Vehicle steering system and vehicle having the same

Abstract

A vehicle steering system and a vehicle having the same. The vehicle steering system includes a housing (1), a first steering shaft (21), a steering assembly (22), and a drive mechanism (23), in which at least a portion of the first steering shaft and at least a portion of the steering assembly are provided within the housing, the steering assembly is movable between an engaged position and a disengaged position, a clutch module (2) that is engaged with the first steering shaft to transmit torque when the steering assembly is in the engaged position and disengaged from the first steering shaft to cut off transmission of torque when the steering assembly is in the disengaged position, and a transmission drag mechanism (3) that is connected to the drive mechanism and the housing, respectively, the drive mechanism is transmission-connected to the steering assembly via the transmission drag mechanism, and the transmission drag mechanism reduces a limiting force of the drive mechanism on the position of the steering assembly when the steering assembly is in the engaged position.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This application is based on and claims priority to a Chinese patent application having application number 202011627843.6 and filing date of 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 steering system for a vehicle and a vehicle therefor. [Background technology]

[0003] In the related art, with the improvement of new functions such as in-vehicle multimedia functions and autonomous driving functions, a steering system for a vehicle generally includes a clutch module to realize coupling and decoupling between a steering shaft and a steering gear. However, after a long period of use, wear may occur at the coupling portion between the steering shaft and the steering gear, which may cause a problem of the coupling being not tight, and may cause a potential problem in driving safety. Summary of the Invention [Problem to be solved by the invention]

[0004] The present application seeks to solve at least one of the technical problems in the prior art, and aims to provide a vehicle steering system that can realize a tight coupling between a steering assembly and a first steering shaft, and effectively improve driving safety.

[0005] Another object of the present invention is to provide a vehicle having the above-mentioned vehicle steering system. [Means for solving the problem]

[0006] A steering system for a vehicle according to an embodiment of the present application includes a housing, a first steering shaft, a steering assembly, and a drive mechanism, wherein at least a portion of the first steering shaft and at least a portion of the steering assembly are provided within the housing, the steering assembly is movable between an engaged position and a disengaged position, and includes a clutch module that is engaged with the first steering shaft to transmit torque when the steering assembly is in the engaged position and disengaged from the first steering shaft to cut off the transmission of torque when the steering assembly is in the disengaged position, and a transmission drag mechanism that is connected to the drive mechanism and the housing, respectively, the drive mechanism is transmission-connected to the steering assembly via the transmission drag mechanism, the drive mechanism drives the steering assembly to move between the engaged position and the disengaged position by the transmission drag mechanism, and when the steering assembly is in the engaged position, the transmission drag mechanism reduces the restricting force of the drive mechanism with respect to the position of the steering assembly.

[0007] A vehicle steering system according to an embodiment of the present application includes a transmission drag mechanism, a drive mechanism is transmission-connected to the steering assembly via the transmission drag mechanism to drive the steering assembly to move between an engaged position and a disengaged position, and when the steering assembly is in the engaged position, the transmission drag mechanism reduces the limiting force of the drive mechanism on the position of the steering assembly, so that the steering assembly can be more tightly coupled to the first steering shaft when in the engaged position, thereby effectively improving the safety of the vehicle.

[0008] In some embodiments of the present application, the transmission drag mechanism includes a first adjustment link having one end transmission-connected to the drive mechanism and the other end hingedly connected to the steering assembly, a second adjustment link having one end transmission-connected to the drive mechanism and the other end hingedly connected to the steering assembly, and a vertical link having one end hingedly connected to the first adjustment link and the second adjustment link, a slot formed in the other end, and a vertical link having a slot passed through the slot and hingedly connected to the housing.

[0009] In some embodiments of the present application, the distance between the centers of the arcs at both ends of the slot is greater than 2 mm.

[0010] In some embodiments herein, the drive mechanism is hinged to the housing.

[0011] In some embodiments of the present application, the steering assembly includes a second steering shaft, at least a portion of which is provided within the housing, and when the steering assembly is in the coupled position, the second steering shaft is coupled to the first steering shaft to transmit torque, and when the steering assembly is in the disengaged position, the second steering shaft is separated from the first steering shaft to interrupt the transmission of torque, and a clutch cylinder, the clutch cylinder is fitted onto the second steering shaft, and the transmission drag mechanism is connected to the clutch cylinder.

[0012] In some embodiments of the present application, the transmission drag mechanism is the transmission drag mechanism described in any of the above embodiments of the present application, wherein a first hinge shaft is provided between the other end of the first adjustment link and the steering assembly, a second hinge shaft is provided between the other end of the second adjustment link and the steering assembly, and a line connecting the central axis of the first hinge shaft and the central axis of the second hinge shaft passes through the center of the clutch cylinder.

[0013] In some embodiments of the present application, the clutch module further includes an elastic member acting on the steering assembly such that when the steering assembly is in the engaged position, the steering assembly continues to move toward the first steering shaft through the cooperation of the transmission drag mechanism and the elastic member.

[0014] In some embodiments of the present application, the clutch module further includes a third steering shaft, the steering assembly is connected to the third steering shaft, the steering assembly is engaged with the third steering shaft to transmit steering torque, and the steering assembly is movable between the coupled position and the disengaged position relative to the third steering shaft.

[0015] In some embodiments of the present application, a cavity is formed in the third steering shaft, the steering assembly extends into the cavity, a plurality of first splines are formed on an inner circumferential surface of the third steering shaft, each of the first splines extending along an axial direction of the third steering shaft, the plurality of first splines being arranged along a circumferential direction of the third steering shaft, a plurality of second splines are formed on an outer circumferential surface of the steering assembly, each of the second splines extending along the axial direction of the steering assembly, the plurality of second splines being arranged along the circumferential direction of the steering assembly, and the plurality of first splines mesh with the plurality of second splines.

[0016] In some embodiments of the present application, the vehicle steering system further includes a rotation angle limiting device connected to the steering assembly and configured to limit a maximum rotation angle of the steering assembly when the steering assembly is in the separated position.

[0017] In some embodiments of the present application, the vehicle steering system further includes a tactile simulation structure connected to the steering assembly and configured to simulate a tactile feel when the steering assembly is in the coupled position when the steering assembly is in the separated position.

[0018] In some embodiments of the present application, the vehicle steering system further includes a steering wheel adjustment device connected to the clutch module for adjusting a height and / or a tilt angle of the steering wheel.

[0019] In some embodiments of the present application, the clutch module further includes a third steering shaft, the steering assembly is connected to the third steering shaft, the steering assembly is engaged with the third steering shaft to transmit steering torque, the steering assembly is movable between the engaged position and the disengaged position relative to the third steering shaft, the handle is fixed to the third steering shaft, and when the handle adjustment device adjusts at least a height of the handle, the handle adjustment device includes a handle height adjustment device, and the handle height adjustment device further includes a slide cylinder fitted to the third steering shaft and a height adjustment drive mechanism connected to the slide cylinder and driving the third steering shaft to move the handle up and down by the slide cylinder.

[0020] In some embodiments of the present application, the height adjustment drive mechanism includes a height adjustment drive device fixed to the housing, a height adjustment transmission member that is transmission-connected to the height adjustment drive device, and a height adjustment driven member that is engaged with the height adjustment transmission member, is fixed to the slide cylinder, and drives the slide cylinder to move up and down.

