, the steering power system 50 provides steering power, and power-assisted driving (manual driving) is realized. When the output end of the first drive mechanism 4 is coupled with the steering column, the active member 32 is engaged with the driven member 33, the clutch mechanism 3 connects the first drive mechanism 4 with the steering column, the torque of the first drive mechanism 4 can drive the steering wheel to rotate through the clutch mechanism 3 and the steering column, the first drive mechanism 4 and the steering power system 50 act on the steering column structure 10 at the same time, the steering wheel 30 rotates with the steering column, and the torque size and direction of the first drive mechanism 4 and the steering power system 50 are controlled, and automatic steering driving can be realized. In this way, the steering device using the clutch mechanism 3 only needs to be provided with a steering assist system 50, which can reduce the volume and space occupied by the steering device and reduce the complexity of the steering control.

[0038] In addition, when modifying an existing traditional vehicle (non-automatic steering driving vehicle), only the clutch mechanism 3 needs to be installed, and the steering column does not need to be modified or only slightly modified, which is easy to modify and has low modification costs. In this way, the existing ordinary vehicles without automatic steering driving function can be equipped with wire control steering function and can realize intelligent assisted driving (L2 / L3 / L4 level), which is universal for existing vehicles and reduces the threshold and cost of wire control steering.

[0039] The driven member 33 is transmission-connected to the output end of the first driving mechanism 4; when the active member 32 is engaged with the driven member 33, the active member 32 and the driven member 33 rotate synchronously, and the clutch mechanism 3 is in a coupled state; when the active member 32 is separated from the driven member 33, the clutch mechanism 3 is in a decoupled state.

[0040] The steering column comprises a first steering column 1 and a second steering column 2, one end of the first steering column 1 is connected to a steering wheel 30, the other end of the first steering column 1 is slidably plugged with one end of the second steering column 2, and the circumferential rotation of the first steering column 1 and the second steering column 2 is restricted. That is, the first steering column 1 and the second steering column 2 can only slide relative to each other, but cannot rotate relative to each other. The active member 32 is suitable for being circumferentially fixed with the second steering column 2.

[0041] The first steering column 1 is coaxial with the second steering column 2, and the preset direction is the axial direction of the first steering column 1. That is, the active member 32 moves along the axial direction of the first steering column 1, and the active member 32 moves smoothly.

[0042] See also Figure 5 and Figure 7 The active member 32 is roughly T-shaped, and an engaging tooth 321 is provided on one end of the active member 32 facing the driven member 33, and an engaging hole 331 opening toward the active member 32 is provided on the driven member 33. That is, the clutch mechanism 3 is a tooth-type clutch mechanism.

[0043] When the engagement teeth 321 are inserted into the engagement holes 331, the active member 32 is engaged with the driven member 33; when the engagement teeth 321 are removed from the engagement holes 331, the active member 32 is separated from the driven member 33. The engagement of the engagement teeth 321 and the engagement holes 331 is stable, which can ensure the engagement stability of the clutch mechanism 3.

[0044] See also Figures 4 to 7 The clutch mechanism 3 further includes a clutch mechanism housing 34, which is suitable for connecting to a vehicle body, and the active member 32 and the driven member 33 are located in the clutch mechanism housing 34. The clutch mechanism housing 34 remains stationary, and the active member 32 moves in the clutch mechanism housing 34.

[0045] The first driving mechanism 4 includes a first motor 41, and the first motor 41 is used to drive the steering column when the vehicle enters the intelligent driving mode.

[0046] The first motor 41 is preferably a hand-feel motor (hand-feel simulation steering motor), which is widely used in wire-controlled steering, self-driving and intelligent assisted driving.

[0047] The driven member 33 includes a first worm wheel 42, and the first driving mechanism 4 also includes a first worm 43. The first worm 43 is coaxially connected to the output end of the first motor 41. The first worm wheel 42 is rotatably supported in the clutch mechanism housing 34. The first motor 41 is installed outside the clutch mechanism housing 34. The first worm 43 extends into the clutch mechanism housing 34 and meshes with the first worm wheel 43. The rotation axis of the first worm wheel 43 coincides with the rotation axis of the first steering column 1. The driven member 33 and the first worm wheel 42 use the same component, which can reduce the number of parts. The first motor 41 uses a worm gear to reduce speed to increase the torsion transmitted to the driven member 33. The second driving mechanism 31 includes a second motor 311 and a second transmission mechanism. The second transmission mechanism is connected between the output end of the second motor 311 and the driving member 32.

