Clutch device, vehicle steering system and vehicle

Abstract

The clutch device (1) comprises a first transmission part (100) and a second transmission part (200), wherein the second transmission part (200) is movable between an engaged position and a disengaged position, and when in the engaged position, is engaged with the first transmission part (100) to transmit torque, and when in the disengaged position, is disengaged from the first transmission part (100) to interrupt torque transmission, and a clutch fitted onto the second transmission part (200). and a drive mechanism (400) including a drive unit (430) and a link mechanism (450), the link mechanism (450) being transmission-connected to the drive unit (430) and the sleeve (300), respectively, and the drive unit (430) driving the link mechanism (450) to swing, thereby driving the second transmission part (200) to move between a coupled position and a disengaged position via the sleeve (300). A vehicle steering system and a vehicle are further provided.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This application is based on and claims priority to two Chinese patent applications bearing application numbers 202011630575.3 and 202011630591.2 and filed on December 30, 2020, the entire contents of which are incorporated herein by reference.

[0002] The present application relates to the technical field of vehicles, and in particular to a clutch device, a vehicle steering system, and a vehicle. [Background technology]

[0003] In the related art, a vehicle is generally provided with a vehicle steering system for controlling the driving direction of the vehicle, but the vehicle steering system has a single function, and always transmits steering torque, while the transmission of steering torque cannot be interrupted, and the wheels and the steering wheel are always linked. With the improvement of new functions such as in-vehicle multimedia functions and automatic driving functions, the vehicle steering system is unable to adapt to these new functions, which reduces applicability and user experience. Summary of the Invention [Problem to be solved by the invention]

[0004] The present application aims to solve at least one of the technical problems in the prior art. Therefore, one object of the present application is to provide a clutch device that can realize transmission and interruption of steering torque, is low in cost, and has a high degree of freedom in arrangement. [Means for solving the problem]

[0005] The present application further provides a vehicle steering system having the above clutch device.

[0006] The present application further provides a vehicle having the above vehicle steering system.

[0007] In order to achieve the above object, an embodiment of the present application provides a clutch device, the clutch device including a first transmission part and a second transmission part, the second transmission part being movable between an engaged position and a disengaged position, and being engaged with the first transmission part to transmit torque when in the engaged position, and being disengaged from the first transmission part to cut off torque transmission when in the disengaged position, a sleeve fitted onto the second transmission part, and a drive mechanism including a drive unit and a link mechanism, the link mechanism being transmission-connected to the drive unit and the sleeve, respectively, and the drive unit drives the link mechanism to move, thereby driving the second transmission part to move between the engaged position and the disengaged position via the sleeve.

[0008] In the clutch device according to the embodiment of the present application, the drive mechanism includes a drive device and a link mechanism, the link mechanism is connected to the drive device and the sleeve, and the drive device drives the link mechanism to swing and drives the second transmission part to move between the engagement position and the disengagement position via the sleeve. In this way, the second transmission part can be moved by the drive device, and the steering torque can be transmitted and disconnected.

[0009] By providing the link mechanism, the transmission of the driving force between the drive device and the second transmission part is realized, and the force driving the movement of the second transmission part can be increased by the link mechanism, so that the requirement for the driving force output from the drive device can be lowered, thereby reducing the cost of the drive device. Furthermore, the link mechanism can expand the motion stroke of the second transmission part, realize long-distance transmission of the driving force between the drive device and the second transmission part, and improve the degree of freedom in the arrangement of the second transmission part, the sleeve, and the drive mechanism.

[0010] The clutch device according to the embodiment of the present application can transmit and cut off steering torque, is low in cost, and has a high degree of freedom in layout.

[0011] In some specific embodiments of the present application, the link mechanism and the sleeve have a first hinge point and a second hinge point, and a line connecting the first hinge point and the second hinge point passes through the center of a cross section of the sleeve.

[0012] In some specific embodiments of the present application, the cross section of the sleeve is annular, and the first hinge point and the second hinge point are disposed opposite each other in a radial direction of the sleeve.

[0013] In some specific embodiments of the present application, the clutch device further includes a third transmission part, wherein the second transmission part is connected to the third transmission part, engaged with the third transmission part to transmit torque, and is movable relative to the third transmission part between the coupled position and the disengaged position.

[0014] In some specific embodiments of the present application, a cavity is formed in the third transmission part, the second transmission part extends into the cavity, a slide groove is provided on one of an inner circumferential surface of the third transmission part and an outer circumferential surface of the second transmission part, and a slide rail is provided on the other, both of the slide groove and the slide rail extend along the axial direction of the first transmission part and the second transmission part, and the slide rail is engaged with the slide groove.

[0015] In some specific embodiments of the present application, the second transmission part includes a shaft part and a head connected to one end of the shaft part toward the first transmission part, and when the second transmission part is in the coupled position, the head is coupled to the first transmission part, and when the second transmission part is in the separated position, the head is separated from the first transmission part.

[0016] In some specific embodiments of the present application, one of the first transmission part and the second transmission part is configured with a flange and the other is configured with a groove, the cross section of the flange and the cross section of the groove are configured to be non-circular and compatible with each other, and when the second transmission part is in the coupled position, the flange extends into the groove, and when the second transmission part is in the separated position, the flange is separated from the groove.

[0017] In some specific embodiments of the present application, the clutch device further includes a housing, at least a portion of the first transmission part, at least a portion of the second transmission part and the sleeve are provided within the housing, and the drive mechanism is attached to the housing.

[0018] In some specific embodiments of the present application, the first transmission part is supported on the housing by a first bearing, the second transmission part is supported on the sleeve by a second bearing, and the sleeve is supported on the housing by a third bearing.

[0019] In some specific embodiments of the present application, the clutch device further includes an elastic member, which acts on the sleeve and provides an elastic force that always urges the second transmission part to the coupled position.

[0020] In some specific embodiments of the present application, the clutch device further includes a spring seat fitted onto the second transmission part and installed within the sleeve, and a spring sleeve fitted onto the second transmission part and installed within the housing, and the elastic member is a spring fitted onto the second transmission part, with one end abutting against the spring seat and the other end abutting within the spring sleeve.

[0021] In some specific embodiments of the present application, the link mechanism is hingedly connected to the sleeve and the spring seat by a hinge shaft, and the housing is provided with a band-shaped hole through which the hinge shaft passes.

