Clutch device, vehicle steering system having same, and vehicle

Abstract

The clutch device (100) includes a first transmission member (1), a second transmission member (2), and a drive mechanism (3), the first transmission member being movable between an engagement position and a disengagement position, being engaged with the second transmission member to transmit torque when in the engagement position, and being disengaged from the second transmission member to cut off torque transmission when in the disengagement position, the drive mechanism including a drive device (31) and a driven member (32), the drive device moving the driven member to drive the first transmission member to move between the engagement position and the disengagement position, the moving direction of the driven member being parallel to the moving direction of the first transmission member. The vehicle steering system (200) and the vehicle having the clutch device are further included. The clutch device can realize the transmission and disconnection of steering torque, and has high transmission efficiency and reliability.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This application claims priority to a patent application filed on May 28, 2021, bearing application number 202110588616.5 and entitled "Clutch device, vehicle steering system and vehicle having the same."

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

[0003] In the related art, the vehicle steering system constantly transmits steering torque and cannot interrupt the transmission of steering torque, so the wheels and the steering wheel are always linked. As new functions such as in-vehicle multimedia functions and autonomous driving functions are improved, the vehicle steering system is unable to adapt to such new functions, which degrades the user experience. Summary of the Invention

[0004] The present application seeks to solve at least one of the technical problems in the prior art. To this end, an object of the present application is to provide a clutch device that can realize transmission and interruption of steering torque and has high transmission efficiency and reliability.

[0005] Another object of the present application is to provide a vehicle steering system having the above clutch device.

[0006] It is still another object of the present application to provide a vehicle having the above vehicle steering system. [Means for solving the problem]

[0007] A clutch device according to an embodiment of the first aspect of the present application includes a first transmission member, a second transmission member, and a drive mechanism, wherein the first transmission member is movable between an engaged position and a disengaged position, and when in the engaged position, is engaged with the second transmission member to transmit torque, and when in the disengaged position, is disengaged from the second transmission member to cut off torque transmission, the drive mechanism includes a drive device and a driven member, the driven member is connected to the drive device and the first transmission member, respectively, the drive device moves the driven member to drive the first transmission member to move between the engaged position and the disengaged position, and the movement direction of the driven member is parallel to the movement direction of the first transmission member.

[0008] In the clutch device according to the embodiment of the present application, the driving device moves the driven member to drive the first transmission member to move between the engagement position and the disengagement position, and the moving direction of the driven member is parallel to the moving direction of the first transmission member, so that when the clutch device is applied to a vehicle steering system, it can effectively realize the transmission and interruption of torque between the steering wheel and the wheels, and when playing a game, it can prevent the wheels from rotating together with the steering wheel, thereby reducing the wear of the wheels and improving the user's experience. In addition, the transmission efficiency and transmission accuracy between the driving device, the driven member and the first transmission member are high, and the occurrence of bending moment between the first transmission member and the driven member can be effectively avoided, so that the reliability of the clutch device can be effectively improved.

[0009] In some embodiments of the present application, the central axis of the driven member and the central axis of the first transmission member both extend along the movement direction of the driven member, and the first transmission member and the driven member are fixed relative to each other in the axial direction of the driven member and are rotatable relative to each other.

[0010] In some embodiments of the present application, a bearing is provided between the first transmission member and the driven member, the bearing includes an inner ring, an outer ring, and a plurality of rolling elements arranged to roll between the inner ring and the outer ring, the first transmission member is provided with a first shaft shoulder and a first fastening member arranged at intervals in the axial direction, the inner ring abuts between the first shaft shoulder and the first fastening member, the driven member is provided with a second shaft shoulder and a second fastening member arranged at intervals in the axial direction, and the outer ring abuts between the second shaft shoulder and the second fastening member, thereby realizing that the first transmission member and the driven member are fixed relatively in the axial direction of the driven member and can rotate relatively in the circumferential direction.

[0011] In some embodiments of the present application, the clutch device further includes a steering shaft, the first transmission member is fitted onto the steering shaft, the first transmission member and the steering shaft are fixed relative to each other in a circumferential direction of the steering shaft, and the first transmission member is movable between the connected position and the disconnected position along the axial direction of the steering shaft with respect to the steering shaft.

[0012] In some embodiments of the present application, the driven member is a screw, and the driving device includes a driver and a transmission member, the transmission member being transmission-connected to the driver and having an internal thread on an inner circumferential surface that screws into the driven member.

[0013] In some embodiments of the present application, the driver has an output shaft and the drive device further includes a drive member fixed to the output shaft and engaged with the transmission member to drive and rotate the transmission member.

[0014] In some embodiments of the present application, the drive member is a worm, and the transmission member includes a worm wheel that meshes with the worm.

[0015] In some embodiments of the present application, the clutch device further includes a controller and a position detection assembly, the position detection assembly being in communication with the controller, detecting a position of the first transmission member, and transmitting a position signal of the first transmission member to the controller.

[0016] In some embodiments of the present application, the position detection assembly includes a detection body and a detection device, the detection body communicating with the controller, the detection device being provided on the driven member and communicating with the detection body, the detection body detecting a position of the detection device to obtain a position of the first transmission member, and transmitting a position signal of the detection device to the controller.

[0017] In some embodiments of the present application, the detection body is a sensor body, and the detection device includes a permanent magnet cover and a detection permanent magnet provided in the permanent magnet cover.

[0018] In some embodiments of the present application, the clutch device further includes a locking device that is switchable between a locked state and an unlocked state, and when in the locked state, the locking device locks the first transmission member in the coupled position, and when in the unlocked state, the locking device unlocks the first transmission member.

[0019] In some embodiments of the present application, the locking device includes an expandable lock core, and the driven member has a stepped portion, and when the locking device is in the locked state, the lock core abuts against the stepped portion to hold the first transmission member in the coupled position via the driven member, and when the locking device is in the unlocked state, the lock core retracts and separates from the stepped portion.