[0021] In some embodiments of the present application, the clutch module includes a third steering shaft, the housing is fitted to the third steering shaft and is suitable for hinged connection to a body of the vehicle, the steering assembly is connected to the third steering shaft, the steering assembly is fitted with the third steering shaft to transmit steering torque, the steering assembly is movable between the coupled position and the separated position relative to the third steering shaft, the handle is fixed to the third steering shaft, the handle adjustment device includes a handle tilt angle adjustment device when adjusting at least a tilt angle of the handle, and the handle tilt angle adjustment device includes a tilt adjustment drive mechanism connected to the housing and the body, respectively, and configured to drive the third steering shaft by the housing to tilt the handle.

[0022] In some embodiments of the present application, the tilt adjustment drive mechanism includes a tilt adjustment drive device hingedly connected to the housing, a tilt adjustment transmission mechanism transmission-connected to the tilt adjustment drive device, and a tilt adjustment link mechanism hingedly connected to the tilt adjustment transmission mechanism, the housing, and the vehicle body, respectively.

[0023] In some embodiments of the present application, the tilt adjustment drive mechanism further includes a fixed seat, suitable for being fixed to the vehicle body, and the housing and the tilt adjustment link mechanism are hingedly connected to the fixed seat respectively.

[0024] In some embodiments of the present application, the vehicle steering system further includes a steering gear that is operatively connected to one of the first steering shaft and the steering assembly, and a handle that is operatively connected to the other of the first steering shaft and the steering assembly.

[0025] A vehicle according to an embodiment of the present application includes a vehicle steering system according to any one of the above embodiments of the present application.

[0026] Additional aspects and advantages of the present application will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present application.

[0027] The above and / or additional aspects and advantages of the present application will become more apparent and easier to understand by describing examples with reference to the following drawings, in which: [Brief description of the drawings]

[0028] [Figure 1] 1 is a schematic configuration diagram of a vehicle steering system according to an embodiment of the present application. [Diagram 2] FIG. 2 is a schematic configuration diagram of a vehicle steering system according to an embodiment of the present application, viewed from another angle. [Diagram 3] 1 is a schematic configuration diagram of a vehicle steering system according to an embodiment of the present application. [Figure 4] FIG. 2 is a schematic configuration diagram of a vehicle steering system according to an embodiment of the present application, viewed from another angle. [Diagram 5] 1 is a partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, with the steering assembly in a coupled position. [Figure 6] 1 is a partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, with the steering assembly in a disengaged position. [Figure 7] 1 is a schematic diagram of a vehicle steering system according to an embodiment of the present application, in which a steering assembly is in a separated position. [Figure 8] 1 is a schematic diagram of a vehicle steering system according to an embodiment of the present application, in which a steering assembly is located in a coupled position. [Figure 9] FIG. 2 is a partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, taken from another perspective, with the steering assembly in a coupled position. [Figure 10]2 is a partial cross-sectional view of a steering system for a vehicle from another perspective, with the steering assembly in a disengaged position, according to an embodiment of the present disclosure. FIG. [Figure 10a] 1 is a schematic configuration diagram of a transmission drag mechanism of a steering system for a vehicle according to an embodiment of the present application. [Figure 10b] FIG. 10b is a schematic diagram of another state of the transmission drag mechanism shown in FIG. 10a. [Figure 11] 1 is a schematic configuration diagram of a steering assembly and a first steering shaft of a vehicle steering system according to an embodiment of the present application. [Figure 12] FIG. 2 is a perspective view of a steering system for a vehicle according to another embodiment of the present application. [Figure 13] 13 is a perspective view of the vehicle steering system shown in FIG. 12 from another angle. [Figure 14] 1 is a schematic diagram showing the fitting of a touch simulation structure of a steering system for a vehicle and a steering assembly according to an embodiment of the present application; [Figure 15] 1 is a schematic diagram showing the fitting of the hand feel simulation structure of the steering system for a vehicle and a steering assembly according to an embodiment of the present application from another angle. FIG. [Figure 16] 1 is a schematic configuration diagram of a vehicle steering system according to an embodiment of the present application. [Figure 17] FIG. 17 is a cross-sectional view taken along line AA in FIG. 16. [Figure 18] FIG. 2 is another schematic diagram of a vehicle steering system according to an embodiment of the present application. [Figure 19] FIG. 19 is a cross-sectional view taken along line BB in FIG. [Figure 20] FIG. 2 is a schematic diagram of a vehicle steering system according to another embodiment of the present invention. [Figure 21] FIG. 21 is a schematic diagram of the vehicle steering system shown in FIG. 20, seen from a different angle. [Figure 22] 21 is a schematic diagram of the vehicle steering system shown in FIG. 20, seen from still another angle. FIG. [Figure 23] 23 is a cross-sectional view taken along line CC in FIG. 22. [Figure 24] FIG. 24 is an enlarged view of the circled portion D in FIG. [Diagram 25] FIG. 2 is a schematic configuration diagram of a vehicle steering system according to an embodiment of the present application, as viewed from another angle. [Figure 26] 26 is a cross-sectional view taken along line EE in FIG. 25. [Figure 27] FIG. 27 is an enlarged view of the portion F circled in FIG. 26. [Figure 28] 1 is a schematic assembly diagram of a rotation angle limiting device and a second steering shaft of a vehicle steering system according to an embodiment of the present application. [Figure 29] FIG. 4 is a schematic diagram showing a connection between a rotating member and a second steering shaft according to an embodiment of the present application. [Diagram 30] FIG. 2 is a perspective view of a moving member according to an embodiment of the present application. [Diagram 31] 1 is a schematic diagram of a rotating member according to an embodiment of the present application; [Diagram 32] FIG. 11 is a schematic diagram of a vehicle steering system according to still another embodiment of the present invention. [Diagram 33] FIG. 33 is a schematic diagram of the vehicle steering system shown in FIG. 32, seen from a different angle. [Diagram 34] 1 is a partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, with the steering assembly in a coupled position. [Diagram 35] 2 is another partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, with the steering assembly in a disengaged position. FIG. [Diagram 36] 33 is a schematic diagram of the vehicle steering system shown in FIG. 32, seen from still another angle. FIG. [Figure 37] 1 is a partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, with the steering assembly in a coupled position. [Figure 38] 2 is another partial cross-sectional view of a steering system for a vehicle according to an embodiment of the present disclosure, with the steering assembly in a disengaged position. FIG. [Figure 39]1 is a partial schematic configuration diagram of a vehicle steering system according to an embodiment of the present application. [Diagram 40] FIG. 2 is another schematic diagram of a vehicle steering system according to an embodiment of the present application. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present application will be described in detail. The embodiments described with reference to the drawings are merely illustrative. Hereinafter, embodiments of the present application will be described in detail.

[0030] Hereinafter, a vehicle steering system 100 according to an embodiment of the present invention will be described with reference to FIGS.

[0031] As shown in FIGS. 5 to 8, a vehicle steering system 100 according to an embodiment of the present invention includes a housing 1, a clutch module 2, and a transmission drag mechanism 3. As shown in FIG.

[0032] 5 and 6, the clutch module 2 includes a first steering shaft 21, a steering assembly 22, and a drive mechanism 23, and at least a part of the first steering shaft 21 and at least a part of the steering assembly 22 are provided in the housing 1. As a result, the housing 1 effectively protects the first steering shaft 21 and the steering assembly 22, and the direct contact area between the first steering shaft 21 and the steering assembly 22 and the outside can be reduced, thereby preventing foreign matter such as external dust from affecting the normal operation of the first steering shaft 21 and the steering assembly 22, and reducing the probability of damage to the first steering shaft 21 and the steering assembly 22.