[0022] In some specific embodiments of the present application, the drive mechanism includes a transmission mechanism, the drive device is transmission-connected to the link mechanism by the transmission mechanism, the drive device is hingedly connected to the housing, and the link mechanism is hingedly connected to the transmission mechanism, the housing, and the sleeve, respectively.

[0023] In some specific embodiments of the present application, the link mechanism includes a first swing link having one end hinged to the transmission mechanism and the other end hinged to the sleeve, a second swing link having one end hinged to the transmission mechanism and the other end hinged to the sleeve, and a vertical link having one end hinged to the housing and the other end hinged to the first swing link and the second swing link.

[0024] In some specific embodiments of the present application, the transmission mechanism includes an output screw that is power-transmittingly connected to the drive device, and an output nut that is fitted onto the output screw and screwed onto the output screw, and to which one end of the first swing link and one end of the second swing link are hingedly connected.

[0025] In some specific embodiments of the present application, the transmission mechanism further includes a transmission screw, wherein the driving device is a motor, and the transmission screw is transmission-connected to a motor shaft of the motor, a first transmission gear meshing with the transmission screw, and a second transmission gear connected to the first transmission gear, rotating together with the first transmission gear, and meshing with the output screw.

[0026] In some specific embodiments of the present application, the first swing link and the second swing link are hingedly connected to both radial sides of the output nut, respectively, and the hinge axis of the first swing link and the hinge axis of the second swing link are coincident and perpendicular to the axial direction of the output nut.

[0027] In some specific embodiments of the present application, the longitudinal link is hingedly connected between both ends of the first swing link and between both ends of the second swing link, and the position of the hinge connection point between the longitudinal link and the first swing link in the longitudinal direction of the first swing link coincides with the position of the hinge connection point between the longitudinal link and the second swing link in the longitudinal direction of the second swing link.

[0028] A vehicle steering system according to an embodiment of the present application includes a clutch device described in any one of the above-mentioned embodiments of the present application, a handle that is transmission-connected to one of the first transmission part and the second transmission part, and a steering gear that is transmission-connected to the other of the first transmission part and the second transmission part.

[0029] The vehicle steering system according to the embodiment of the present application utilizes the clutch device described in any one of the above embodiments of the present application, and therefore can realize transmission and interruption of steering torque, has low cost, and has a high degree of freedom in layout.

[0030] In some embodiments of the present application, the vehicle steering system further includes a rotation angle limiting device connected to one of the first transmission part and the second transmission part, and when the second transmission part is in the separated position, the rotation angle limiting device limits the maximum rotation angle of the steering wheel by limiting the maximum rotation angle of one of the first transmission part and the second transmission part.

[0031] In some embodiments of the present application, the vehicle steering system further includes a rotation angle limiting device connected to one of the first transmission part and the second transmission part, and when the second transmission part is in the separated position, the rotation angle limiting device limits the maximum rotation angle of the steering wheel by limiting the maximum rotation angle of one of the first transmission part and the second transmission part.

[0032] A vehicle according to an embodiment of the present application includes the vehicle steering system according to any one of the above embodiments of the present application. Effect of the Invention

[0033] The vehicle according to the embodiment of the present application utilizes the vehicle steering system described in any one of the above embodiments of the present application, and therefore can realize the transmission and interruption of steering torque, has low cost, and has high flexibility in layout.

[0034] Additional aspects and advantages of the present application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the present application.

[0035] The above and / or additional aspects and advantages of the present application will become apparent and more readily understood from the following detailed description of the preferred embodiments with reference to the accompanying drawings, in which: FIG. [Brief description of the drawings]

[0036] [Figure 1] 1 is a schematic diagram of a clutch device according to an embodiment of the present application; [Diagram 2] FIG. 4 is a schematic configuration diagram of a clutch device according to an embodiment of the present application, as viewed from another angle. [Diagram 3] 1 is a cross-sectional view of a clutch device according to an embodiment of the present application, in which a second transmission part is in an engaged position. [Figure 4] 1 is a cross-sectional view of a clutch device according to an embodiment of the present application, in which a second transmission part is in a disengaged position. [Diagram 5] 1 is a schematic configuration diagram of a clutch device according to an embodiment of the present application, in which a second transmission portion is in a disengaged position. [Figure 6] 1 is a schematic diagram of a clutch device according to an embodiment of the present application, in which a second transmission portion is in an engaged position. [Figure 7] 4 is a cross-sectional view of the clutch device according to the embodiment of the present application viewed from another angle, with the second transmission part in the engaged position. FIG. [Figure 8] 4 is a cross-sectional view of the clutch device according to the embodiment of the present application viewed from another angle, with the second transmission portion in a disengaged position. FIG. [Figure 9] 1 is a schematic configuration diagram of a first transmission unit and a second transmission unit of a clutch device according to an embodiment of the present application. [Figure 10] 1 is a schematic configuration diagram of a transmission mechanism of a clutch device according to an embodiment of the present application. [Figure 11] 1 is a cross-sectional view of a rotation angle limiting device for a vehicle steering system according to an embodiment of the present application. [Figure 12] 4 is another cross-sectional view of the rotation angle limiting device of the vehicle steering system according to the embodiment of the present application. FIG. [Figure 13] 2 is a schematic configuration diagram of a fixing member of a rotation angle limiting device of a vehicle steering system according to an embodiment of the present application. FIG. [Figure 14] 2 is a schematic diagram of a spiral groove and a first stopper structure of a rotation angle limiting device of a vehicle steering system according to an embodiment of the present application. FIG. [Figure 15] 1 is a schematic configuration diagram of a movable member of a rotation angle limiting device of a vehicle steering system according to an embodiment of the present application. [Figure 16] 1 is a schematic assembly diagram of a movable member and a fixed member of a rotation angle limiting device for a vehicle steering system according to an embodiment of the present application. [Figure 17] 2 is a schematic configuration diagram of a fixing member of a rotation angle limiting device of a vehicle steering system according to an embodiment of the present application. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0037] Hereinafter, the embodiments of the present application will be described in detail, and examples of the embodiments are shown in the drawings, and the same or similar reference numerals throughout indicate the same or similar parts or parts having the same or similar functions. The embodiments described below with reference to the drawings are illustrative and are only for interpreting the present application, and should not be understood as limiting the present application.

[0038] In addition, in the description of this application, the orientations or positional relationships indicated by the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "up," "down," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial direction," "radial direction," "circumferential direction," and the like are based on the orientations or positional relationships shown in the drawings, and are merely intended to easily explain and simplify the description of this application, and do not indicate or suggest that the illustrated devices or parts must have a specific orientation and be configured and operate in a specific orientation, and therefore should not be understood as limiting the application.