[0020] In some embodiments of the present application, one of the first transmission member and the second transmission member is provided with at least one protrusion, and the other of the first transmission member and the second transmission member is provided with at least one groove, and when the first transmission member is in the coupled position, the protrusion is engaged in the groove, and when the first transmission member is in the separated position, the protrusion is disengaged from the groove.

[0021] A vehicle steering system according to an embodiment of a second aspect of the present application includes the clutch device according to the embodiment of the first aspect of the present application.

[0022] A vehicle according to an embodiment of the third aspect of the present application includes the vehicle steering system according to the embodiment of the second aspect of the present application.

[0023] 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. [Brief description of the drawings]

[0024] 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.

[0025] [Figure 1] 1 is a perspective view of a vehicle steering system according to an embodiment of the present application; [Diagram 2] 1 is a perspective view of a clutch device according to an embodiment of the present application. [Diagram 3] 3 is a perspective view of the clutch device shown in FIG. 2 as seen from a different angle. [Figure 4] 1 is a schematic diagram of a clutch device according to an embodiment of the present application, in which a first transmission member is in an engaged position. [Diagram 5] 1 is a schematic diagram of a clutch device according to an embodiment of the present application, in which a first transmission member is in a disengaged position. [Figure 6] 1 is a schematic cross-sectional view of a clutch device according to an embodiment of the present application. [Figure 7]2 is another schematic cross-sectional view of a clutch device according to an embodiment of the present application. [Figure 8] 1 is a schematic partial cross-sectional view of a clutch device according to an embodiment of the present application. [Figure 9] 2 is another schematic partial cross-sectional view of a clutch device according to an embodiment of the present application. [Figure 10] 1 is a schematic cross-sectional view of a rotation angle limiting mechanism according to an embodiment of the present application. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the embodiments of the present application will be described in detail. The embodiments described with reference to the drawings are merely illustrative. Hereinafter, the embodiments of the present application will be described in detail.

[0027] 1 to 10, a clutch device 100 according to an embodiment of the first aspect of the present application will be described below. The clutch device 100 may be applied to a vehicle steering system 200. In the following description of the present application, the clutch device 100 will be described as being adapted to the vehicle steering system 200 as an example.

[0028] As shown in FIGS. 4 to 7, a clutch device 100 according to an embodiment of the first aspect of the present application includes a first transmission member 1, a second transmission member 2, and a drive mechanism 3. The first transmission member 1, the second transmission member 2, and the drive mechanism 3 are arranged in a substantially rectangular shape.

[0029] The first transmission member 1 is movable between an engaged position and a disengaged position, and when in the engaged position, it is engaged with the second transmission member 2 to transmit torque, and when in the disengaged position, it is disengaged from the second transmission member 2 to cut off torque transmission. With this arrangement, when the first transmission member 1 is in the engaged position, synchronous rotation of the first transmission member 1 and the second transmission member 2 can be achieved, and when the clutch device 100 is applied to a vehicle steering system 200, the vehicle steering system 200 can normally transmit the torque of the driver steering the steering wheel 210 to the steering gear 209. When the first transmission member 1 is in the separated position, the first transmission member 1 and the second transmission member 2 can rotate independently. At this time, the connection between the steering wheel 210 and the steering gear 209 is cut off, and when the steering wheel 210 is rotated, the steering gear 209 is not driven to move together with the steering wheel 210, but the steering wheel 210 can still drive components such as a combination switch, a clock spring, and an angle sensor to operate normally. In this state, the steering wheel 210 can be used as a vehicle driving simulator to output a rotation angle signal of the steering wheel 210 to an in-vehicle device or an external device. For example, the steering wheel 210 can be used as a controller for an in-vehicle multimedia device to play a car racing game or the like, which can avoid the wheels from rotating together and increasing tire wear, and can reduce potential safety issues. And the rotation of the steering gear 209 at this time does not drive the steering wheel 210 to move together with it. For example, when the vehicle is in a remote driving state or an automatic driving state, the steering gear 209 controls the steering of the vehicle through its movement, but the handle 210 does not have to rotate together with the steering gear 209. This ensures the safety and comfort of the driver.

[0030] The drive mechanism 3 includes a drive device 31 and a driven member 32. The driven member 32 is power-transmittingly connected to the drive device 31 and the first transmission member 1, respectively. The drive device 31 moves the driven member 32 to drive the first transmission member 1 to move between the coupled position and the disengaged position. As a result, the drive device 31 moves the driven member 32 to realize the movement of the first transmission member 1, and therefore, the transmission and interruption of steering torque between the first transmission member 1 and the second transmission member 2 can be realized.

[0031] As shown in FIG. 7, the moving direction of the driven member 32 is parallel to the moving direction of the first transmission member 1. In this way, when the driving device 31 moves the driven member 32 to drive the first transmission member 1 to move, the direction of the force applied by the first transmission member 1 to the driven member 32 is parallel to the moving direction of the driven member 32, so that the first transmission member 1 can effectively avoid the generation of bending moment on the driven member 32, making the engagement between the driving device 31 and the driven member 32 more accurate and reliable. And the direction of the force applied by the driven member 32 to the first transmission member 1 can be parallel to the moving direction of the first transmission member 1, so as to avoid the generation of bending moment on the first transmission member 32 by the driven member 32, and ensure that the driven member 32 can move along its moving direction, and further effectively improve the smoothness of the movement of the first transmission member 1, and avoid the situation where the first transmission member 1 does not work when moving. In addition, by configuring as described above, the transmission path between the driving device 31, the driven member 32 and the first transmission member 1 is short and the transmission becomes more accurate, thereby effectively improving the transmission efficiency between the driving device 31, the driven member 32 and the first transmission member 1.