[0033] The steering assembly 22 is movable between an engaged position and a disengaged position, and when the steering assembly 22 is in the engaged position, it is engaged with the first steering shaft 21 to transmit torque, and when the steering assembly 22 is in the disengaged position, it is disengaged from the first steering shaft 21 to interrupt the transmission of torque. Thus, by providing the clutch module 2, it is possible to realize the transmission and interruption of torque between the first steering shaft 21 and the steering assembly 22, and therefore the vehicle steering system 100 can be matched with functions such as in-vehicle multimedia functions and automatic driving.

[0034] For example, when the driver normally operates and drives the vehicle, the drive mechanism 23 can be controlled to drive the steering assembly 22 to move to the coupled position. In this case, the vehicle steering system 100 normally transmits the moment with which the driver operates the steering wheel to the steering gear, thereby enabling the vehicle to steer in accordance with the driver's intentions.

[0035] When the vehicle is in an automatic driving or stopped state, the driving mechanism 23 can be controlled to drive the steering assembly 22 to move to a disconnected position, in which case the connection between the steering wheel and the steering gear is cut off. When the vehicle is in an automatic driving mode, the steering wheel does not rotate together with the steering of the vehicle, and when the vehicle is stopped, a game such as a race can be played on the in-car multimedia, and the steering wheel is used to control the game but does not affect the actual steering of the vehicle.

[0036] 7 and 8, the transmission drag mechanism 3 is connected to the drive mechanism 23 and the housing 1, respectively, the drive mechanism 23 is transmission-connected to the steering assembly 22 via the transmission drag mechanism 3 to drive the steering assembly 22 to move between the coupled position and the disengaged position, and when the steering assembly 22 is located at the coupled position, the transmission drag mechanism 3 reduces the limiting force of the drive mechanism 23 on the position of the steering assembly 22. In some embodiments of the present application, the transmission drag mechanism 3 removes the limiting force of the drive mechanism 23 on the position of the steering assembly 22.

[0037] As a result, by providing the above-mentioned transmission drag mechanism 3, when the steering assembly 22 is connected to the first steering shaft 21, the transmission drag mechanism 3 can press the steering assembly 22 to a position where it is connected to the first steering shaft 21, so that the steering assembly 22 has a tendency to move toward the first steering shaft 21; if loosening occurs in the connection between the steering assembly 22 and the first steering shaft 21, the steering assembly 22 can continue to move toward the first steering shaft 21, making the connection between the steering assembly 22 and the first steering shaft 21 tighter and more secure, thereby effectively transmitting torque and significantly improving driving safety.

[0038] In addition, since the driving mechanism 23 is transmission-connected to the steering assembly 22 via the transmission drag mechanism 3, the transmission drag mechanism 3 performs an effective transmission action, making the movement of the steering assembly 22 more reliable, and the transmission drag mechanism 3 can increase the force applied to the steering assembly 22, expand the stroke of the steering assembly 22, and realize the long-distance transmission of the driving force between the driving mechanism 23 and the transmission drag mechanism 3, thereby reducing the requirements for the driving mechanism 23, increasing the type range of the driving mechanism 23, allowing both low-precision and high-precision driving mechanisms 23 to be applied, and reducing the cost of the driving mechanism 23. In addition, the freedom of transmission of the transmission drag mechanism 3 allows the steering assembly 22 to move according to a predetermined path, and allows the arrangement position of the driving mechanism 23 to be more freely determined.

[0039] The vehicle steering system 100 according to the embodiment of the present application is provided with a transmission drag mechanism 3, and a drive mechanism 23 is transmission-connected to the steering assembly 22 via the transmission drag mechanism 3 to drive the steering assembly 22 to move between the coupled position and the separated position. When the steering assembly 22 is in the coupled position, the transmission drag mechanism 3 reduces or eliminates the restricting force of the drive mechanism 23 on the position of the steering assembly 22, so that the steering assembly 22 can be more tightly coupled with the first steering shaft 21 when it is in the coupled position, thereby effectively improving the safety of the vehicle.

[0040] 7 to 10, the transmission drag mechanism 3 includes a first adjustment link 31, a second adjustment link 32, and a vertical link 33. Specifically, one end of the first adjustment link 31 is transmission-connected to the drive mechanism 23, the other end of the first adjustment link 31 is hinge-connected to the steering assembly 22, one end of the second adjustment link 32 is connected to the drive mechanism 23, and the other end of the second adjustment link 32 is hinge-connected to the steering assembly 22.

[0041] As a result, the force applied to the steering assembly 22 by the first adjusting link 31 and the second adjusting link 32 is uniformly distributed, further improving the stability of the steering assembly 22 moving between the coupled position and the separated position. A first hinge shaft 311 may be provided between the other end of the first adjusting link 31 and the steering assembly 22, and a second hinge shaft 321 may be provided between the other end of the second adjusting link 32 and the steering assembly 22.

[0042] One end of the vertical link 33 is hinged to the first adjustment link 31 and the second adjustment link 32, and a long hole 331 is formed at the other end of the vertical link 33, and the other end of the vertical link 33 passes through the long hole 331 and is hinged to the housing 1. For example, in the example of Figs. 9 to 10b, a third hinge shaft 332 is provided between the other end of the vertical link 33 and the housing 1, and the third hinge shaft 332 passes through the long hole 331, and both ends of the third hinge shaft 332 protrude from the long hole 331 and are hinged to the housing 1. The axial direction of the long hole 331 may be the same as the length direction of the vertical link 33, and the length direction of the cross section of the long hole 331 may be the same as the length direction of the housing 1.

[0043] When the steering assembly 22 is located at the separated position, referring to FIG. 10a, the third hinge shaft 332 can be located at one end (for example, the left end in FIG. 10a) of the long hole 331, and when the steering assembly 22 moves from the separated position to the coupled position, the drive mechanism 23 can be maintained to continue operating for a certain period of time. Referring to FIG. 10b, the first adjustment link 31, the second adjustment link 32 and the vertical link 33 rotate around the central axis of the first hinge shaft 311 and the second hinge shaft 321 to the third hinge shaft 332. In contrast, since the third hinge shaft 332 can swing toward the first steering shaft 21, the steering assembly 22 can be driven toward the first steering shaft 21 to tightly fit with the first steering shaft 21. In this case, the third hinge shaft 332 can move to the other end of the long hole 331 (e.g., the right end in FIG. 10b), which effectively improves the tightness and reliability of the connection between the steering assembly 22 and the first steering shaft 21 and further improves the reliability of the steering torque transmission.

[0044] Thus, by providing the long hole 331, it is possible to effectively remove the restriction on the movement of the steering assembly 22 of the first adjusting link 31 and the second adjusting link 32, to reserve a further stroke for the movement of the steering assembly 22 toward the first steering shaft 21, and to further ensure the tightness of the connection between the first steering shaft 21 and the steering assembly 22. The distance between the centers of the arcs at both ends of the long hole 331 may be greater than 2 mm, and may be, for example, 3 mm, so that it is possible to reserve a sufficient stroke for the movement of the steering assembly 22 in the direction toward the first steering shaft 21, and further ensure the tightness of the connection between the steering assembly 22 and the first steering shaft 21.