[0039] In this description, "plurality" means two or more, and "several" means one or more.

[0040] Hereinafter, a clutch device 1 according to an embodiment of the present invention will be described with reference to the drawings.

[0041] As shown in FIGS. 1 to 10, the clutch device 1 includes a first transmission part 100, a second transmission part 200, a sleeve 300, and a drive mechanism 400. As shown in FIG.

[0042] The first transmission part 100 and the second transmission part 200 may be configured in a shaft-like structure, and the second transmission part 200 is movable between a coupled position and a disengaged position, and is coupled with the first transmission part 100 to transmit torque when in the coupled position, and is disengaged from the first transmission part 100 to cut off torque transmission when in the disengaged position. The sleeve 300 is fitted onto the second transmission part 200. The driving mechanism 400 includes a driving device 430 and a link mechanism 450, and the link mechanism 450 is transmission-connected to the driving device 430 and the sleeve 300, respectively, and the driving device 430 drives the link mechanism 450 to swing, thereby driving the second transmission part 200 to move between the coupled position and the disengaged position via the sleeve 300.

[0043] For example, the sleeve 300 and the second transmission part 200 can move synchronously along the axial direction of the second transmission part 200, and can rotate relatively along the circumferential direction of the second transmission part 200. That is, the sleeve 300 and the second transmission part 200 can move synchronously along the axial direction of the second transmission part 200, and can rotate relatively along the circumferential direction of the second transmission part 200.

[0044] The clutch device 1 of the embodiment of the present application enables the second transmission part 200 to move between an engaged position and a disengaged position, so that when the second transmission part 200 is in the engaged position, it is engaged with the first transmission part 100 to transmit torque, and when the second transmission part 200 is in the disengaged position, it is disengaged from the first transmission part 100 to cut off torque transmission. That is, as shown in Figures 3 and 7, when the first transmission part 100 and the second transmission part 200 are in the above-mentioned connected position, synchronous rotation of the first transmission part 100 and the second transmission part 200 can be realized, and when the first transmission part 100 and the second transmission part 200 are in the above-mentioned separated position, individual rotation of the first transmission part 100 and the second transmission part 200 can be realized. In other words, as shown in Figures 4 and 8, when the first transmission part 100 rotates, the second transmission part 200 may or may not rotate, and similarly, when the second transmission part 200 rotates, the first transmission part 100 may or may not rotate.

[0045] For example, in an example in which the clutch device 1 is applied to a vehicle steering system, when the second transmission part 200 is in the engaged position, the vehicle steering system can normally transmit the torque applied by the driver to the steering gear.

[0046] When the second transmission part 200 is in the separated position, the connection between the steering wheel and the steering gear is cut off. When the steering wheel is rotated at this time, the steering gear is not driven to move together with the steering wheel, but the steering wheel can still drive components such as a combination switch, a clock spring, and an angle sensor so that they operate normally. The steering wheel in this state can be used as a vehicle driving simulator to output a steering wheel rotation angle signal to an in-vehicle device or an external device. For example, the steering wheel can be used as a controller for an in-vehicle multimedia device to play a car racing game or the like. The movement of the steering gear at this time also does not drive the steering wheel to move together with the steering gear. For example, when the vehicle is in a remote driving state or an automatic driving state, the steering gear controls and steers the vehicle by its movement, but the steering wheel does not need to rotate together with the steering gear. This ensures the safety and comfort of the driver.

[0047] In addition, the sleeve 300 is fitted onto the second transmission part 200, and the drive mechanism 400 includes a drive unit 430 and a link mechanism 450, the link mechanism 450 is transmission-connected to the drive unit 430 and the sleeve 300, respectively, and the drive unit 430 drives the link mechanism 450 to move. For example, the drive unit 430 drives the link mechanism 450 to swing, and drives the second transmission part 200 to move between the coupled position and the disengaged position via the sleeve 300. In this way, the drive unit 430 can realize the movement of the second transmission part 200, and further realize the transmission and disconnection of the steering torque.

[0048] Furthermore, by providing the link mechanism 450, the transmission of the driving force between the drive device 430 and the second transmission part 200 is realized, and the force driving the movement of the second transmission part 200 can be increased by the link mechanism 450, so that the requirement for the driving force output from the drive device 430 can be reduced, thereby reducing the cost of the drive device 430. The link mechanism 450 can expand the motion stroke of the second transmission part 200, and can realize the long-distance transmission of the driving force between the drive device 430 and the second transmission part 200. By utilizing the diversity of the force transmission direction of the link mechanism 450, the sleeve 300 and the second transmission part 200 can be driven to move along a predetermined path, and the requirement for the position of the drive device 430 can be reduced, improving the degree of freedom in arranging the drive device 430.

[0049] By providing the sleeve 300, it is not only possible to realize that the sleeve 300 and the second transmission part 200 move synchronously along the axial direction of the second transmission part 200, but it is also possible to realize that the drive unit 430 and the second transmission part 200 rotate in the same manner along the circumferential direction of the second transmission part 200. Therefore, not only can the sleeve 300 drive the axial movement of the second transmission part 200, but the rotation of the second transmission part 200 is not affected by the sleeve 300.

[0050] In this manner, the clutch device 1 according to the embodiment of the present application can realize transmission and interruption of steering torque, is low in cost, and has a high degree of freedom in arrangement.

[0051] In some specific embodiments of the present application, as shown in Figures 3 and 4, the link mechanism 450 and the sleeve 300 have a first hinge point 310 and a second hinge point 410, and the line connecting the first hinge point 310 and the second hinge point 410 passes through the center of the cross section of the sleeve 300. In this way, the moment arm between the first hinge point 310 and the sleeve 300 and the moment arm between the second hinge point 410 and the sleeve 300 are located on the same straight line. That is, the torque of the entire clutch device 1 may be symmetrical about its central axis, which is favorable to the elimination of the overturning torque of the sleeve 300, ensures that the sleeve 300 moves along its extension direction, improves the smoothness of the movement of the second transmission part 200, and avoids the situation where the second transmission part 200 does not work when moving.

[0052] The cross section of the sleeve 300 refers to a cross section perpendicular to the axial direction of the sleeve 300.

[0053] For example, the plane on which a cross section of sleeve 300 lies may pass through both the first hinge point 310 and the second hinge point 410, a line connecting the first hinge point 310 and the second hinge point 410 may pass through the center of the cross section, and the distance from the first hinge point 310 to the center of the cross section may be the same as the distance from the second hinge point 410 to the center of the cross section.