[0032] In the clutch device 100 according to the embodiment of the present application, the driving device 31 drives the driven member 32 to move the first transmission member 1 between the engagement position and the disengagement position, and the central axis of the driven member 32 is parallel to the central axis of the first transmission member 1. In this way, when the clutch device 100 is applied to the vehicle steering system 200, it can effectively realize the transmission and interruption of torque between the steering wheel 210 and the wheels, and when playing a game, it can prevent the wheels from rotating together with the steering wheel 210, thereby reducing the wear of the wheels and improving the user's experience. And, the transmission efficiency and transmission accuracy between the driving device 31, the driven member 32 and the first transmission member 1 are high, and the occurrence of bending moment between the first transmission member 1 and the driven member 32 can be effectively avoided, so that the reliability of the clutch device 100 can be effectively improved.

[0033] 7, the central axis of the driven member 32 and the central axis of the first transmission member 1 both extend along the moving direction of the driven member 32, and the first transmission member 1 and the driven member 32 are relatively fixed in the axial direction of the driven member 32 and relatively rotatable. For example, in the example of FIG. 7, the driven member 32 and the first transmission member 1 may be provided coaxially, and the first transmission member 1 and the driven member 32 are relatively rotatable in the circumferential direction of the driven member 32. By configuring in this manner, on the one hand, it is possible to effectively prevent the acting force between the driven member 32 and the first transmission member 1 from deviating from the axial direction of both, and it is possible to ensure that the driven member 32 generates only an acting force along the central axis direction of the driven member 32 on the first transmission member 1, and similarly, it is possible to ensure that the first transmission member 1 generates only an acting force along the central axis direction of the driven member 32 on the driven member 32, thereby further improving the transmission efficiency and transmission accuracy between the driven member 32 and the first transmission member 1; on the other hand, it is possible to effectively reduce the space occupied by the driven member 32 and the first transmission member 1 in the radial direction of the first transmission member 1, thereby making the volume of the clutch device 100 smaller, which is advantageous for the spatial arrangement of other structural members of the vehicle steering system 200. In addition, when the driving device 31 moves the driven member 32, the driven member 32 can drive the first transmission member 1 to move synchronously along the axial direction of the driven member 32, and the rotation of one of the first transmission member 1 and the driven member 32 is not affected by the other, ensuring the reliability of torque transmission and interruption.

[0034] In some preferred embodiments of the present application, as shown in Fig. 7, a bearing 4 is provided between the first transmission member 1 and the driven member 32, and the bearing 4 includes an inner ring, an outer ring, and a plurality of rolling elements provided to be rollable between the inner ring and the outer ring. The first transmission member 1 is provided with a first shaft shoulder and a first fastening member 12 spaced apart from each other in the axial direction, and the inner ring abuts between the first shaft shoulder and the first fastening member 12, and the driven member 32 is provided with a second shaft shoulder and a second fastening member 3212 spaced apart from each other in the axial direction, and the outer ring abuts between the second shaft shoulder and the second fastening member 3212, thereby realizing that the first transmission member 1 and the driven member 32 are relatively fixed in the axial direction of the driven member 32 and relatively rotatable in the circumferential direction.

[0035] 7, a first fastening member 12, such as an outer lock nut, is fixed to one end of the first transmission member 1, and a second fastening member 3212, such as an inner lock nut, is fixed to one end of the driven member 32 remote from the first fastening member 12. One end of the outer ring of the bearing 4 abuts against the second shaft shoulder, and the other end abuts against the second fastening member 3212, thereby realizing the axial positioning of the outer ring of the bearing 4. One end of the inner ring of the bearing 4 abuts against the first shaft shoulder, and the other end abuts against the first fastening member 12, thereby realizing the axial positioning of the inner ring of the bearing 4. Thus, by providing the bearing 4, the first transmission member 1 and the driven member 32 can be effectively mounted and positioned, the bearing 4 can play a good supporting role for the first transmission member 1 and the driven member 32, can bear a large axial load, can ensure the concentricity of the first transmission member 1 and the driven member 32, can realize that the first transmission member 1 and the driven member 32 are relatively fixed in the axial direction and relatively rotatable in the circumferential direction, and can effectively extend the service life of the first transmission member 1 and the driven member 32. The bearing 4 may be, but is not limited to, a double row angular bearing.

[0036] In a further embodiment of the present application, as shown in Figs. 6 to 9, the clutch device 100 further includes a steering shaft 5, the first transmission member 1 is fitted onto the steering shaft 5, the first transmission member 1 and the steering shaft 5 are relatively fixed in the circumferential direction of the steering shaft 5, and the first transmission member 1 is movable relative to the steering shaft 5 between an engaged position and a disengaged position along the axial direction of the steering shaft 5. For example, the upper end of the steering shaft 5 may be power-transmittingly connected to a handle 210, and the second transmission member 2 may be provided on a steering gear 209. When the vehicle normally travels on a road surface, the first transmission member 1 is in the engaged position. When a driver operates the steering wheel 210 to steer, the steering torque acting on the steering wheel 210 by the driver is transmitted to the steering shaft 5, and since the first transmission member 1 and the steering shaft 5 are fixed relatively in the circumferential direction of the steering shaft 5, the steering shaft 5 transmits the steering torque to the first transmission member 1, from the first transmission member 1 to the second transmission member 2, and finally to the wheels, thereby realizing steering of the vehicle.

[0037] As a result, by fixing the first transmission member 1 and the steering shaft 5 relatively in the circumferential direction, the steering shaft 5 can transmit the steering torque of the handle 210 to the first transmission member 1, so that when the first transmission member 1 is in the coupled position, the steering of the vehicle can be effectively realized. By making the first transmission member 1 and the steering shaft 5 relatively movable in the axial direction, it is possible to avoid the first transmission member 1 affecting the steering shaft 5 when it moves between the separated position and the coupled position. And, by making the first transmission member 1 movable between the coupled position and the separated position along the axial direction of the steering shaft 5, it is possible to realize the transmission and separation of torque while avoiding the movement of the steering shaft 5, and the axial dimension of the first transmission member 1 can be relatively small, so that the arrangement of the first transmission member 1 is more convenient, and the movement of the first transmission member 1 has a higher degree of freedom and is more reliable.