[0045] 9, 10, 10a and 10b, preferably, the clutch module 2 further includes a screw 26 and a nut 27, the screw 26 is transmission-connected to the driving mechanism 23, the nut 27 is fitted and screwed to the screw 26, and the one end of the first adjusting link 31 and the one end of the second adjusting link 32 are hingedly connected to the nut 27. In this way, the driving mechanism 23 can drive the screw 26 to rotate, and since the screw 26 and the nut 27 are screwed to each other, when the screw 26 rotates, the nut 27 moves along the axial direction of the screw 26, drives the first adjusting link 31 and the second adjusting link 32 to swing, and further drives the steering assembly 22 to move along the axial direction.

[0046] 7 and 8, in some specific embodiments of the present application, the vertical link 33 is hinged between both ends of the first adjusting link 31 and between both ends of the second adjusting link 32, and the position of the hinge connection point between the vertical link 33 and the first adjusting link 31 in the longitudinal direction of the first adjusting link 31 is consistent with the position of the hinge connection point between the vertical link 33 and the second adjusting link 32 in the longitudinal direction of the second adjusting link 32. In this way, the assembly is simpler, the operating widths of the first adjusting link 31 and the second adjusting link 32 are the same, and it is possible to ensure that the steering assembly 22 can move along its axial direction, and to improve the smoothness of the operation of the steering assembly 22.

[0047] 7 to 10, the drive mechanism 23 may be hingedly connected to the housing 1. When provided in this manner, the connection between the drive mechanism 23 and the housing 1 is simple, the structure is compact, and a certain degree of relative rotation can be generated between the drive mechanism 23 and the housing 1.

[0048] 5 and 6, in some embodiments of the present application, the steering assembly 22 includes a second steering shaft 221 and a clutch cylinder 222. Specifically, at least a portion of the second steering shaft 221 is provided in the housing 1, and when the steering assembly 22 is in the coupled position, the second steering shaft 221 is coupled to the first steering shaft 21 to transmit torque, and when the steering assembly 22 is in the separated position, the second steering shaft 221 is separated from the first steering shaft 21 to interrupt the transmission of torque, the clutch cylinder 222 is fitted in the second steering shaft 221, and the transmission drag mechanism 3 is connected to the clutch cylinder 222.

[0049] For example, in the example of Figures 5 and 6, the line connecting the central axis of the first hinge shaft 311 and the central axis of the second hinge shaft 321 passes through the center of the cross section of the clutch cylinder 222, and thus the moment arm between the first hinge shaft 311 and the clutch cylinder 222 and the moment arm between the second hinge shaft 321 and the clutch cylinder 222 are located on the same straight line, that is, the moment of the entire clutch cylinder 222 can be symmetrical with respect to its central axis, and the moment that shifts the moving direction of the clutch cylinder 222 from its axial direction can be eliminated, that is, the reversal moment of the clutch cylinder 222 can be eliminated, and the clutch cylinder 222 can ensure that the clutch cylinder 222 drives the second steering shaft 221 to move along its axial direction, improving the smoothness of the movement of the clutch cylinder 222 and avoiding the situation where the clutch cylinder 222 does not work when it moves. Note that the cross section of the clutch cylinder 222 refers to a cross section perpendicular to the axial direction of the clutch cylinder 222.

[0050] For example, the plane on which a certain cross-section of the clutch cylinder 222 is located passes through both the central axis of the first hinge shaft 311 and the central axis of the second hinge shaft 321, a line connecting the central axis of the first hinge shaft 311 and the central axis of the second hinge shaft 321 passes through the center of the cross-section, and the distance from the hinge point between the first hinge shaft 311 and the clutch cylinder 222 to the center of the cross-section is a first distance, and the distance from the hinge point between the second hinge shaft 321 and the clutch cylinder 222 to the center of the cross-section is a second distance, and the first distance and the second distance may be the same.

[0051] Thus, by providing the above-mentioned second steering shaft 221 and clutch cylinder 222, the transmission drag mechanism 3 can drive the second steering shaft 221 to connect with or separate from the first steering shaft 21 by the clutch cylinder 222, and when the steering assembly 22 is located in the connected position, the transmission drag mechanism 3 can press the second steering shaft 221 by the clutch cylinder 222 to a position to connect with the first steering shaft 21, thereby realizing a close connection between the second steering shaft 221 and the first steering shaft 21, and since there is no need for direct contact between the transmission drag mechanism 3 and the second steering shaft 221, the service life of the second steering shaft 221 can be extended and the stability of the movement of the second steering shaft 221 can be ensured.

[0052] In some preferred embodiments of the present application, as shown in Figures 3 and 4, the cross section of the clutch cylinder 222 may be annular, and the first hinge shaft 311 and the second hinge shaft 321 are provided opposite to each other in the radial direction of the clutch cylinder 222. In this way, the shape of the clutch cylinder 222 is regular, which facilitates manufacturing and installation / removal, and the force applied to the entire clutch cylinder 222 at this time is uniform, which avoids stress concentration and further ensures smooth operation of the clutch cylinder 222. Of course, the cross section of the clutch cylinder 222 may be other shapes, such as a square shape.

[0053] In a further embodiment of the present application, referring to Figures 5, 6, 9 and 10, the clutch module 2 further includes an elastic member 24, which acts on the steering assembly 22, and when the steering assembly 22 is located in the coupled position, the steering assembly 22 continues to move in the direction of the first steering shaft 21 through the cooperative action of the transmission drag mechanism 3 and the elastic member 24.

[0054] For example, in the examples of Figures 5, 6, 9 and 10, the elastic member 24 is a spring fitted to the second steering shaft 221. A spring seat 241 and a spring sleeve 242 are fitted to the second steering shaft 221, and one end of the elastic member 24 abuts against the spring seat 241 and the other end abuts against the spring sleeve 242. By providing the elastic member 24 which can always provide an elastic force pushing the steering assembly 22 to the coupled position, on the one hand, the thrust force for moving the steering assembly 22 to the coupled position can be increased, so that the smoothness of the steering assembly 22 moving to the coupled position can be improved, and on the other hand, when the steering assembly 22 is located at the coupled position, the transmission drag mechanism 3 can fully apply the elastic force of the elastic member 24 to the steering assembly 22, so that the coupling between the steering assembly 22 and the first steering shaft 21 is tighter, more stable, does not require energy consumption, and ensures that the coupling angle is more accurate.

[0055] In some specific embodiments of the present application, as shown in Figures 5, 6, 9 and 10, the clutch module 2 further includes a third steering shaft 25, and the steering assembly 22 is connected to the third steering shaft 25 and engaged with the third steering shaft 25 to transmit steering torque, i.e., the steering assembly 22 and the third steering shaft 25 rotate synchronously to transmit steering torque, and the steering assembly 22 can move between an engaged position and a disengaged position relative to the third steering shaft 25 by moving axially relative to the third steering shaft 25. This not only realizes the transmission of steering torque between the steering assembly 22 and the third steering shaft 25, but also realizes the axial movement of the steering assembly 22 relative to the third steering shaft 25, so that the steering assembly 22 can be switched between the engaged position and the disengaged position.

[0056] 5, 6, 9 and 10, in some embodiments of the present application, a cavity 252 may be formed in the third steering shaft 25, the steering assembly 22 extends into the cavity 252, a plurality of first splines are formed on an inner peripheral surface of the third steering shaft 25, each of the first splines extends along the axial direction of the third steering shaft 25, the plurality of first splines are arranged along the circumferential direction of the third steering shaft 25, a plurality of second splines 223 are formed on an outer peripheral surface of the steering assembly 22, each of the second splines 223 extends along the axial direction of the steering assembly 22, the plurality of second splines 223 are arranged along the circumferential direction of the steering assembly 22, and the plurality of first splines mesh with the plurality of second splines 223. In the description of the present application, "plurality" means two or more. Thus, by providing the multiple first splines and multiple second splines 223 that mesh with each other, the function of transmitting steering torque between the steering assembly 22 and the third steering shaft 25 is realized, and the steering assembly 22 and the third steering shaft 25 can easily move relatively along the axial direction of the steering assembly 22, resulting in a simple and reliable structure.