[0054] In some specific embodiments of the present application, as shown in Figs. 1 and 2, the cross section of the sleeve 300 is annular, for example, circular. The first hinge point 310 and the second hinge point 410 are provided opposite to each other in the radial direction of the sleeve 300. This makes the shape of the sleeve 300 regular, and facilitates manufacturing and removal / replacement. At this time, the force applied to the entire sleeve 300 is uniform, which can avoid stress concentration while further ensuring smooth movement of the second transmission part 200. Of course, it should be understood that the cross-sectional shape of the sleeve 300 is not limited thereto and may be, for example, a square shape.

[0055] In some specific embodiments of the present application, as shown in FIGS. 3 to 4, 7 and 8, the clutch device 1 further includes a third transmission part 500. As shown in FIG.

[0056] The third transmission part 500 may be configured in an axial structure, and the second transmission part 200 is connected to the third transmission part 500 and engaged with the third transmission part 500 to transmit torque, i.e., the second transmission part 200 and the third transmission part 500 can rotate synchronously to transmit torque, and the second transmission part 200 is movable (i.e., movable in the axial direction) between a coupled position and a disengaged position relative to the third transmission part 500. The third transmission part 500 may be fixed to the handle.

[0057] This allows the second transmission part 200 and the third transmission part 500 to rotate synchronously. That is, not only can the torque transmission between the second transmission part 200 and the third transmission part 500 be realized, but also the independent movement of the second transmission part 200 and the third transmission part 500 in the axial direction of the second transmission part 200 (axial direction of the third transmission part 500) can be realized. That is, since the third transmission part 500 can be prevented from moving when the second transmission part 200 moves along its axial direction, when the second transmission part 200 can be switched between the coupled state and the separated state, the handle can continue to rotate synchronously with the third transmission part 500, the stability of the position of the handle in the axial direction of the third transmission part 500 is guaranteed, and the steering torque can be input using the handle. No matter how the second transmission part 200 moves in the axial direction, the third transmission part 500 can eliminate this movement, so that the handle and the third transmission part 500 do not move in the axial direction.

[0058] In some embodiments of the present application, a cavity 510 is formed in the third transmission part 500, the second transmission part 200 extends into the cavity 510, one of the inner peripheral surface of the third transmission part 500 and the outer peripheral surface of the second transmission part 200 is provided with a slide groove, and the other is provided with a slide rail, the slide groove and the slide rail both extend along the axial direction of the first transmission part 100 and the second transmission part 200, and the slide groove is engaged with the slide rail. The slide groove and the slide rail may be splines that engage with each other. The axial direction of the first transmission part 100, the axial direction of the second transmission part 200, and the third transmission part 500 may be parallel to each other. In this way, not only can the torque transmission between the second transmission part 200 and the third transmission part 500 be realized, but also the second transmission part 200 and the third transmission part 500 can be moved relative to each other in the axial direction, which is easy to process and has a low process difficulty.

[0059] In some specific embodiments of the present application, as shown in Fig. 9, the second transmission part 200 includes a shaft part 220 and a head part 230. The head part 230 is connected to one end of the shaft part 220 facing the first transmission part 100, for example, the head part 230 and the shaft part 220 may be fixed by welding, and when the second transmission part 200 is in the coupled position, the head part 230 is coupled to the first transmission part 100, and when the second transmission part 200 is in the separated position, the head part 230 is separated from the first transmission part 100.

[0060] For example, the cross-sectional area of ​​the head 230 may be larger than the cross-sectional area of ​​the shaft portion 220. In this manner, by providing the head 230, the stability of torque transmission between the second transmission portion 200 and the first transmission portion 100 is improved when the second transmission portion 200 is in the coupled position. Furthermore, by providing the shaft portion 220, the manufacturing cost of the second transmission portion 200 can be reduced, and the mounting space required for the second transmission portion 200 can be reduced, which is advantageous for miniaturizing the clutch device 1.

[0061] In some embodiments of the present application, one of the first transmission part 100 and the second transmission part 200 is formed with a flange 110 and the other is formed with a groove 240, and the cross section of the flange 110 and the cross section of the groove 240 are configured with a non-circular shape that fits each other, for example, the flange 110 is formed on the end face of the head 230 facing the first transmission part 100, the groove 240 is formed on the end face of the first transmission part 100 facing the head 230, and the cross section of the flange 110 and the cross section of the groove 240 may be configured with a cross shape, a rectangle shape, a wedge shape, a circular arc shape, an involute curve or other curve shape.

[0062] When the second transmission part 200 is in the coupled position, the flange 110 extends into the groove 240, and when the second transmission part 200 is in the separated position, the flange 110 is separated from the groove 240. In this way, when the first transmission part 100 and the second transmission part 200 are in the coupled state, the first transmission part 100 and the second transmission part 200 are stably connected to each other, facilitating stable transmission of torque.

[0063] 3 to 4 and 7 to 8, in some specific embodiments of the present application, the clutch device 1 further includes a housing 600, and at least a part of the first transmission part 100, at least a part of the second transmission part 200, and the sleeve 300 are provided in the housing 600. For example, a part of the first transmission part 100, the second transmission part 200, the sleeve 300, and a part of the third transmission part 500 may all be provided in the housing 600. The drive mechanism 400 is attached to the outside of the housing 600.

[0064] By providing the housing 600, it is possible to provide a mounting position for the drive mechanism 400 while reducing the area of ​​direct contact between the first transmission part 100 and the second transmission part 200 and the outside, thereby reducing the probability of damage to the first transmission part 100 and the second transmission part 200.

[0065] In some specific embodiments of the present application, as shown in Figures 3 to 4 and 7 to 8, the first transmission part 100 is supported in the housing 600 by a first bearing 610, the second transmission part 200 is supported in the sleeve 300 by a second bearing 330, the sleeve 300 is supported in the housing 600 by a third bearing 320, and one end of the third transmission part 500 remote from the second transmission part 200 is supported within the housing 600 by a fourth bearing 520.

[0066] For example, the third bearing 320 may be a sliding bearing to reduce sliding friction between the sleeve 300 and the housing 600. In this way, the first transmission part 100 and the housing 600 are stably connected and the relative rotation is facilitated, the sleeve 300 and the second transmission part 200 are stably connected and the relative rotation is facilitated, the sleeve 300 and the housing 600 are stably connected and the relative movement is facilitated, and the third transmission part 500 and the housing 600 are stably connected and the relative rotation is facilitated.