[0038] In some embodiments of the present application, as shown in Figs. 6 to 9, a ball sliding assembly 6 is provided between the first transmission member 1 and the steering shaft 5, and the first transmission member 1 and the steering shaft 5 transmit torque through the ball sliding assembly 6, and realize relative movement in the axial direction of the steering shaft 5 through the ball sliding assembly 6. For example, in the example of Figs. 6 to 9, the ball sliding assembly 6 may include a ball sliding outer ring, a ball sliding inner ring, and a rolling body. The rolling body is provided between the ball sliding outer ring and the ball sliding inner ring. The ball sliding outer ring may be a structure integrated with the first transmission member 1, and the ball sliding inner ring may be a structure integrated with the steering shaft 5 or fixedly connected to the steering shaft 5, so as to effectively reduce the sliding resistance and the risk of abnormal noise of the driven member 32.

[0039] As a result, by providing the above-mentioned ball sliding assembly 6, torque transmission and relative movement between the first transmission member 1 and the steering shaft 5 can be achieved, and the gap between the first transmission member 1 and the steering shaft 5 can be eliminated, thereby avoiding noise caused by vibration during movement of the first transmission member 1, making the movement of the first transmission member 1 more stable and reliable.

[0040] In some embodiments of the present application, as shown in FIG. 7, FIG. 2 and FIG. 3, the driven member 32 may be a screw. The driving device 31 includes a driver 311 and a transmission member 312. The transmission member 312 is transmission-connected to the driver 311, and has an internal thread on an inner circumferential surface that is screwed with the driven member 32. For example, the driver 311 can drive the transmission member 312 to rotate, and since the transmission member 312 is screwed with the driven member 32, when the transmission member 312 rotates, the driven member 32 can move along the axial direction of the transmission member 312, thereby driving the first transmission member 1 to move along the axial direction of the driven member 32, thereby realizing the conversion of the rotational motion of the driver 311 into the linear movement of the first transmission member 1. Then, by controlling the rotation direction of the driver 311, the direction in which the first transmission member 1 moves along the axial direction can be controlled, so that the coupling and separation of the first transmission member 1 and the second transmission member 2 can be effectively realized. Preferably, the driver 311 may be, but is not limited to, a motor.

[0041] In a further embodiment of the present application, a driver 311 such as a motor has an output shaft. The driving device 31 further includes a driving member 313, which is fixed to the output shaft and engaged with the transmission member 312 to drive and rotate the transmission member 312. Thus, by providing the driving member 313, the driving member 313 can effectively transmit the driving force of the driver 311, for example, a motor, to the transmission member 312. Specifically, since the driving member 313 is fixed to the output shaft, when the driver 311 such as a motor operates, the output shaft can drive and rotate the driving member 313, and since the driving member 313 is engaged with the transmission member 312, the driving member 313 can drive and rotate the transmission member 312, so that the driven member 32 can drive the first transmission member 1 to move in the axial direction, thereby realizing the interruption or transmission of torque.

[0042] 4, 5 and 7, the driving member 313 may be a worm, and the transmission member 312 may include a worm wheel 3124 meshing with the worm. Thus, by meshing the worm wheel 3124 with the worm, on the one hand, the worm and the worm wheel 3124 form a pair of the worm wheel 3124 and the worm, and the transmission member 312 and the driven member 32 can form a thread pair, thereby ensuring that the driving force of the driver 311 can be effectively transmitted to the driven member 32, making the transmission more stable and reliable, reducing the noise of the clutch device 100, and effectively reducing the space occupied by the clutch device 100 due to the compact structure of the worm wheel 3124 and the worm.

[0043] Naturally, the present application is not limited to this, and the transmission between the driving member 313 and the transmission member 312 may be performed using a screw nut or a rack and pinion, as long as the rotational motion of the driver 311 such as a motor can be converted into linear motion of the driven member 32.

[0044] In some preferred embodiments of the present application, the lead angle of the worm is γ, and γ satisfies 10°≦γ≦20°. By configuring in this way, the worm wheel 3124 worm mechanism can be a self-locking mechanism, so that after the driven member 32 moves the first transmission member 1 to reach a predetermined position, the first transmission member 1 is in a crimped state, and the connection is more reliable. More preferably, γ can further satisfy, but is not limited to, 14°≦γ≦15°.

[0045] Of course, as can be understood by those skilled in the art, the condition for the worm wheel 3124 worm transmission to self-lock is also related to the friction coefficient between the worm wheels 3124 worms, so γ is not limited to 10° to 20°, for example, γ may be greater than 20° or less than 10°, as long as it is ensured that the worm wheel 3124 worm-to-worm transmission can self-lock.

[0046] In some embodiments of the present application, as shown in Fig. 8, the clutch device 100 further includes a controller and a position detection assembly 7. The position detection assembly 7 communicates with the controller, detects the position of the first transmission member 1, and transmits a position signal of the first transmission member 1 to the controller. Thus, the position detection assembly 7 thus provided can feed back the position (e.g., the coupled position and the disengaged position) of the first transmission member 1 to the controller, so that the controller can determine whether the steering wheel 210 and the wheels transmit or block the steering torque based on the position of the first transmission member 1, and further obtain the operating state of the entire vehicle steering system 200.

[0047] In some specific embodiments of the present application, as shown in Fig. 8, the position detection assembly 7 includes a detection body 71 and a detection device 72. The detection body 71 communicates with the controller, and the detection device 72 is provided on the driven member 32 and communicates with the detection body 71. The detection body 71 detects the position of the detection device 72 to obtain the position of the first transmission member 1, and transmits the position signal of the detection device 72 to the controller. Thus, by providing as described above, the detection body 71 does not need to directly detect the position of the driven member 32 or the first transmission member 1, and can indirectly obtain the position of the first transmission member 1 by detecting the position of the detection device 72. Since the volume of the detection device 72 may be small, the arrangement of the detection device 72 on the driven member 32 is convenient, and the communication between the detection device 72 and the detection body 71 is more convenient, so that the detection body 71 can more accurately detect the position of the detection device 72.