[0057] In some embodiments of the present application, referring to Figures 21 to 31, the vehicle steering system 100 further includes a rotation angle limiting device 4, which is connected to the steering assembly 22 and limits the maximum rotation angle of the steering assembly 22 when the steering assembly 22 is located in the separated position.

[0058] 21 to 31, the rotation angle limiting device 4 may include a rotating member 41 and a moving member 42. The rotating member 41 can be fixed to the second steering shaft 221, the rotating member 41 is provided with a spiral groove 411 and a first limiting structure 412, the moving member 42 is movably attached to the housing 1, the moving member 42 is provided with a guide shaft 421 and a second limiting structure 422, the guide shaft 421 is movably fitted in the spiral groove 411, the rotating member 41 is rotatable between a first limit position and a second limit position with respect to the moving member 42, and the first limiting structure 412 abuts against the second limiting structure 422 when the rotating member 41 is located at the first limit position or the second limit position. Thus, by providing the rotation angle limiting device 4, when the steering assembly 22 is located at the separated position, the maximum rotation angle of the steering assembly 22 can be effectively limited, and damage to components such as a clock spring (not shown) and an angle sensor (not shown) caused by arbitrary rotation of the rotating member 41 can be avoided. Preferably, the guide shaft 421 may be a pin. However, it is not limited thereto.

[0059] In some specific embodiments of the present application, as shown in Figs. 3 to 10, the vehicle steering system 100 further includes a steering wheel and a steering gear. The steering gear is transmission-connected to one of the first steering shaft 21 and the steering assembly 22, and the steering wheel is transmission-connected to the other of the first steering shaft 21 and the steering assembly 22. For example, in the example of Figs. 3 to 10, the steering gear is transmission-connected to the first steering shaft 21, and the steering wheel is transmission-connected to the second steering shaft 221. By providing in this manner, when the steering assembly 22 is located at the coupled position, a transmission connection between the steering wheel and the steering gear can be realized, and the transmission drag mechanism 3 can improve the connection reliability between the steering wheel and the steering gear, and when the steering assembly 22 is located at the separated position, separation between the steering wheel and the steering gear is realized, so that a clutch between the steering wheel and the steering gear can be easily realized.

[0060] In a further embodiment of the present application, referring to Figures 13 to 20, the vehicle steering system 100 further includes a feel simulation structure 5 connected to the steering assembly 22 and simulating the feel when the steering assembly 22 is in the coupled position when the steering assembly 22 is in the separated position.

[0061] For example, when the driver controls the steering wheel of the vehicle to drive the steering assembly 22 to steer, the hand-feel simulation structure 5 provides a moment opposite to the rotation direction of the steering assembly 22, so that it can simulate the steering resistance feeling; when the driver controls the steering wheel of the vehicle to drive the steering assembly 22 to return the steering, the hand-feel simulation structure 5 provides a moment equal to the rotation direction of the steering assembly 22, so that it can simulate the returning force; when the hand-feel simulation structure 5 rotates forward and backward alternately at a high frequency, it realizes the function of presenting vibration, so that it can simulate the vibration feeling or present it to the driver when there is a safety risk in driving; when the vehicle runs on the road, the hand-feel simulation structure 5 provides a road surface sensation simulation moment to the steering assembly 22, so that it can simulate the feedback force of the road surface on which the vehicle runs to the vehicle steering system 100 in real time, which effectively feeds back the road conditions on which the vehicle runs, provides the driver with a more realistic road surface sensation, and improves the maneuverability of the vehicle.

[0062] Thus, by providing the above-mentioned tactile sensation simulation structure 5, when the steering assembly 22 is in the separated position, it is possible to realistically simulate the tactile sensation when the steering assembly 22 is in the coupled position, such as the steering resistance, return force, vibration presentation, and road surface sensation simulation moment, so that when the vehicle steering system 100 is a steering-by-wire system, it is possible to reduce the risk of traffic accidents and improve driving safety, and when the vehicle steering system 100 is a driving simulation system, such as a steering system for a game car, it is possible to improve the game experience and ensure the realism of the simulation.

[0063] In a further embodiment of the present application, as shown in Figures 32 to 40, the vehicle steering system 100 further includes a handle adjustment device 6 connected to the clutch module 2 and adjusting the height and / or tilt angle of the handle. Thus, by providing the handle adjustment device 6, the height and / or tilt angle of the handle can be adjusted to an appropriate position, so that the needs of different drivers for the height and / or tilt angle of the handle can be met and driving comfort can be effectively improved.

[0064] 37 and 38, in some embodiments of the present application, the handle is fixed to the third steering shaft 25, and when the handle adjustment device 6 adjusts at least the height of the handle, the handle adjustment device 6 includes a handle height adjustment device 7, and the handle height adjustment device 7 includes a slide cylinder 71 and a height adjustment drive mechanism 72. Specifically, the slide cylinder 71 is fitted into the third steering shaft 25, and the height adjustment drive mechanism 72 is connected to the slide cylinder 71, and drives the third steering shaft 25 by the slide cylinder 71 to move the handle up and down.

[0065] For example, in the examples of Figs. 37 and 38, one end of the third steering shaft 25 remote from the second steering shaft 221 can be fixed to the slide cylinder 71 by a bearing 251. When the height adjustment drive mechanism 72 is operated, the slide cylinder 71 can be driven to move in the axial direction, and the third steering shaft 25 drives the handlebars to move up and down by the slide cylinder 71, so that the height of the handlebars can be adjusted. Thus, by providing the slide cylinder 71 and the height adjustment drive mechanism 72, on the one hand, the height of the handlebars can be adjusted, so that the driver can maintain a comfortable leg space and have an appropriate distance between the driver and the handlebars, thereby ensuring driving comfort, and on the other hand, the height adjustment drive mechanism 72 and the third steering shaft 25 do not need to come into direct contact with each other, which reduces wear on the third steering shaft 25, so that the service life of the third steering shaft 25 can be extended.

[0066] In some specific embodiments of the present application, referring to Figs. 34, 35, 37 and 38, the height adjustment drive mechanism 72 includes a height adjustment drive device 721, a height adjustment transmission member 722 and a height adjustment driven member 723. The height adjustment drive device 721 is fixed to the housing 1, the height adjustment transmission member 722 is operably connected to the height adjustment drive device 721, and the height adjustment driven member 723 is fitted with the height adjustment transmission member 722 and fixed to the slide cylinder 71 to drive the slide cylinder 71 to move up and down. As a result, the structure of the height adjustment drive mechanism 72 thus provided is rational, and the height of the handle can be adjusted by effectively transmitting the driving force of the height adjustment drive device 721 to the slide cylinder 71. In addition, the structure of the height adjustment drive mechanism 72 is simple, which reduces manufacturing difficulty and allows the space of the vehicle steering system 100 to be used rationally.