[0067] In some embodiments of the present application, a structure such as a step is formed on the inner surface of the sleeve 300 and the outer surface of the second transmission part 200, thereby limiting the relative positions of the sleeve 300, the second transmission part 200 and the second bearing 330 in the axial direction of the clutch device 1 and ensuring that the sleeve 300 and the second transmission part 200 can move simultaneously along the axial direction of the clutch device 1.

[0068] In some specific embodiments of the present application, as shown in Figures 3-4 and 7-8, the clutch device 1 further includes an elastic member 700, which acts on the sleeve 300 and provides an elastic force that constantly pushes the second transmission part 200 to the coupled position. In this way, the thrust force that moves the second transmission part 200 to the coupled position is increased, thereby improving the smoothness of the movement of the second transmission part 200 to the coupled position, while when the second transmission part 200 is in the coupled position, the first transmission part 100 and the second transmission part 200 are in closer contact with each other and are stably connected, and the engagement gap is further reduced without consuming energy.

[0069] In some embodiments of the present application, the clutch device 1 further includes a spring seat 340 and a spring sleeve 620. The spring seat 340 is fitted onto the second transmission part 200 and attached inside the sleeve 300, the spring sleeve 620 is fitted onto the second transmission part 200 and attached inside the housing 600, and the elastic member 700 is a spring fitted onto the second transmission part 200, with one end abutting against the spring seat 340 and the other end abutting against the spring sleeve 620. For example, the central axis of the spring seat 340, the central axis of the spring sleeve 620, the central axis of the elastic member 700, and the central axis of the second transmission part 200 may be coincident with each other.

[0070] This makes it easier for the elastic member 700 to provide an elastic force that always pushes the second transmission part 200 to the above-mentioned coupling position, while the torque of the entire second transmission part 200 can be kept symmetrical about its central axis, and furthermore, it is advantageous to ensure that the movement direction of the second transmission part 200 coincides with its extension direction, thereby ensuring smooth movement of the second transmission part 200. In addition, by providing the spring seat 340 and the spring sleeve 620, not only is it ensured that the elastic force of the elastic member 700 is transmitted to the sleeve 300 and the housing 600, but the position of the elastic member 700 is also stabilized.

[0071] In some specific embodiments of the present application, as shown in Figures 2 and 5, the link mechanism 450 is hingedly connected to the sleeve 300 and the spring seat 340 by the hinge axle 460, and the housing 600 is provided with a band-shaped hole 455 through which the hinge axle 460 passes, thereby facilitating the installation of the hinge axle 460.

[0072] This allows the link mechanism 450 to be stably connected to the sleeve 300 and the spring seat 340, and the link mechanism 450 to easily swing relative to the sleeve 300 and the spring seat 340. The relative positions of the spring seat 340 and the sleeve 300 can be fixed by the hinge shaft 460, and the elastic force of the elastic member 700 acts on the sleeve 300 more reliably and accurately by fixing the axial positions of both the spring seat 340 and the sleeve 300 using the hinge shaft 460 in this manner. The provision of the band-shaped hole 455 not only allows the hinge shaft 460 to easily penetrate the housing 600 and be connected to the sleeve 300 by a hinge, but also allows the hinge shaft 460 to move along the length direction of the band-shaped hole 455, allowing the hinge shaft 460 to move when the second transmission part 200 is driven to move.

[0073] 5 to 7, in some specific embodiments of the present application, the driving mechanism 400 further includes a transmission mechanism 440. The driving device 430 is connected to the housing 600 by a hinge, and is transmission-connected to the link mechanism 450 by the transmission mechanism 440, and the link mechanism 450 is connected to the transmission mechanism 440, the housing 600, and the sleeve 300 by hinges, respectively.

[0074] In this way, the driving mechanism 400 transmits the driving force of the driving unit 430 to the link mechanism 450 using the transmission mechanism 440, so that the transmission of the driving force is stable, and after the driving force acts on the transmission mechanism 440, the direction of the force output from the transmission mechanism 440 may be different from the direction of the driving force of the driving unit 430. Therefore, the direction of the force output from the transmission mechanism 440 can better meet the movement requirements of the link mechanism 450, and the freedom of arrangement of the driving mechanism 400 is improved.

[0075] In some embodiments of the present application, the link mechanism 450 includes a first swing link 451, a second swing link 452, and a vertical link 453. The first swing link 451 has one end connected to the transmission mechanism 440 by a hinge, and the other end connected to the sleeve 300 by a hinge. The second swing link 452 has one end connected to the transmission mechanism 440 by a hinge, and the other end connected to the sleeve 300 by a hinge. The vertical link 453 has one end connected to the housing 600 by a hinge, and the other end connected to the first swing link 451 and the second swing link 452 by a hinge.

[0076] For example, the first swing link 451 and the second swing link 452 may be located on opposite sides of the sleeve 300. The distance from the connection position of each swing link with the longitudinal link 453 to the hinge connection position of the swing link with the sleeve 300 may be shorter than the distance from the connection position of each swing link with the longitudinal link 453 to the hinge connection position of the swing link with the transmission mechanism 440.

[0077] By providing two swing links to act on the sleeve 300, the force acting on the entire sleeve 300 becomes more uniform, and the stability of the movement of the sleeve 300 is further improved. Furthermore, by providing the vertical link 453, it is advantageous for the synchronous movement of the first swing link 451 and the second swing link 452, and both ends of the first swing link 451 and both ends of the second swing link 452 can swing with the vertical link 453 as a fulcrum, and each swing link may be formed in a structure similar to a "seesaw" so that the force acting on the sleeve 300 of the link mechanism 450 is larger than the driving force of the drive unit 430. Furthermore, by providing the link mechanism 450, it is not necessary to directly connect the drive unit 430 to the sleeve 300, which is advantageous for reducing the overall volume of the drive mechanism 400 along the axial direction of the clutch device 1.

[0078] In some embodiments of the present application, the transmission mechanism 440 includes an output screw 441 and an output nut 442, the output screw 441 is power-transmittingly connected to the drive device 430, the output nut 442 is externally fitted onto the output screw 441 and screwed into the output screw 441, and one end of the first swing link 451 and one end of the second swing link 452 are hingedly connected to the output nut 442.