[0048] In some examples of the present application, as shown in FIG. 8, the detection main body 71 may be a sensor main body, and the detection device 72 may include a permanent magnet cover 721 and a detection permanent magnet 722 provided on the permanent magnet cover 721. For example, in the example of FIG. 8, the sensor main body may be fixed to the housing 206 by a sensor fixing bolt 711. The central axis of the permanent magnet cover 721 may be parallel to the central axis of the sensor main body. The detection permanent magnet 722 may be press-fitted into the permanent magnet cover 721, thus reducing the space occupied by the detection permanent magnet 722. The permanent magnet cover 721 may be screwed to the driven member 32, and by fixing the permanent magnet cover 721 to the driven member 32 in this way, the permanent magnet cover 721, the permanent magnet, and the driven member 32 do not move relative to each other, so that the position of the detection permanent magnet 722 can accurately reflect the positions of the driven member 32 and the first transmission member 1, which is highly reliable.

[0049] In some embodiments of the present application, as shown in Fig. 9, the clutch device 100 further includes a locking device 8, which is switchable between a locked state and an unlocked state, and when the locking device 8 is in the locked state, it locks the first transmission member 1 in the coupled position, and when the locking device 8 is in the unlocked state, it unlocks the first transmission member 1. In this way, when the steering of the vehicle needs to be controlled by the handle 210, such as when the vehicle is running normally, the locking device 8 ensures that the first transmission member 1 is stably in the coupled position, and can avoid separation of the first transmission member 1 and the second transmission member 2 caused by factors such as vehicle shaking, vibration or control failure, that is, can ensure stable transmission of steering torque, and further ensure safety.

[0050] In some specific embodiments of the present application, as shown in Fig. 9, the locking device 8 includes an expandable lock core 81. The driven member 32 has a stepped portion 321, and when the locking device 8 is in a locked state, the lock core 81 abuts against the stepped portion 321 to hold the first transmission member 1 in the coupled position via the driven member 32, and when the locking device 8 is in an unlocked state, the lock core 81 retreats and is separated from the stepped portion 321. For example, in the example of Fig. 9, the locking device 8 further includes a lock body 82, and the lock core 81 is provided in the lock body 82, and the lock body 82 may be fixed to the housing 206. When the locking device 8 is in a locked state, the lock core 81 extends from the lock body 82 and abuts against the step portion 321 to lock the first transmission member 1 in the coupled position; when the first transmission member 1 needs to be separated from the second transmission member 2, the controller can send an unlock signal to the lock core 81, and at this time, the lock core 81 retreats into the lock body 82, so that the driven member 32 drives the first transmission member 1 to move toward the separated position and completes the separation operation.

[0051] Thus, by providing the above-mentioned expandable lock core 81, the lock core 81 can effectively restrict the movement of the driven member 32 along the axial direction by abutting against the step portion 321 when the locking device 8 is in the locked state, and since the driven member 32 and the first transmission member 1 are relatively fixed in the axial direction, the first transmission member 1 can be indirectly locked in the coupled position, and since the lock core 81 does not need to come into direct contact with the first transmission member 1, it is possible to avoid affecting the rotation of the first transmission member 1.

[0052] In some embodiments of the present application, as shown in Figs. 4, 5, 7 to 9, one of the first transmission member 1 and the second transmission member 2 is provided with at least one protrusion 11, and the other of the first transmission member 1 and the second transmission member 2 is provided with at least one groove 21. When the first transmission member 1 is in the coupled position, the protrusion 11 is engaged in the groove 21, and when the first transmission member 1 is in the separated position, the protrusion 11 is separated from the groove 21. For example, in the examples of Figs. 4, 5, 7 to 9, there are a plurality of protrusions 11 and a plurality of grooves 21, and the plurality of protrusions 11 may include a plurality of first protrusions and a plurality of second protrusions, and the plurality of grooves 21 may include a plurality of first grooves and a plurality of second grooves. A plurality of first protrusions are provided at the lower end of the first transmission member 1, and the plurality of first protrusions are provided at intervals along the circumferential direction of the first transmission member 1, and a first groove is formed between two adjacent first protrusions. A plurality of second protrusions are provided on the upper end of the second transmission member 2, and the plurality of second protrusions are spaced apart along the circumferential direction of the second transmission member 2, and a second groove is formed between two adjacent second protrusions. When the first transmission member 1 is in the coupled position, the plurality of first protrusions are engaged in the plurality of second grooves, and the plurality of second protrusions are engaged in the plurality of first grooves, respectively. Preferably, the protrusions 11 may be formed as wedge-shaped protrusions whose cross-sectional area gradually decreases along a direction away from the corresponding end face, and the grooves 21 may be formed as wedge-shaped grooves whose cross-sectional area gradually decreases along a direction from the groove opening to the groove bottom, and the wedge-shaped protrusions and the wedge-shaped grooves are fitted to each other in shape. In the description of this application, "plurality" means two or more.

[0053] As a result, by providing the above-mentioned protrusion 11 and groove 21, when the first transmission member 1 is in the coupled position and a pressing force acts between the first transmission member 1 and the second transmission member 2, the protrusion 11 and the groove 21 can be tightly engaged, thereby eliminating the gap between the first transmission member 1 and the second transmission member 2, which is advantageous for reliably transmitting steering torque.

[0054] It should be noted that the clutch device 100 according to the embodiment of the present application uses a dog clutch type (i.e., the first transmission member 1 and the second transmission member 2 are engaged by the protrusion 11 and the groove 21). The present application is not limited to this, and for example, the clutch device 100 may be replaced by another meshing clutch, or an electromagnetic clutch type may be used to directly drive an electromagnet to achieve separation, and naturally, a friction clutch, a hydraulic clutch, etc. may be used as the clutch device.

[0055] A vehicle steering system 200 according to an embodiment of the second aspect of the present application includes the clutch device 100 according to the embodiment of the first aspect of the present application. For example, the vehicle steering system 200 may include a handle 210 and a steering gear 209, the handle 210 may be transmission-connected to a first transmission member 1 to realize the transmission of steering torque, and the steering gear 209 may be transmission-connected to a second transmission member 2 to realize the transmission of steering torque. Preferably, the second transmission member 2 and the steering gear 209 may be connected by an end face flange and locked by a screw fastening member such as a bolt.