[0048] The second transmission mechanism includes a screw rod 312 and a screw rod nut 313. The screw rod nut 313 is rotatably supported in the clutch mechanism housing 34 through a second bearing 36, and the axial displacement is limited. The screw rod 312 is threadedly connected to the internal threaded hole of the screw rod nut 313. The screw rod 312 is a hollow rod. The active member 32 is rotatably supported in the inner hole of the screw rod 312 through a third bearing 37, and the axial displacement of the active member 32 and the screw rod 312 is limited. The second bearing 36 and the third bearing 37 are, for example, ball bearings.

[0049] See also Figure 5 , also includes a screw plug 38 and a nut 39. A first limiting surface is provided on the inner wall of the screw rod 312, and a second limiting surface is provided on the outer periphery of the active member 32. One end face of the outer ring of the third bearing 37 abuts against the first limiting surface. The screw plug 38 is threadedly connected to the inner wall of the screw rod 312 and abuts against the other end face of the outer ring of the third bearing 37. The nut 39 is bolted to the outer periphery of the active member 32 and abuts against one end face of the inner ring of the third bearing 37. The other end face of the inner ring of the third bearing 37 abuts against the second limiting surface, so that the axial direction of the inner ring and the outer ring of the third bearing 37 is limited, thereby limiting the axial displacement of the active member 32 and the screw rod 312.

[0050] See also Figure 5 , further comprising a retaining ring 310, a retaining ring 310 and an annular groove are provided on the outer periphery of the screw nut 313, the retaining ring 310 and the annular groove are located on both axial sides of the second bearing 36, the axial end face of the inner ring of the second bearing 36 abuts against the retaining ring, the retaining ring 310 is accommodated in the annular groove and abuts against the axial end face of the inner ring of the second bearing 36. The clutch mechanism housing 34 is also provided with a second limiting surface and a third limiting surface, the axial end face of the outer ring of the second bearing 36 abuts against the second limiting surface, and the axial end face of the outer ring of the second bearing 36 abuts against the third limiting surface. The second transmission mechanism also includes a second worm wheel 314 and a second worm 315. The second worm 315 is coaxially connected to the output end of the second motor 311. The second worm 315 extends into the clutch mechanism housing 34 and meshes with the second worm wheel 314. The rotation axis of the second worm wheel 314 coincides with the rotation axis of the first steering column 1. The second worm wheel 314 is integrally formed on the side of the lead screw nut 313 away from the follower 33.

[0051] The other end of the first steering column 1 is hollow, one end of the second steering column 2 is slidably inserted into the first steering column 1 , and the active component 21 is sleeved on the outside of the first steering column 1 .

[0052] The other end of the first steering column 1 is provided with a first inner spline hole 11, and one end of the second steering column 2 is provided with an outer spline shaft 21 inserted into the first inner spline hole 11. That is, the first steering column 1 and the second steering column 2 are spline-matched, so that the first steering column 1 and the second steering column 2 can only slide relative to each other, but cannot rotate relative to each other.

[0053] The active member 32 is provided with a second inner spline hole 322 at one end away from the driven member 33, and the outer spline shaft 21 is inserted into the second inner spline hole 322. That is, the active member 32 is spline-matched with the second steering column 2, so that the active member 32 and the second steering column 2 can only slide relative to each other, but cannot rotate relative to each other.

[0054] See also Figure 5 A first opening 341 and a second opening 342 are respectively formed at two axial ends of the clutch mechanism housing 34 . The first steering column 1 passes through the first opening 342 , and the second steering column 2 passes through the second opening 342 .

[0055] The clutch mechanism housing 34 is provided with a ring platform 343 protruding toward the second opening 342 at the first opening 341, and the first steering column 1 passes through the ring platform 343; and further includes a first bearing 320, the inner ring of the first bearing 320 is pressed onto the outer periphery of the ring platform 343, the follower 33 has a center hole, and the outer ring of the first bearing 320 is pressed onto the hole wall of the center hole of the follower 33. The first bearing 320 is, for example, a ball bearing.

[0056] The first steering column 1 further comprises a sliding bearing 35 , which is disposed between the inner wall of the active member 32 and the outer peripheral surface of the first steering column 1 , so that the active member 32 can slide along the axial direction of the first steering column 1 .