[0079] For example, the driving device 430 can drive the output screw 441 to rotate. Since the output screw 441 is screwed into the output nut 442, when the output screw 441 rotates, the output nut 442 moves along the axial direction of the output screw 441, and at this time, the output nut 442 drives the two swing links to swing, and further drives the sleeve 300 and the second transmission part 200 to move along the axial direction of the clutch device 1, thereby realizing the conversion of the rotation of the driving device 430 into the linear reciprocating motion of the second transmission part 200.

[0080] 10, the transmission mechanism 440 further includes a transmission screw 443, a first transmission gear 444, and a second transmission gear 445. The driving device 430 is a motor, and the transmission screw 443 is transmission-connected to a motor shaft of the motor, and the moving direction of the sleeve 300 along the axial direction of the clutch device 1 can be controlled by the rotation direction (i.e., forward rotation and reverse rotation) of the motor shaft of the motor. The first transmission gear 444 meshes with the transmission screw 443, and the second transmission gear 445 is connected to the first transmission gear 444, rotates together with the first transmission gear 444, and meshes with the output screw 441.

[0081] For example, the first transmission gear 444 and the second transmission gear 445 may rotate coaxially, for example, the first transmission gear 444 and the second transmission gear 445 may be integrally molded, the central axis of the first transmission gear 444 and the central axis of the second transmission gear 445 may be coincident, the diameter of the first transmission gear 444 and the diameter of the second transmission gear 445 may be different, and the type of the first transmission gear 444 and the type of the second transmission gear 445 may be helical gears.

[0082] In this way, after being transmitted by the first transmission gear 444 and the second transmission gear 445, the driving rotational speed and driving torque output from the drive unit 430 are different from the rotational speed and torque received by the output screw 441. For example, the rotational speed of the output screw 441 may be lower than the driving rotational speed output from the drive unit 430, and the torque of the output screw 441 may be higher than the driving torque output from the drive unit 430. In this case, the movement speed of the link mechanism 450 becomes slower and the driving force it receives becomes higher, which is advantageous for improving the stability of the movement of the link mechanism 450.

[0083] In some specific embodiments of the present application, as shown in Figures 2, 5 and 6, the first swing link 451 and the second swing link 452 are hingedly connected to both radial sides of the output nut 442, respectively, and the hinge axis of the first swing link 451 and the hinge axis of the second swing link 452 are coincident and perpendicular to the axial direction of the output nut 442.

[0084] The moment arm between the first swing link 451 and the output nut 442 and the moment arm between the second swing link 452 and the output nut 442 may be on the same straight line, and this straight line is perpendicular to the axial direction of the output nut 442. In this way, when the output nut 442 drives the swing of the first swing link 451 and the second swing link 452, the torque that the first swing link 451 and the second swing link 452 receive from the output nut 442 is the same, so that the first swing link 451 and the second swing link 452 move synchronously, and it is ensured that their relative positions are stable.

[0085] In some specific embodiments of the present application, as shown in Figures 5 and 6, the vertical link 453 is hingedly connected between both ends of the first swing link 451 and between both ends of the second swing link 452, and the position of the hinge connection point between the vertical link 453 and the first swing link 451 in the longitudinal direction of the first swing link 451 coincides with the position of the hinge connection point between the vertical link 453 and the second swing link 452 in the longitudinal direction of the second swing link 452.

[0086] This makes the motion amplitude of the first swing link 451 and the motion amplitude of the second swing link 452 the same, making it easier for the motion direction of the sleeve 300 to coincide with its axial direction, improving the smoothness of the motion of the clutch device 1. Furthermore, each swing link can be easily formed into a "seesaw" structure.

[0087] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle steering system according to an embodiment of the present invention will now be described with reference to the drawings. The vehicle steering system includes a clutch device 1, a steering wheel, and a steering gear.

[0088] The handle is transmission-connected to one of the first transmission part 100 and the second transmission part 200, and the steering gear is transmission-connected to the other of the first transmission part 100 and the second transmission part 200. For example, the handle is transmission-connected to the second transmission part 200 by the third transmission part 500 to realize torque transmission, and the steering gear is transmission-connected to the first transmission part 100 to realize torque transmission.

[0089] The vehicle steering system according to the present application utilizes the clutch device 1 according to the above-described embodiment of the present application, and therefore can realize transmission and interruption of steering torque, has low cost, and has a high degree of freedom in layout.

[0090] In some embodiments of the present application, the vehicle steering system further includes a rotation angle limiting device 30100, which is connected to one of the first transmission unit 100 and the second transmission unit 200, and when the second transmission unit 200 is in the disconnected position, the rotation angle limiting device 30100 limits the maximum rotation angle of the steering wheel by limiting the maximum rotation angle of one of the first transmission unit 100 and the second transmission unit 200.

[0091] For example, the first transmission part 100 is connected to a steering gear such as a wheel, and the second transmission part 200 is connected to a steering wheel. The second transmission part 200 is movable between a coupled position and a separated position. When the second transmission part 200 is in the coupled position, it is coupled to the first transmission part 100 and transmits the steering torque of the steering wheel to the wheel, thereby realizing the interlocking rotation of the wheel and the steering wheel. For example, when the steering wheel rotates to the left, the wheel rotates to the left, and when the steering wheel rotates to the right, the wheel rotates to the right. When the second transmission part 200 is in the separated position, it is separated from the first transmission part 100 and blocks the steering torque of the steering wheel from being transmitted to the wheel, thereby realizing the independent rotation of the wheel and the steering wheel. For example, the steering wheel does not need to rotate when the wheel rotates to the left, and the wheel does not need to rotate when the steering wheel rotates to the left.

[0092] Furthermore, the rotation angle limiting device 30100 is connected to the second transmission part 200, and when the second transmission part 200 is in the disengaged position, the rotation angle limiting device 30100 limits the maximum rotation angle of the second transmission part 200, thereby limiting the maximum rotation angle of the steering wheel. By providing the clutch device 1 as a separate body in this manner, not only is it easy to realize the transmission and interruption of torque between the steering wheel and the wheels, but it is also easy to ensure that the vehicle can run normally by limiting the maximum rotation angle of the steering wheel without affecting the rotation of the wheels when the clutch device 1 is in the engaged state.