[0056] The vehicle steering system 200 according to the embodiment of the present application can effectively realize the transmission and interruption of torque between the steering wheel 210 and the wheels by using the above-mentioned clutch device 100, and when gauging, the wheels can be prevented from rotating together with the steering wheel 210, thereby reducing wheel wear and improving the user's usage experience. In addition, the transmission efficiency is high, and the reliability of the vehicle steering system 200 can be effectively improved.

[0057] In some embodiments of the present application, as shown in FIG. 10 , the vehicle steering system 200 further includes a rotation angle limiting mechanism 201, which includes a rotating plate 202 and a stopper member 203, wherein the rotating plate 202 is provided with at least one engagement structure, and the stopper member 203 is provided with a first stopper structure and a second stopper structure, the rotating plate 202 rotates to move the stopper member 203, thereby causing the engagement structure to abut against one of the first stopper structure and the second stopper structure, and when the engagement structure abuts against the first stopper structure, the rotating plate 202 is in a first limit position, and when the engagement structure abuts against the second stopper structure, the rotating plate 202 is in a second limit position.

[0058] For example, the rotating disk 202 may be fixed to the steering shaft 5. When a driver operates the steering wheel 210 of the vehicle to drive the steering shaft 5 to rotate along a first rotation direction, such as a clockwise direction, the rotating disk 202 rotates along the first rotation direction together with the steering shaft 5 and can move the stopper member 203. When the engagement structure abuts against the first stopper structure, the rotating disk 202 rotates to a first limit position, at which time the rotating disk 202 cannot continue to rotate along the first rotation direction and can only rotate along a second rotation direction, such as a counterclockwise direction, opposite to the first rotation direction, thereby limiting the angle of the steering shaft 5 along the first rotation direction. When the driver operates the steering wheel 210 of the vehicle to drive the steering shaft 5 to rotate along a second rotation direction such as a counterclockwise direction, the rotating plate 202 rotates along the second rotation direction together with the steering shaft 5 and can move the stopper member 203. When the engagement structure abuts against the second stopper structure, the rotating plate 202 rotates to a second limit position, at this time, the rotating plate 202 cannot continue to rotate along the second rotation direction, but can only rotate along the first rotation direction, thereby realizing the angle restriction along the second rotation direction of the steering shaft 5. Preferably, in order to ensure the matching of the angle between the steering wheel 210 and the rotating plate 202, the rotating plate 202 can be pressed into the steering shaft 5 after being positioned in the circumferential direction using a flat key.

[0059] As a result, when the rotating disk 202 is in the first limit position or the second limit position, the engagement structure abuts against the first stopper structure or the second stopper structure, and can limit the further rotation of the rotating disk 202, so that the rotation angle limit of the rotating disk 202 can be realized, and the rotation angle limiting mechanism 201 has a simple structure and is highly reliable. And, when the steering wheel 210 and the steering gear 209 of the vehicle steering system 200 cut off the transmission of steering torque, damage to components such as the clock spring and the angle sensor caused by arbitrary rotation of the steering wheel 210 can be effectively avoided. Also, by providing the stopper member 203, the engagement structure can abut against the corresponding first stopper structure or second stopper structure only when the rotating disk 202 is in the first limit position or the second limit position, and when the rotating disk 202 is in another position, the engagement structure can be displaced from the first stopper structure and the second stopper structure, so that the large angle limit of the rotation angle limiting mechanism 201 can be realized and the steering needs of the vehicle can be met.

[0060] 10, an engagement groove 2021 is provided on the rotating disk 202, a guide shaft 2031 is provided on the stopper member 203, and the guide shaft 2031 is movably engaged in the engagement groove 2021, and the rotating disk 202 moves the stopper member 203 by the guide shaft 2031. Thus, by providing the engagement groove 2021 and the guide shaft 2031, the rotating disk 202 can rotate and move the stopper member 203, and by engaging the guide shaft 2031 with the engagement groove 2021 to increase the rotation angle of the rotating disk 202 (for example, to be greater than 360°), a large angle limit can be realized and the steering needs of the vehicle can be fully met.

[0061] In some preferred embodiments of the present application, as shown in FIG. 10, the engagement groove 2021 may be a spiral groove, and when the guide shaft 2031 is at both ends of the engagement groove 2021, the stopper member 203 is at the first limit position or the second limit position, and the engagement groove 2021 may include a plurality of engagement portions, each of which may be arc-shaped. Thus, by providing a plurality of engagement portions extending in the arc shape, when the guide shaft 2031 is engaged in the engagement portion, the friction force between the guide shaft 2031 and the engagement portion is nearly zero, thereby effectively reducing the friction loss between the guide shaft 2031 and the engagement portion, and extending the service life of the entire vehicle steering system 200. Preferably, the guide shaft 2031 may be, but is not limited to, a stopper pin.

[0062] In some embodiments of the present application, as shown in Fig. 10, the rotation angle limiting mechanism 201 further includes a fixed member 204, a guide groove 2041 is formed in the fixed member 204, the stopper member 203 is movably engaged in the guide groove 2041, and when the rotating plate 202 rotates, the stopper member 203 moves in the guide groove 2041. For example, as shown in Fig. 10, the fixed member 204 may be fixed to the housing 206 by a fastening bolt 2042. The guide groove 2041 may extend along the radial direction of the rotating plate 202, and the stopper member 203 is engaged in the guide groove 2041 and is movable relative to the guide groove 2041. In the process of rotating platen 202 rotating around the central axis of rotating platen 202, guide shaft 2031 moves along engagement groove 2021, and since guide shaft 2031 is provided on stopper member 203, guide shaft 2031 drives stopper member 203 to move within guide groove 2041 relative to fixed member 204. Thus, by providing said guide groove 2041, guide groove 2041 can play an effective limiting and guiding role, and moves stopper member 203 along guide groove 2041 to limit the rotation of stopper member 203, thereby ensuring the limiting reliability of rotation angle limiting mechanism 201.