[0057] It also includes a first sleeve 5 and a second sleeve 6, the first sleeve 5 is connected to one side of the clutch mechanism housing 34, the second sleeve 6 is connected to the other side of the clutch mechanism housing 34, the first steering column 1 passes through the first sleeve 5, and the other end of the second steering column 2 passes through the second sleeve 6.

[0058] The steering wheel height adjustment mechanism 7 is also included; the steering wheel height adjustment mechanism 7 is connected to the side of the first sleeve 5 away from the clutch mechanism housing 34, and the steering wheel height adjustment mechanism 7 is used to adjust the height of the steering wheel 30. The steering wheel height adjustment mechanism 7 is a conventional structure.

[0059] See also Figure 1, further comprising a third steering column 8, the other end of the second steering column 2 is connected to one end of the third steering column 8 through a universal joint 80, and the other end of the third steering column 8 is transmission-connected to the steering gear 40. In this way, the second steering column 2 is always mechanically connected to the first steering column 1 and the third steering column 8, and the driving safety is extremely high.

[0060] See also Figure 1 , further comprising a steering angle sensor 91, the steering angle sensor 91 being used to detect the steering angle of the third steering column 8, and the steering angle sensor 91 being communicatively connected to the steering controller 20. The steering angle sensor 91 can detect the wheel end steering angle signal, and transmit it to the steering controller 20 through the CAN bus or directly to the steering controller 20, so as to realize the closed-loop control of the wheel end angle.

[0061] See also Figure 1 , further comprising a torque / angle sensor 92, which is disposed on the first steering column 1 and is communicatively connected to the steering controller 20. The torque / angle sensor 92 can detect the torque and angle of the steering wheel 30.

[0062] The power steering system 50 is an electric power steering system, that is, the power steering system 50 uses a power steering motor 501 .

[0063] See also Figures 1 to 3 The electric power steering system is arranged on the outer periphery of the second steering column 2, and is used to provide power torque to the second steering column 2. That is, in this embodiment, the electric power steering system is C-EPS.

[0064] See also Figure 1 The steering gear 40 is a rack and pinion steering gear, which includes a gear, a rack shaft, a first tie rod 401 and a second tie rod 402. The gear is rotatably mounted on the third steering column 8 and meshes with the rack shaft. One end of the first tie rod 401 is hinged to one end of the rack shaft, and the other end is suitable for being hinged to the steering knuckle on the left wheel 60. One end of the second tie rod 402 is hinged to the other end of the rack shaft, and the other end is suitable for being hinged to the steering knuckle on the right wheel 70.

[0065] The clutch mechanism 3 of this embodiment enters the decoupling state when the vehicle is powered on, and the power-on decoupling time is ≤1000ms. When the vehicle is powered off, it enters the coupling state, and the transient coupling time is ≤500ms.

[0066] The working principle of the steering device of this embodiment is as follows:

[0067] In the manual steering driving mode, the clutch mechanism 3 is in a decoupled state. The steering wheel 30 inputs the driver's control intention, and the torque / angle signal of the steering wheel 30 is detected by the torque / angle sensor 92 and transmitted to the steering controller 20 through the vehicle CAN bus. The steering controller 20 controls the steering power system 50 to provide power torque to the second steering column, thereby providing steering power to the wheel end.

[0068] In the automatic steering driving mode (intelligent assisted driving), the steering controller 20 controls the second motor 311 to rotate, and the second motor 311 drives the screw nut 313 to rotate through the second worm 315 and the second worm wheel 314, thereby driving the screw 312 to move, and the screw 312 drives the active member 32 to move toward the driven member 33. When the engagement teeth 321 of the active member 32 are inserted into the engagement holes 331 on the driven member 33 (the first worm wheel 42), the clutch mechanism 3 enters the coupling state, and the clutch mechanism 3 drives the output end of the first motor 41 to connect with the first steering column 1 and the second steering column 2. The driving strategy is adjusted according to the vehicle state information, and the first motor 41 and the steering power motor 501 of the steering power system 50 are driven to act on the second steering column 2 at the same time. The torque is first transmitted from the second steering column 2 to the first steering column 1, so that the steering wheel 30 rotates accordingly, and then transmitted from top to bottom to the third steering column 8 and the steering gear 40, so as to realize automatic steering driving.

[0069] Manual steering driving mode means that when there is no serious fault in the system, it can assist human driving in normal steering. Its working process is as follows:

[0070] S101: The vehicle is powered on and the default mode is "manual steering driving". The steering controller 20 collects the torque / angle signal and wheel-end angle signal of the steering wheel 30, and simultaneously collects the built-in angle signal of the first motor 41, the second motor 311 and the steering power motor 501 of the steering power system 50. The clutch mechanism 5 is decoupled by calculating and controlling the second motor 311, and the first motor 41 is controlled to rotate the steering wheel 30 to a position corresponding to the wheel-end angle.