[0067] In some embodiments of the present application, referring to FIG. 40, the housing 1 may be formed with a slide groove 11 extending along the up-down direction, the slide cylinder 71 is provided with an extension 711 movably fitted in the slide groove 11, and the free end of the extension 711 protrudes from the housing 1 and is fixed to the height-adjusting driven member 723. For example, the extension 711 may be formed in a sheet-like structure, one end of the extension 711 is connected to the slide cylinder 71, and the other end of the extension 711 may extend along a direction perpendicular to the axial direction of the slide cylinder 71, protrude from the slide groove 11, and connect to the height-adjusting driven member 723. In this way, the extension 711 realizes the connection and fixation between the slide cylinder 71 and the height-adjusting driven member 723, so that the slide cylinder 71 can move up and down by the height-adjusting driven member 723. In addition, by providing the slide groove 11, interference between the extension portion 711 and the housing 1 is avoided, making the movement of the slide cylinder 71 more stable and reliable, and by reducing the width of the slide groove 11, foreign matter such as external dust is prevented from entering the inside of the housing 1 through the slide groove 11, ensuring normal operation of the vehicle steering system 100.

[0068] In some preferred embodiments of the present application, as shown in Figures 42, 43 and 45, the height adjustment transmission member 722 may be a height adjustment screw, the height adjustment screw extends along the vertical direction, the height adjustment driven member 723 includes a height adjustment nut 7231, the height adjustment nut 7231 is fitted and screwed onto the height adjustment screw, and the extension portion 711 is fixed to the height adjustment nut 7231.

[0069] For example, the height adjustment drive device 721 may be a height adjustment motor, the height adjustment motor may have a motor output shaft, and the height adjustment screw may be transmission-connected to the motor output shaft. When the height adjustment drive device 721 operates, it can drive the height adjustment screw to rotate, and since the height adjustment nut 7231 is screwed into the height adjustment screw, the height adjustment nut 7231 moves along the axial direction of the height adjustment screw, so that the slide cylinder 71 and the third steering shaft 25 can be driven to move along the axial direction of the height adjustment screw (i.e., the up-down direction). Thus, by providing the height adjustment screw and the height adjustment nut 7231, the rotational motion of the height adjustment drive device 721 can be converted into the linear movement of the height adjustment nut 7231, and by controlling the rotational direction of the height adjustment drive device 721, the direction in which the slide cylinder 71 is driven so that the height adjustment nut 7231 moves linearly can be controlled, so that the extension and contraction of the third steering shaft 25 can be more reliably controlled, and the adjustment of the height of the handlebars can be realized.

[0070] 40, in some embodiments of the present application, the height-adjusting driven member 723 further includes a height-adjusting base 7232, the height-adjusting nut 7231 is fixed to the height-adjusting base 7232, and the extension 711 is fixed to the height-adjusting base 7232. Thus, by providing the height-adjusting base 7232, the height-adjusting nut 7231 does not need to be in direct contact with the extension 711, and can effectively support and protect the height-adjusting nut 7231, thereby effectively extending the service life of the height-adjusting nut 7231 and making the fit between the height-adjusting nut 7231 and the height-adjusting screw more reliable.

[0071] In some embodiments of the present application, as shown in Figures 34 to 36, the housing 1 is fitted onto a third steering shaft 25, the housing 1 is suitable for being hingedly connected to a vehicle body, the handle adjustment device 6 includes a handle tilt angle adjustment device 8 when adjusting at least the tilt angle of the handle, the handle tilt angle adjustment device 8 includes a tilt adjustment drive mechanism 81, which is connected to the housing 1 and the vehicle body, respectively, and drives the third steering shaft 25 to tilt the handle via the housing 1.

[0072] 36, for example, the lower end of the housing 1 may be hinged to the vehicle body, with a tilt hinge shaft 815 between the lower end of the housing 1 and the vehicle body. When the tilt adjustment drive mechanism 81 operates, the tilt adjustment drive mechanism 81 drives the upper end of the housing 1 to rotate relative to the vehicle body around the tilt hinge shaft 815, thereby driving the third steering shaft 25 and the handlebars to perform a tilt movement. Thus, by providing the tilt drive mechanism 23, the handlebars are adjusted to an appropriate tilt angle so that the driver can easily grip it, so that the driver has a comfortable driving posture, driving comfort is ensured, and driving safety can be improved.

[0073] 34 to 36, in some specific embodiments of the present application, the tilt adjustment drive mechanism 81 includes a tilt adjustment drive device 811, a tilt adjustment transmission mechanism 812, and a tilt adjustment link mechanism 813. Specifically, the tilt adjustment drive device 811 is hingedly connected to the housing 1, the tilt adjustment transmission mechanism 812 is transmission-connected to the tilt adjustment drive device 811, and the tilt adjustment link mechanism 813 is hingedly connected to the tilt adjustment transmission mechanism 812, the housing 1, and the vehicle body.

[0074] For example, in the example of FIG. 36, the tilt adjustment drive device 811 may include a tilt adjustment drive motor 8111 and a motor base 8112, the tilt adjustment drive motor 8111 is fixed to the motor base 8112, and the motor base 8112 is hingedly connected to the housing 1. In this way, the structure of the tilt adjustment drive mechanism 81 is simple and reasonable, which is useful for transmitting the driving force, and the driving force output from the tilt adjustment drive device 811 is transmitted to the tilt adjustment link mechanism 813 by the tilt adjustment transmission mechanism 812, and finally the tilt adjustment link mechanism 813 drives the housing 1 to perform tilt movement. In addition, the tilt adjustment link mechanism 813 transmits the force more accurately and reliably, so that the tilt angle of the handle can be reliably adjusted. In addition, the tilt movement direction of the housing 1 can be controlled by controlling the rotation direction of the tilt adjustment drive device 811, which is very convenient.

[0075] 34 to 36, in some embodiments of the present application, the tilt adjustment transmission mechanism 812 includes a tilt adjustment screw 8121 and a tilt adjustment nut 8122. The tilt adjustment screw 8121 is transmission-connected to the tilt adjustment drive device 811, the tilt adjustment nut 8122 is fitted and screwed into the tilt adjustment screw 8121, and the tilt adjustment link mechanism 813 is hingedly connected to the tilt adjustment nut 8122. In this way, when the tilt adjustment drive device 811 operates, it can drive the tilt adjustment screw 8121 to rotate, and since the tilt adjustment screw 8121 is screwed into the tilt adjustment nut 8122, the tilt adjustment nut 8122 moves along the axial direction of the tilt adjustment screw 8121, thereby driving the tilt adjustment link mechanism 813 and driving the housing 1 to perform tilt movement. In addition, the tilt adjustment transmission mechanism 812 thus provided has high transmission efficiency, a simpler structure, and low cost.

[0076] 36, the tilt adjustment linkage 813 includes a first link 8131 and a second link 8135. The first link 8131 has a first tilt adjustment hinge point 8132, a second tilt adjustment hinge point 8133, and a third tilt adjustment hinge point 8134, where the first tilt adjustment hinge point 8132 is hinged to the tilt adjustment nut 8122, the second tilt adjustment hinge point 8133 is hinged to the housing 1, one end of the second link 8135 is hinged to the third tilt adjustment hinge point 8134, and the other end of the second link 8135 is hinged to the vehicle body.