[0063] In some preferred embodiments of the present application, as shown in FIG. 10, an elastic member 205 may be provided between the inner wall of the guide groove 2041 and the stopper member 203. The stopper member 203 may be provided with an elastic covering layer for preloading and wear prevention. As a result, the elastic member 205 thus provided can reduce the friction force between the inner wall of the guide groove 2041 and the stopper member 203, reduce wear of the fixed member 204 and the stopper member 203, make the movement of the stopper member 203 more stable and smooth, and improve the movement speed of the stopper member 203. The elastic member 205 can avoid noise caused by contact between the stopper member 203 and the inner wall of the guide groove 2041, and can further increase the operating efficiency and reliability of the rotation angle limiting mechanism 201. More preferably, the elastic member 205 may be, but is not limited to, a leaf spring.

[0064] The rotation angle limiting mechanism 201 is not limited to the above structure, and may be, for example, a small tooth number difference reduction mechanism or a nut screw stopper structure.

[0065] In some embodiments of the present application, as shown in Figures 2 to 6, the vehicle steering system 200 further includes a housing 206, at least a portion of at least one of the first transmission member 1 and the second transmission member 2 of the clutch device 100 is provided within the housing 206, the driven member 32 of the clutch device 100 is provided within the housing 206, and a dust cover 207 is provided at one end of the housing 206 remote from the first transmission member 1.

[0066] For example, in the example of FIG. 2 to FIG. 6, the housing 206 includes an upper housing 2061 and a lower housing 2062. The upper housing 2061 and the lower housing 2062 may have an engagement annular surface to ensure mounting coaxiality, and the upper housing 2061 and the lower housing 2062 are radially sealed by a first sealing ring 2063 such as an O-shaped sealing ring, and locked by a first bolt assembly 2064. A support member 208 may be fixed to the upper housing 2061, and the dust cover 207 may be fitted to the support member 208. When mounted, the dust cover 207 may be press-engaged with the dash panel of the vehicle. Preferably, the dust cover 207 may be a rubber dust cover.

[0067] As a result, by providing the above-mentioned dustproof cover 207, the dustproof, waterproof, and soundproofing effects of the vehicle steering system 200 can be effectively achieved, thereby improving the reliability of the vehicle steering system 200 and the ride comfort of the vehicle.

[0068] In some preferred embodiments of the present application, the vehicle steering system 200 may further include a steering feel simulation device and a control unit, and the steering feel simulation device can simulate the steering feel when the steering wheel 210 and the steering gear 209 transmit the steering torque when the steering wheel 210 and the steering gear 209 cut off the transmission of the steering torque. The control unit can interact with the vehicle to identify the required signal and feedback the required game steering feel to the driver through the sensor.

[0069] A vehicle steering system 200 according to a specific embodiment of the present invention will be described in detail below with reference to FIGS.

[0070] As shown in Figures 6 and 7, when assembling, the driver 311 may be fixed to the upper housing 2061 by a mounting bolt 3111, and the joint surface between the driver 311 and the upper housing 2061 may be sealed by a second sealing ring such as an O-shaped sealing ring. The output shaft of the driver 311 is positioned with a first bearing 2065 such as a deep groove ball bearing pressed into the lower housing 2062 to ensure coaxiality, and the first bearing 2065 is pressed with a screw plug 3131 and sealed by applying a thread sealant. The driver 311 such as a motor may be arranged along the radial direction of the steering shaft 5, or may be arranged parallel to the axial direction of the steering shaft 5 so that the integrated motor cooperates with the ball screw transmission.

[0071] The transmission member 312 is attached to the lower housing 2062 by a second bearing 3121 such as a double row angular bearing, one side of the outer ring of the second bearing 3121 is abutted against the shaft shoulder of the lower housing 2062 and the other side is positioned axially by a first anti-backlash retaining ring 3122 such as a hole anti-backlash retaining ring, and one side of the inner ring of the second bearing 3121 is abutted against the shaft shoulder of the transmission member 312 and the other side is positioned axially by a second anti-backlash retaining ring 3123 such as a shaft anti-backlash retaining ring, thereby achieving the attachment and positioning of the transmission member 312 and the lower housing 2062.

[0072] The steering shaft 5 is positioned and attached to the upper housing 2061 by a third bearing 51 such as a deep groove ball bearing, one side of the outer ring of the third bearing 51 abuts against the shaft shoulder of the upper housing 2061, the other side is positioned in the axial direction by a third anti-backlash retaining ring 511 such as a hole anti-backlash retaining ring, one side of the inner ring of the third bearing 51 abuts against the shaft shoulder of the steering shaft 5, and the other side is positioned in the axial direction by a fourth anti-backlash retaining ring 512 such as a shaft anti-backlash retaining ring, thereby realizing the attachment and positioning of the steering shaft 5 and the upper housing 2061. The clutch device 100 includes an oil seal 9, and the outer ring of the oil seal 9 is press-fitted into the upper housing 2061, and the inner ring of the oil seal 9 forms a dynamic seal with the steering shaft 5, ensuring that the dustproof and waterproof levels of the entire vehicle steering system 200 meet the requirements. The steering gear 209 includes a steering gear housing 2091, and an engaging annular surface is formed between the steering gear housing 2091 and the lower housing 2062 to ensure coaxiality of the installation, and is axially sealed by a third sealing ring 2092 such as an O-shaped sealing ring, and after positioning, is locked by a second bolt assembly 2093. The steering shaft 5 and the gear shaft of the steering gear 209 are engaged by a needle bearing 2094 to ensure coaxiality.