[0071] S102: The driver selects the “manual steering driving” mode or directly drives the vehicle through the central control screen or buttons.

[0072] S103: The first motor 41 and the steering column (the first steering column 1 and the second steering column 2) are in a decoupled state, and the steering controller 20 collects the torque / angle signal and the wheel end angle signal of the steering wheel 30, and provides steering assistance to the wheel end by calculating and controlling the current direction and magnitude of the steering power motor 501 of the steering power system 50.

[0073] S104: Complete normal steering control and steering assistance functions of human driving.

[0074] The automatic steering driving mode means that the system can achieve automatic normal steering when there is no serious fault in the system. The working process is as follows:

[0075] S201: The vehicle is powered on and the default mode is "manual steering driving". The steering controller 20 collects the torque / angle signal and wheel-end angle signal of the steering wheel 30, and simultaneously collects the built-in angle signal of the first motor 41, the second motor 311 and the steering power motor 501 of the steering power system 50. The clutch mechanism 3 is decoupled by calculating and controlling the second motor 311, and the first motor 41 is controlled to rotate the steering wheel 30 to a position corresponding to the wheel-end angle.

[0076] S202: The driver selects the “automatic steering driving” mode through the central control screen or buttons.

[0077] S203: The steering controller 20 realizes the coupling of the clutch mechanism 3 by calculating and controlling the second motor 311, and the first motor 41 and the steering column (the first steering column 1 and the second steering column 2) are in a coupled state.

[0078] S204: The steering controller 20 collects the torque / angle signal and wheel-end angle signal of the steering wheel 30, and controls the current direction and magnitude of the first motor 41 by calculation, so that the steering wheel 30 rotates according to the automatic driving strategy, and controls the current direction and magnitude of the steering power motor 501 of the steering power system 50 to provide steering assistance to the wheel end.

[0079] S205: Complete the automatic driving control and steering assistance functions.

[0080] Second embodiment

[0081] The steering device provided in the second embodiment of the utility model is different from the first embodiment in that the electric power steering system is connected to the gear of the rack and pinion steering gear to provide power torque to the gear. That is, in this embodiment, the electric power steering system is P-EPS.

[0082] Third embodiment

[0083] The steering device provided in the third embodiment of the utility model is different from the first embodiment in that it further includes a pinion gear, the pinion gear is meshed with the rack shaft of the gear rack steering gear, the meshing of the pinion gear and the rack shaft is a first position, the meshing of the gear and the rack shaft is a second position, the first position and the second position are spaced apart from each other in the axial direction of the rack shaft; the electric power steering system is transmission-connected to the pinion gear, and is used to provide power torque to the pinion gear. That is, in this embodiment, the electric power steering system is DP-EPS.

[0084] Fourth embodiment

[0085] The steering device provided in the fourth embodiment of the utility model is different from the first embodiment in that the electric power steering system includes a power motor and a ball screw structure, and the power motor is connected to the rack shaft of the gear rack steering gear through the ball screw structure to provide power torque to the rack shaft. That is, in this embodiment, the electric power steering system is R-EPS.

[0086] Fifth embodiment

[0087] The steering device provided in the fifth embodiment of the utility model is different from the first embodiment in that the electric power steering system includes a power motor, a ball screw structure and a belt-type reduction mechanism connected between the power motor and the ball screw structure, and the power motor is connected to the rack shaft of the rack and pinion steering gear through the belt-type reduction mechanism and the ball screw structure to provide power torque to the rack shaft. That is, in this embodiment, the electric power steering system is R-EPS.

[0088] Sixth embodiment

[0089] The steering device provided in the sixth embodiment of the present invention is different from the first embodiment in that the driven member is independent of the first worm gear and is fixed on the first worm gear.

[0090] The driven member is independent of the first worm gear. Compared with the first embodiment, the processing difficulty of the first worm gear is lower.

[0091] Seventh embodiment

[0092] The steering device provided in the seventh embodiment of the utility model is different from the first embodiment in that the second worm gear is independent of the lead screw nut and is fixed on a side of the lead screw nut away from the driven member.

[0093] The second worm gear is independent of the lead screw nut. Compared with the first embodiment, the processing difficulty of the lead screw nut is lower.