[0077] 36, the second tilt adjustment hinge point 8133 is hinged to the top of the housing 1. When the tilt adjustment nut 8122 moves along the axial direction of the tilt adjustment screw 8121, the first tilt adjustment hinge point 8132 moves with the tilt adjustment nut 8122, and since the distance between the first tilt adjustment hinge point 8132 and the second tilt adjustment hinge point 8133 is constant, the first link 8131 drives the housing 1 to rotate about the tilt hinge shaft 815 by the second tilt adjustment hinge point 8133, and the third tilt adjustment hinge point 8134 swings about the other end of the second link 8135 (i.e., the end of the second link 8135 hinged to the vehicle body). As a result, by providing the above-mentioned first link 8131 and second link 8135, the first link 8131 and the second link 8135 convert the linear movement of the tilt adjustment nut 8122 along the tilt adjustment screw 8121 into tilt movement of the housing 1, thereby enabling adjustment of the tilt angle of the steering wheel and ensuring driving comfort for the driver.

[0078] Preferably, as shown in Fig. 36, the shape surrounded by the first tilt adjustment hinge point 8132, the second tilt adjustment hinge point 8133, and the third tilt adjustment hinge point 8134 may be an acute triangle. In this way, the second link 8135 occupies a small space, so that the structure of the steering wheel tilt angle adjustment device 8 becomes more compact, which is helpful for arranging other components of the vehicle steering system 100. Of course, the shape surrounded by the first tilt adjustment hinge point 8132, the second tilt adjustment hinge point 8133, and the third tilt adjustment hinge point 8134 may be another shape, such as an obtuse triangle. The present application is not limited to this.

[0079] In a further embodiment of the present application, referring to Fig. 36, the tilt adjustment drive mechanism 81 further includes a fixed seat 814, which is suitable for being fixed to a vehicle body, and the housing 1 and the tilt adjustment link mechanism 813 are hinged to the fixed seat 814, respectively. For example, in the example of Fig. 36, the lower end of the fixed seat 814 and the lower end of the housing 1 are hinged to each other by the tilt hinge shaft 815, and the upper end of the fixed seat 814 is hinged to the other end of the second link 8135. When the tilt adjustment drive device 811 is operated, the tilt adjustment nut 8122 drives the first hinge point to move along the axial direction of the tilt adjustment screw 8121, thereby driving the upper end of the housing 1 to swing about the tilt hinge shaft 815 relative to the fixed seat 814. As a result, the provision of the fixed base 814 helps to install the entire handlebar tilt angle adjustment device 8, and since one end of the housing 1 is hingedly connected to the fixed base 814 and the other end tilts relative to the fixed base 814, it can help to adjust the tilt angle of the handlebar.

[0080] According to the vehicle steering system 100 of the embodiment of the present application, in one aspect, by providing a clutch module 2, the steering assembly 22 of the clutch module 2 can be moved between an engaged position where it is engaged with the first steering shaft 21 to transmit steering torque and a disengaged position where it is disengaged from the first steering shaft 21 to cut off the transmission of steering torque, so that the vehicle steering system 100 has a clutch function and the transmission drag mechanism 3 can tighten the connection between the steering assembly 22 and the first steering shaft 21, thereby improving the safety of the vehicle.

[0081] In another aspect, by providing the above-mentioned rotation angle limiting device 4, it is possible to realize a rotation angle limit of the steering assembly 22 when the steering assembly 22 is in the separated position, thereby preventing damage to components such as the clock spring and the angle sensor due to arbitrary rotation of the steering assembly 22.

[0082] In yet another aspect, by providing the above-mentioned touch simulation structure 5, it is possible to simulate the realistic driver touch, such as steering resistance, return force, and road surface feel simulation moment, and further to perform the function of vibration presentation when there is a safety risk in driving, thereby providing the driver with a vibration sensation and effectively improving driving safety.

[0083] In yet another aspect, by providing the above-mentioned steering wheel adjustment device 6 which can adjust the height and / or tilt angle of the steering wheel, the position of the steering wheel can be correspondingly adjusted according to the driving needs of different drivers, so as to effectively improve the driving comfort of the drivers.

[0084] In summary, the vehicle steering system 100 according to the embodiment of the present application has a clutch function, a feel simulation function, a rotation angle limiting function, and a steering wheel adjustment function, and has the advantages of being highly applicable and providing a good user experience.

[0085] A vehicle (not shown) according to an embodiment of the present application includes the vehicle steering system 100 according to any of the above-described embodiments of the present application.

[0086] By using the vehicle steering system 100 according to the embodiment of the present application, the tight connection between the steering assembly 22 and the first steering shaft 21 can be ensured when the steering assembly 22 is in the connection position, thereby improving the overall vehicle performance, making the steering response speed faster, and effectively improving the safety of the vehicle.

[0087] The remaining configuration and operation of the vehicle steering system 100 according to the embodiment of the present disclosure and the vehicle having the same are known to those skilled in the art and will not be described in detail herein.

[0088] 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.

[0089] In the description of the present application, a "first feature", a "second feature", a "third feature", a "fourth feature" may include one or more of the features.

[0090] In the description of this application, a first feature being "on" or "under" a second feature may include direct contact between the first feature and the second feature, and may also include contact between the first feature and the second feature that is not in direct contact but is instead in contact with another feature between them.

[0091] In the description of this application, a first feature being "on," "above," or "on top of" a second feature may include the first feature being directly above and diagonally above the second feature, or may simply mean that the horizontal height of the first feature is higher than that of the second feature.

[0092] In the description herein, the use of a reference phrase such as "one embodiment," "some embodiments," "exemplary embodiments," "examples," "particular examples," or "some examples" means that the particular feature, structure, material, or characteristic described in the embodiment or example combination is included in at least one embodiment or example of the present application. In the description herein, exemplary references to the above terms do not necessarily refer to the same embodiment or example.

[0093] 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]

[0094] 100 Vehicle steering system 1. Housing 11 Slide groove 2 Clutch module 21 First steering shaft 22 Steering Assembly 221 Second steering shaft 222 Clutch cylinder 223 Second Spline 23 Drive mechanism 24 Elastic member 241 Spring seat 242 Spring Sleeve 25 Third steering shaft 251 Bearings 252 Cavity 26 Screw 27 Nut 3. Transmission drag mechanism 31 First Adjusting Link 311 First hinge shaft 32 Second Adjusting Link 321 Second hinge shaft 33 Vertical Link 331 Slot 332 Third hinge shaft 4. Rotation angle limiting device 41 Rotating members 411 Spiral groove 412 First Restriction Structure 42 Moving parts 421 Guide shaft 422 Second Restriction Structure 5. Hand-feel simulation structure 6. Handle adjustment device 7. Handle height adjustment device 71 Slide Cylinder 711 Extension 72 Height adjustment drive mechanism 721 Height adjustment drive unit 722 Height adjustment transmission member 723 Height Adjustment Follower Member 7231 Height adjustment nut 7232 Height Adjustable Base 8. Steering wheel tilt angle adjustment device 81 Tilt adjustment drive mechanism 811 Tilt adjustment drive unit 8111 Tilt adjustment drive motor 8112 Motor Base 812 Tilt adjustment transmission mechanism 8121 Tilt adjustment screw 8122 Tilt adjustment nut 813 Tilt adjustment link mechanism 8131 First Link 8132 First tilt adjustment hinge point 8133 Second tilt adjustment hinge point 8134 3rd tilt adjustment hinge point 8135 Second Link 814 Fixed seat 815 Tilt hinge shaft

Claims

1. A housing (1); a clutch module (2) including a first steering shaft (21), a steering assembly (22) and a drive mechanism (23), wherein at least a portion of the first steering shaft (21) and at least a portion of the steering assembly (22) are provided within the housing (1), the steering assembly (22) is movable between an engaged position and a disengaged position, and when the steering assembly (22) is in the engaged position, the clutch module (2) is engaged with the first steering shaft (21) to transmit torque, and when the steering assembly (22) is in the disengaged position, the clutch module (2) is disengaged from the first steering shaft to interrupt the transmission of torque; A transmission drag mechanism (3); Equipped with The transmission drag mechanism (3) comprises: a first adjustment link (31) having one end transmission-connected to the drive mechanism (23) and the other end hingedly connected to the steering assembly (22); a second adjustment link (32) having one end power-transmittingly connected to the drive mechanism (23) and the other end hingedly connected to the steering assembly (22); a vertical link (33) having one end hingedly connected to the first adjustment link (31) and the second adjustment link (32), and having a long hole (331) formed at the other end, the other end passing through the long hole (331) and being hingedly connected to the housing (1); The drive mechanism (23) driving the steering assembly (22) via the transmission drag mechanism (3) to move between the coupled position and the disengaged position; A steering system (100) for a vehicle.