[0093] 11 and 12, in some embodiments of the present application, the second transmission part 200 passes through the rotation angle limiting device 30100, and the connection point between the rotation angle limiting device 30100 and the second transmission part 200 is close to one end of the second transmission part 200 facing the first transmission part 100. In other words, the distance from the connection point between the rotation angle limiting device 30100 and the second transmission part 200 to the first transmission part 100 is shorter than the distance from the connection point between the rotation angle limiting device 30100 and the second transmission part 200 to the handle. Because the space at the connection point between the first transmission part 100 and the second transmission part 200 of the vehicle body is large, if the rotation angle limiting device 30100 is positioned at one end of the second transmission part 200 facing the first transmission part 100, the difficulty of positioning the rotation angle limiting device 30100 can be reduced, which is advantageous for improving the space utilization rate of the vehicle. Furthermore, if the second transmission part 200 penetrates the rotation angle limiting device 30100, this is not only advantageous for limiting the second transmission part 200 in the circumferential direction, but also reduces the space it occupies.

[0094] In some embodiments of the present application, as shown in Fig. 13, the rotation angle limiting device 30100 is located on the side of the head 230 away from the first transmission part 100. This allows full use of space and allows the rotation angle limiting device 30100 and the second transmission part 200 to be axially connected, which is advantageous for the transmission of the limiting torque and allows the rotation angle limiting device 30100 to more effectively limit the maximum rotation angle of the second transmission part 200.

[0095] In some specific embodiments of the present application, as shown in FIGS. 11, 14 and 15, a rotation angle limiting device 30100 includes a rotation gear 3001 and a movable member 30302.

[0096] The rotating gear 3001 is connected to the second transmission part 200 and rotates together with the second transmission part 200, a first stopper structure 30012 is provided on the rotating gear 3001, and a second stopper structure 3003 is provided on the movable member 30302, and the rotating gear 3001 drives the movable member 30302 to move when rotating together with the second transmission part 200, thereby abutting the first stopper structure 30012 against the second stopper structure 3003, and the second stopper structure 3003 includes a first sub-stopper structure 30031 and a second sub-stopper structure 30032, and the first sub-stopper structure 30031 and the second sub-stopper structure 30032 limit the maximum rotation angle of the rotating gear 3001 by engaging with the first stopper structure 30012.

[0097] For example, the rotating gear 3001 and the second transmission part 200 may be fixed in the circumferential direction of the second transmission part 200, and the rotating gear 3001 and the second transmission part 200 may move relatively in the axial direction of the second transmission part 200. For example, the rotating gear 3001 and the second transmission part 200 may be connected by a spline, or the rotating gear 3001 and the second transmission part 200 may be engaged by teeth and tooth grooves, and for example, when the second transmission part 200 moves to the separated position, the teeth and tooth grooves mesh with each other, and when the second transmission part 200 moves to the coupled position, the teeth and tooth grooves separate.

[0098] Furthermore, the first sub-stopper structure 30031 and the second sub-stopper structure 30032 may be provided at an interval along the circumferential direction of the movable member 30302, and the first stopper structure 30012 is located between the first sub-stopper structure 30031 and the second sub-stopper structure 30032. For example, when the second transmission part 200 is in the separated position, when observed from above the vehicle, if the second transmission part 200 rotates counterclockwise (i.e., left rotation) to the limit position, the first stopper structure 30012 abuts against the first sub-stopper structure 30031, and if the second transmission part 200 rotates clockwise (e.g., right rotation) to the limit position, the first stopper structure 30012 abuts against the second sub-stopper structure 30032.

[0099] By providing the first stopper structure 30012 and the second stopper structure 3003, it is easy to limit the rotation angle of the second transmission part 200 in the disconnected position, and such a limiting manner is a mechanical limiting method and does not consume energy.

[0100] In some specific embodiments of the present application, as shown in Figures 14 and 16, a spiral groove 30011 is provided on the rotating gear 3001, and a guide shaft 30021 is provided on the movable member 30302, and the guide shaft 30021 is movably engaged in the spiral groove 30011, and when the rotating gear 3001 rotates together with the second transmission part 200, the guide shaft 30021 drives the movable member 30302 to move.

[0101] For example, in the process of the rotating gear 3001 rotating about the central axis of the rotating gear 3001, the guide shaft 30021 moves relative to the spiral groove 30011. Since the guide shaft 30021 is provided on the movable member 30302, the guide shaft 30021 drives the movable member 30302 to move relative to the fixed member 3004. In this manner, the movable member 30302 can move relative to the housing 600 in the radial direction of the second transmission part 200, so that the maximum rotation angle of the handle exceeds 360° when the clutch device 1 is in the disengaged state.

[0102] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle according to an embodiment of the present invention will now be described with reference to the accompanying drawings. The vehicle includes a vehicle steering system according to the embodiment of the present invention.

[0103] The vehicle according to the embodiment of the present application utilizes the vehicle steering system according to the above embodiment of the present application, and therefore can realize transmission and interruption of steering torque, has low cost, and has a high degree of freedom in layout.

[0104] The clutch device 1 according to the embodiment of the present application, vehicle steering systems, and other configurations and operations of the vehicle are known to those skilled in the art and will not be described in detail herein.

[0105] In the description of this specification, a description referring to the term "specific example", "specific example", etc. means that the specific feature, structure, material, or characteristic described in combination with the example or example is included in at least one example or example of the present application. Exemplary descriptions for the above terms in this specification do not necessarily refer to the same example or example.

[0106] Although embodiments of the present application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and objectives of the present application, and that the scope of the present application is limited by the claims and their equivalents. [Explanation of symbols]

[0107] 1 Clutch device 100 First transmission section 110 Flange 200 Second Transmission Section 220 Shaft 230 Head 240 Groove 300 sleeve 310 First hinge point 330 Second bearing 320 3rd bearing 340 Spring seat 400 Drive Mechanism 410 Second hinge point 430 Drive Unit 440 Transmission Mechanism 441 Output screw 442 Output Nut 443 Transmission screw 444 1st transmission gear 445 Second transmission gear 450 Link mechanism 451 First swing link 452 Second swing link 453 Vertical Link 455 Band hole 460 Hinge axis 500 3rd Transmission Section 510 Cavity 520 4th bearing 600 Housing 610 First bearing 620 Spring Sleeve 700 Elastic member 30100 Rotation angle limiter 3001 Rotating Gear 3004 Fixing member 30041 Engagement groove 30011 Spiral groove 30012 First stopper structure 30302 Movable parts 30021 Guide shaft 3003 Second stopper structure 30031 First sub-stopper structure 30032 Second sub-stopper structure

Claims

1. a first transmission part (100) and a second transmission part (200), the second transmission part (200) being movable between a coupled position and a separated position, coupled to the first transmission part (100) to transmit torque when in the coupled position, and separated from the first transmission part (100) to cut off torque transmission when in the separated position; A sleeve (300) fitted onto the second transmission part (200); a drive mechanism (400) including a drive device and a link mechanism, the link mechanism being transmission-connected to the drive device and the sleeve (300), respectively, and the drive device drives the link mechanism to move, thereby driving the second transmission part (200) to move between the coupled position and the separated position via the sleeve (300); A housing (600), At least a portion of the first transmission part (100), at least a portion of the second transmission part (200) and the sleeve (300) are provided within the housing (600); The drive mechanism (400) is attached to the housing (600) and further includes a transmission mechanism (440); The drive unit (430) is transmission-connected to the link mechanism by the transmission mechanism and is hingedly connected to the housing (600); The link mechanism (450) is hingedly connected to the transmission mechanism (440), the housing (600) and the sleeve (300), respectively. A clutch device (1).