[0094] Eighth embodiment

[0095] The steering device provided in the eighth embodiment of the utility model is different from the first embodiment in that one end of the second steering column is hollow, one end of the first steering column is slidably inserted into the second steering column, and the active part is sleeved on the outside of the second steering column, that is, the active part is suitable for being circumferentially fixed to the second steering column.

[0096] Ninth embodiment

[0097] The steering device provided in the ninth embodiment of the present invention is different from the first embodiment in that the driving member is a linear actuator, such as a pneumatic cylinder, a hydraulic cylinder, an electric cylinder, etc.

[0098] For example, when the driving member is a cylinder, the active member is connected to the piston rod of the cylinder. For example, when the driving member is a hydraulic cylinder, the active member is connected to the piston rod of the hydraulic rod.

[0099] For example, when the driving member is an electric cylinder, the active member is connected to the output end of the electric cylinder.

[0100] Tenth embodiment

[0101] The steering device provided in the tenth embodiment of the present invention is different from the first embodiment in that the driving member of the clutch mechanism is an electromagnet.

[0102] The active part is fixed or integrated with the iron core of the electromagnet, and the driven part includes a magnetic element (which can be attracted by a magnet). When the coil of the electromagnet is energized, the active part moves and engages with the driven part. When the coil of the electromagnet is de-energized, the active part returns under the action of a reset spring, and the active part is separated from the driven part.

[0103] No need to set up a motor, lower cost.

[0104] Eleventh Embodiment

[0105] The steering device provided in the eleventh embodiment of the present invention is different from the first embodiment in that the clutch mechanism adopts an electromagnet.

[0106] The active part is fixed or integrated with the iron core of the electromagnet, and the driven part includes a permanent magnet. The directions of the magnetic poles of the electromagnet are different when the current direction is different. When the coil of the electromagnet is passed through a positive current, the magnetic pole of the active part facing the driven part is opposite to the magnetic pole of the driven part facing the active part, and the active part moves and is adsorbed and engaged with the driven part. When the coil of the electromagnet wire is passed through a reverse current, the magnetic pole of the active part facing the driven part is the same as the magnetic pole of the driven part facing the active part, and the active part and the driven part repel each other, and the active part and the driven part separate.

[0107] No need to set up a motor, lower cost.

[0108] Twelfth Embodiment

[0109] The steering device provided in the twelfth embodiment of the present invention is different from the first embodiment in that the active member is adapted to be fixed to the circumference of the third steering column, that is, the clutch mechanism is arranged outside the third steering column.

[0110] An embodiment of the utility model further provides a vehicle, comprising the steering device of the above embodiment.

[0111] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A clutch mechanism, characterized in that: It comprises a driving member and a driven member, wherein the driven member is adapted to be driven to rotate by a first driving mechanism, and the driving member is adapted to be circumferentially fixed to a steering column of a vehicle; The engagement or disengagement of the driving member and the driven member further realizes the coupling or decoupling of the first driving mechanism and the steering column.

2. The clutch mechanism according to claim 1, characterized in that: The driving member includes a second driving mechanism and an active member, the active member is transmission-connected to the output end of the second driving mechanism, the active member is suitable for being circumferentially fixed to the steering column of the vehicle, and the second driving mechanism is used to drive the active member to reciprocate in a preset direction so that the active member and the driven member can be engaged or disengaged.

3. The clutch mechanism according to claim 2, characterized in that: The second driving mechanism includes a second motor and a second transmission mechanism, and the second transmission mechanism is connected between the output end of the second motor and the active member.

4. The clutch mechanism according to claim 3, characterized in that: The second transmission mechanism includes a screw and a screw nut, wherein the screw nut is rotatably supported in the clutch mechanism housing and its axial displacement is limited; The screw rod is threadedly connected to the internal thread hole of the screw rod nut. The screw rod is a hollow rod. The active member is rotatably supported in the inner hole of the screw rod, and the axial displacement of the active member and the screw rod is limited.

5. The clutch mechanism according to claim 4, characterized in that: The second transmission mechanism further includes a second worm wheel and a second worm, the second worm is coaxially connected to the output end of the second motor, the second worm extends into the clutch mechanism housing and meshes with the second worm wheel; The second worm gear is integrally formed on a side of the lead screw nut away from the driven member, or the second worm gear is independent of the lead screw nut and fixed on a side of the lead screw nut away from the driven member.