2. 2. The vehicle steering system (100) of claim 1, wherein the distance between the centers of the arcs at both ends of the slot (331) is greater than 2 mm.

3. 3. The vehicle steering system (100) according to claim 1 or 2, characterized in that the drive mechanism (23) is hingedly connected to the housing (1).

4. The steering assembly (22) comprises: a second steering shaft (221), at least a portion of which is provided within the housing (1), and when the steering assembly (22) is in the coupled position, the second steering shaft (221) is coupled to the first steering shaft (21) to transmit torque, and when the steering assembly (22) is in the separated position, the second steering shaft (221) is separated from the first steering shaft (21) to interrupt the transmission of torque; The vehicle steering system (100) according to any one of claims 1 to 3, further comprising: a clutch cylinder (222) fitted to the second steering shaft (221), the clutch cylinder (222) being fitted to the second steering shaft (221), and the transmission drag mechanism (3) being connected to the clutch cylinder (222).

5. The vehicle steering system (100) according to claim 4, characterized in that the transmission drag mechanism (3) is the transmission drag mechanism (3) described in claim 2, a first hinge shaft (311) is provided between the other end of the first adjustment link (31) and the steering assembly (22), a second hinge shaft (321) is provided between the other end of the second adjustment link (32) and the steering assembly (22), and a line connecting the central axis of the first hinge shaft (311) and the central axis of the second hinge shaft (321) passes through the center of the clutch cylinder (222).

6. The clutch module (2) comprises: The vehicle steering system (100) according to any one of claims 1 to 5, further comprising an elastic member (24) acting on the steering assembly (22), such that when the steering assembly (22) is located in the coupled position, the steering assembly (22) continues to move in the direction of the first steering shaft (21) in cooperation with the transmission drag mechanism (3) and the elastic member (24).

7. The clutch module (2) comprises: The vehicle steering system (100) of any one of claims 1 to 6, further comprising a third steering shaft (25), the steering assembly (22) being connected to the third steering shaft (25), the steering assembly (22) being engaged with the third steering shaft (25) to transmit steering torque, and the steering assembly (22) being movable between the coupled position and the separated position relative to the third steering shaft (25).

8. The third steering shaft (25) has a cavity (252) formed therein, and the steering assembly (22) extends into the cavity (252); A plurality of first splines are formed on an inner circumferential surface of the third steering shaft (25), each of the first splines extends along an axial direction of the third steering shaft (25), and the plurality of first splines are arranged along a circumferential direction of the third steering shaft (25); A plurality of second splines (223) are formed on an outer circumferential surface of the steering assembly (22), each of the second splines (223) extends along an axial direction of the steering assembly (22), and the plurality of second splines (223) are arranged along a circumferential direction of the steering assembly (22); The vehicle steering system (100) of claim 7, wherein a plurality of said first splines mesh with a plurality of said second splines (223).

9. The vehicle steering system (100) according to any one of claims 1 to 8, further comprising a rotation angle limiting device (4) connected to the steering assembly (22) and limiting a maximum rotation angle of the steering assembly (22) when the steering assembly (22) is located in the separated position.

10. 10. The vehicle steering system (100) of claim 9, further comprising a feel simulation structure (5) connected to the steering assembly (22) for simulating a feel when the steering assembly (22) is in the coupled position when the steering assembly (22) is in the separated position.

11. The vehicle steering system (100) according to any one of claims 1 to 10, further comprising a steering wheel adjustment device (6) connected to the clutch module (2) for adjusting the height and / or tilt angle of the steering wheel.

12. The clutch module (2) further includes a third steering shaft (25), the steering assembly (22) is connected to the third steering shaft (25), the steering assembly (22) is engaged with the third steering shaft (25) to transmit steering torque, the steering assembly (22) is movable between the coupled position and the disengaged position relative to the third steering shaft (25), and the handle is fixed to the third steering shaft (25); When the handle adjustment device (6) adjusts at least the height of the handle, the handle adjustment device (6) includes a handle height adjustment device (7), and the handle height adjustment device (7) is a slide cylinder (71) fitted to the third steering shaft (25); The vehicle steering system (100) of claim 11, further comprising: a height adjustment drive mechanism (72) connected to the slide cylinder (71) and driving the third steering shaft (25) by the slide cylinder (71) to move the handle up and down.

13. The height adjustment drive mechanism (72) a height adjustment drive (721) fixed to the housing (1); a height adjustment transmission member (722) that is transmission-connected to the height adjustment drive device (721); 13. The vehicle steering system (100) of claim 12, further comprising a height-adjusting driven member (723) that is engaged with the height-adjusting transmission member (722), is fixed to the slide cylinder (71), and drives the slide cylinder (71) to move up and down.

14. The clutch module (2) includes a third steering shaft (25), the housing (1) is fitted to the third steering shaft (25) and is adapted to be hinged to a body of the vehicle, the steering assembly (22) is connected to the third steering shaft (25), the steering assembly (22) is fitted to the third steering shaft (25) to transmit steering torque, the steering assembly (22) is movable between the coupled position and the disengaged position relative to the third steering shaft (25), and the handle is fixed to the third steering shaft (25); The handle adjustment device (6) includes a handle tilt angle adjustment device (8) for adjusting at least the tilt angle of the handle, and the handle tilt angle adjustment device (8) includes: The steering system (100) for a vehicle as described in claim 11, further comprising a tilt adjustment drive mechanism (81) connected to the housing (1) and the vehicle body, respectively, and configured to drive the third steering shaft (25) through the housing (1) to tilt the steering wheel.

15. The tilt adjustment drive mechanism (81) is a tilt adjustment drive (811) hinged to the housing (1); a tilt adjustment transmission mechanism (812) that is transmission-connected to the tilt adjustment drive device (811); 15. The vehicle steering system (100) of claim 14, further comprising a tilt adjustment linkage (813) hingedly connected to the tilt adjustment transmission mechanism (812), the housing (1) and the vehicle body, respectively.

16. The tilt adjustment drive mechanism (81) is 16. The vehicle steering system (100) of claim 15, further comprising a fixed seat (814) adapted to be fixed to the vehicle body, the housing (1) and the tilt adjustment link mechanism (813) each being hingedly connected to the fixed seat (814).

17. a steering gear that is transmission-connected to one of the first steering shaft (21) and the steering assembly (22); The vehicle steering system (100) according to any one of claims 1 to 16, further comprising a handle that is transmission-connected to the other of the first steering shaft (21) and the steering assembly (22).

18. A vehicle comprising a vehicle steering system according to any one of claims 1 to 17.

Images