2. 2. The clutch device (1) of claim 1, characterized in that the link mechanism and the sleeve (300) have a first hinge point (310) and a second hinge point (410), and a line connecting the first hinge point (310) and the second hinge point (410) passes through the center of a cross section of the sleeve (300).

3. The clutch device (1) according to claim 2, characterized in that the cross section of the sleeve (300) is annular, and the first hinge point (310) and the second hinge point (410) are provided radially opposite each other on the sleeve (300).

4. The clutch device (1) according to any one of claims 1 to 3, further comprising a third transmission part (500), wherein the second transmission part (200) is connected to the third transmission part (500), engaged with the third transmission part (500) to transmit torque, and is movable relative to the third transmission part (500) between the engaged position and the disengaged position.

5. A cavity (510) is formed in the third transmission part (500), and the second transmission part (200) extends into the cavity (510); The clutch device (1) according to claim 4, characterized in that a slide groove is provided on one of the inner circumferential surface of the third transmission part (500) and the outer circumferential surface of the second transmission part (200), and a slide rail is provided on the other, the slide groove and the slide rail both extend along the axial direction of the first transmission part and the second transmission part, and the slide rail is engaged with the slide groove.

6. The second transmission part (200) is A shaft portion (220); a head portion (230) connected to one end of the shaft portion (220) facing the first transmission portion (100); When the second transmission part (200) is in the coupled position, the head part (230) is coupled to the first transmission part (100), The clutch device (1) according to any one of claims 1 to 5, characterized in that when the second transmission part (200) is in the separated position, the head part (230) is separated from the first transmission part (100).

7. A flange (110) is formed on one of the first transmission part (100) and the second transmission part (200), and a groove (240) is formed on the other of the first transmission part (100) and the second transmission part (200), and a cross section of the flange (110) and a cross section of the groove (240) are formed in non-circular shapes that fit each other; When the second transmission part (200) is in the coupled position, the flange (110) extends into the groove (240); The clutch device (1) according to any one of claims 1 to 6, characterized in that when the second transmission part (200) is in the disengaged position, the flange (110) is separated from the groove (240).

8. The first transmission part (100) is supported by the housing (600) through a first bearing (610), The second transmission part (200) is supported on the sleeve (300) by a second bearing (330), 2. The clutch device (1) according to claim 1, characterized in that the sleeve (300) is supported on the housing (600) by a third bearing (320).

9. 9. The clutch device (1) according to claim 1 or 8, further comprising an elastic member (700), the elastic member (700) acting on the sleeve (300) and providing an elastic force that always urges the second transmission part (200) towards the engagement position.

10. A spring seat (340) fitted onto the second transmission part (200) and attached within the sleeve (300); a spring sleeve (620) fitted onto the second transmission part (200) and attached within the housing (600); The clutch device (1) according to claim 9, characterized in that the elastic member (700) is a spring fitted onto the second transmission part (200), one end of which abuts against the spring seat (340) and the other end of which abuts within the spring sleeve (620).

11. 11. The clutch device (1) according to claim 10, characterized in that the link mechanism is hingedly connected to the sleeve (300) and the spring seat (340) by a hinge axle (460), and the housing (600) is provided with a band-shaped hole (455) through which the hinge axle passes.

12. The link mechanism (450) a first swing link (451) whose one end is hingedly connected to the transmission mechanism and whose other end is hingedly connected to the sleeve (300); a second swing link (452) having one end hinged to the transmission mechanism and the other end hinged to the sleeve (300); 2. The clutch device (1) according to claim 1, further comprising: a longitudinal link (453) having one end hingedly connected to the housing (600) and the other end hingedly connected to the first swing link (451) and the second swing link (452).

13. The transmission mechanism (440) an output screw (441) operatively connected to the drive device (430); The clutch device (1) according to claim 12, further comprising: an output nut (442) fitted onto the output screw (441) and screwed onto the output screw (441), and one end of the first swing link (451) and one end of the second swing link (452) are hingedly connected to each other.

14. The transmission mechanism (440) a transmission screw (443), the driving device (430) being a motor, the transmission screw (443) being transmission-connected to a motor shaft of the motor; A first transmission gear (444) that meshes with the transmission screw (443); 14. The clutch device (1) according to claim 13, further comprising: a second transmission gear (445) connected to the first transmission gear (444), rotating together with the first transmission gear (444), and meshing with the output screw (441).

15. The clutch device (1) according to claim 13 or 14, characterized in that the first swing link (451) and the second swing link (452) are hingedly connected to both radial sides of the output nut (442), respectively, and the hinge axis of the first swing link (451) and the hinge axis of the second swing link (452) are coincident and perpendicular to the axial direction of the output nut (442).

16. The clutch device (1) according to any one of claims 12 to 15, characterized in that the longitudinal link (453) is hingedly connected between both ends of the first swing link (451) and between both ends of the second swing link (452), and the position of the hinge connection point between the longitudinal link (453) and the first swing link (451) in the longitudinal direction of the first swing link (451) coincides with the position of the hinge connection point between the longitudinal link (453) and the second swing link (452) in the longitudinal direction of the second swing link (452).

17. A clutch device (1) according to any one of claims 1 to 16, A handle connected to one of the first transmission part (100) and the second transmission part (200); a steering gear transmission-connected to the other of the first transmission part (100) and the second transmission part (200).

18. 18. The vehicle steering system of claim 17, further comprising a rotation angle limiting device connected to one of the first transmission part (100) and the second transmission part (200), and when the second transmission part (200) is in the separated position, the rotation angle limiting device limits a maximum rotation angle of the steering wheel by limiting a maximum rotation angle of one of the first transmission part (100) and the second transmission part (200).

19. 20. A vehicle including the vehicle steering system of claim 18.

Images