6. The clutch mechanism according to claim 2, characterized in that: The active member is provided with an engaging tooth at one end thereof facing the driven member, and the driven member is provided with an engaging hole opening toward the active member; When the engaging teeth are inserted into the engaging holes, the active member is engaged with the driven member; when the engaging teeth are disengaged from the engaging holes, the active member is separated from the driven member.

7. The clutch mechanism according to any one of claims 1 to 6, characterized in that: The first driving mechanism includes a first motor, and the first motor is used to drive the steering column when the vehicle enters intelligent assisted driving.

8. The clutch mechanism according to claim 7, characterized in that: The driven member includes a first worm wheel, and the first driving mechanism also includes a first worm, the first worm is coaxially connected to the output end of the first motor, and the first worm is meshed with the first worm wheel.

9. The clutch mechanism according to claim 7, characterized in that: The first motor is a touch motor.

10. The clutch mechanism according to any one of claims 2 to 6, characterized in that: The clutch mechanism further comprises a clutch mechanism housing, which is suitable for connecting with a vehicle body, and the active component and the driven component are located in the clutch mechanism housing.

11. A steering column structure, characterized in that: It comprises a first driving mechanism, a steering column and the clutch mechanism according to any one of claims 1 to 10, wherein the driven member is connected to the first driving mechanism, and the driving member is circumferentially fixed to the steering column.

12. The steering column structure according to claim 11, characterized in that: The steering column includes a first steering column and a second steering column, one end of the first steering column is suitable for connecting to a steering wheel, the other end of the first steering column is slidably plugged with one end of the second steering column, and the circumferential rotation of the first steering column and the second steering column is restricted.

13. The steering column structure according to claim 12, characterized in that: The other end of the first steering column is hollow, one end of the second steering column is slidably inserted into the first steering column, and the active component is sleeved on the outside of the first steering column.

14. The steering column structure according to claim 13, characterized in that: The other end of the first steering column is provided with a first inner spline hole, and one end of the second steering column is provided with an outer spline shaft inserted into the first inner spline hole.

15. The steering column structure according to claim 14, characterized in that: A second inner spline hole is arranged on one end of the active member away from the driven member, and the outer spline shaft is inserted into the second inner spline hole.

16. The steering column structure according to claim 12, characterized in that: A first opening and a second opening are respectively formed at two axial ends of the clutch mechanism housing, the first steering column passes through the first opening, and the second steering column passes through the second opening.

17. The steering column structure according to claim 16, characterized in that: A ring platform protruding toward the second opening is provided at the first opening of the clutch mechanism housing, and the first steering column passes through the ring platform; It also includes a first bearing, the inner ring of which is pressed onto the outer periphery of the ring stage, the driven member has a center hole, and the outer ring of which is pressed onto the hole wall of the center hole of the driven member.

18. The steering column structure according to claim 13, characterized in that: It also includes a sliding bearing, which is arranged between the inner wall of the active member and the outer peripheral surface of the first steering column, so that the active member can slide along the axial direction of the first steering column.

19. The steering column structure according to claim 15, characterized in that: It also includes a first sleeve and a second sleeve, the first sleeve is connected to one side of the clutch mechanism housing, the second sleeve is connected to the other side of the clutch mechanism housing, the first steering column section passes through the first sleeve, and the other end of the second steering column passes through the second sleeve.

20. The steering column structure according to any one of claims 12 to 19, characterized in that: The steering column also includes a third steering column, the other end of the second steering column is connected to one end of the third steering column through a universal joint, and the other end of the third steering column is suitable for transmission connection with a steering gear.

21. The steering column structure according to claim 20, characterized in that: A rotation angle sensor is also included, and the rotation angle sensor is used to detect the rotation angle of the third steering column.

22. A steering device, characterized in that: It comprises a steering controller, a steering wheel and a steering column structure as described in any one of claims 11-21, wherein the steering wheel is connected to the steering column, and the steering controller is electrically connected to the first drive mechanism and the second drive mechanism respectively to control the operation of the first drive mechanism and the second drive mechanism.

23. The steering device according to claim 22, characterized in that It also includes a steering gear and a steering assist system. The steering assist system is connected to the steering column or the steering gear. The steering controller is electrically connected to the steering assist system to control the operation of the steering assist system.

24. The steering device according to claim 23, characterized in that The power steering system is an electric power steering system; the electric power steering system is arranged on the outer periphery of the second steering column and is used to provide power steering torque to the second steering column.

25. A vehicle, characterized in that: A steering device comprising any one of claims 22-24.

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