[0073] As shown in Figures 4 and 5, when the first transmission member 1 is in the coupled position, the steering torque of the driver is transmitted to the steering shaft 5 by the steering column 211, and the steering shaft 5 transmits the steering torque to the first transmission member 1 by the ball sliding assembly 6. At this time, the first transmission member 1 and the second transmission member 2 are coupled to each other, so that the steering gear 209 can be driven to rotate. When the first transmission member 1 is in the separated position, the first transmission member 1 and the second transmission member 2 are completely separated, and at this time, the first transmission member 1 can rotate freely relative to the second transmission member 2, so that the mechanical transmission chain of the vehicle steering system 200 is disconnected. When in the game mode, the operation of the steering wheel 210 by the driver cannot be transmitted to the wheels, that is, the vehicle steering system 200 is separated.

[0074] The vehicle steering system 200 according to the embodiment of the present application has a function of separating the mechanical transmission chain, and the clutch device 100 can be applied as a platform, for example, by being attached to the steering shaft 5, so that the handle 210 can rotate freely, without changing the hard points of the original vehicle steering system, and it can ensure that the driving steering steering feel is consistent with that in the original state when the first transmission member 1 is in the engagement position, and the modification of the original vehicle steering system is small.

[0075] A vehicle (not shown) according to an embodiment of the third aspect of the present application includes the vehicle steering system 200 according to the embodiment of the second aspect of the present application.

[0076] The vehicle according to the embodiment of the present application can effectively realize the transmission and interruption of steering torque between the handle 210 and the wheels by using the vehicle steering system 200, and has high transmission efficiency and reliability.

[0077] The remaining configuration and operation of vehicles according to embodiments of the present application are known to those skilled in the art and will not be described in detail herein.

[0078] 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.

[0079] In the description of the present application, a "first feature" or a "second feature" may include one or more of such features.

[0080] In the description of this application, unless otherwise clearly specified or limited, the terms "attached," "coupled," and "connected" should be understood in a broad sense, and may refer to, for example, a fixed connection, a detachable connection, an integral connection, a mechanical connection, an electrical connection, a direct connection, a connection via an intermediate medium, or a communication between two parts. A person skilled in the art can understand the specific meaning of the above terms in this application according to the specific situation.

[0081] 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. Exemplary references to the above terms in the present specification do not necessarily refer to the same embodiment or example.

[0082] 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]

[0083] 100 Clutch device 1 First transmission member 11 Protrusions 12 First fastening member 2 Second transmission member 21 Groove 3. Driving mechanism 31 Drive unit 311 Driver 3111 Mounting bolt 312 Transmission parts 3121 No. 2 bearing 3122 No. 1 anti-backlash retaining ring 3123 No. 2 anti-backlash retaining ring 3124 Worm Wheel 313 Driving member 3131 Screw plug 32 Follower member 321 Step 3212 Second fastening member 4. Bearings 5 Steering shaft 51 3rd bearing 511 3rd Anti-Backlash Retaining Ring 512 4th Anti-Backlash Retaining Ring 6 Ball Slide Assembly 7 Position Sensing Assembly 71 Detector 711 Sensor fixing bolt 72 Detection Device 721 Permanent Magnet Cover 722 Permanent magnet for detection 8 Locking device 81 Rock Core 82 Lock body 9. Oil seal 200 Vehicle Steering System 201 Rotation angle limiting mechanism 202 Turntable 2021 Engagement groove 203 Stopper member 2031 Guide shaft 204 Fixing member 2041 Guide groove 2042 Fastening bolt 205 Elastic Members 206 Housing 2061 Upper housing 2062 Lower housing 2063 First sealing ring 2064 First Bolt Assembly 2065 No. 1 bearing 207 Dust cover 208 Support member 209 Steering Gear 2091 Steering gear housing 2092 3rd sealing ring 2093 Second Bolt Assembly 2094 Needle Bearing 210 Handle 211 Steering column

Claims

1. a first transmission member, a second transmission member, and a drive mechanism; the first transmission member is movable between a coupled position and a disengaged position, and is coupled to the second transmission member when in the coupled position to transmit torque, and is disengaged from the second transmission member when in the disengaged position to interrupt torque transmission; the driving mechanism includes a driving device and a driven member, the driven member is transmission-connected to the driving device and the first transmission member respectively, the driving device moves the driven member to drive the first transmission member to move between the coupled position and the separated position, the moving direction of the driven member is parallel to the moving direction of the first transmission member; the driven member is cylindrical, and a central axis of the driven member and a central axis of the first transmission member each extend along a moving direction of the driven member, and the first transmission member and the driven member are fixed relatively to each other in an axial direction of the driven member and are rotatable relatively to each other; a bearing is provided between the first transmission member and the driven member, the bearing including an inner ring, an outer ring, and a plurality of rolling elements provided between the inner ring and the outer ring so as to be capable of rolling; The first transmission member is provided with a first shaft shoulder and a first fastening member spaced apart in the axial direction, the inner ring abuts between the first shaft shoulder and the first fastening member, the driven member is provided with a second shaft shoulder and a second fastening member spaced apart in the axial direction, and the outer ring abuts between the second shaft shoulder and the second fastening member, thereby realizing that the first transmission member and the driven member are relatively fixed in the axial direction of the driven member and relatively rotatable in the circumferential direction. Clutch device.

2. 2. The clutch device according to claim 1, further comprising a steering shaft, the first transmission member being fitted onto the steering shaft, the first transmission member and the steering shaft being fixed relative to each other in a circumferential direction of the steering shaft, and the first transmission member being movable relative to the steering shaft between the connected position and the disconnected position along an axial direction of the steering shaft.

3. the driven member is a screw; The drive device is A driver and a transmission member, 3. The clutch device according to claim 1, wherein the transmission member is connected to the driver and has an internal thread on an inner circumferential surface thereof that screws into the driven member.

4. The driver has an output shaft. The drive device further includes a drive member; 4. The clutch device according to claim 3, wherein the drive member is fixed to the output shaft and engages with the transmission member to drive the transmission member to rotate.

5. 5. The clutch device according to claim 4, wherein the driving member is a worm, and the transmission member includes a worm wheel that meshes with the worm.

6. a controller; and a position sensing assembly; The clutch device according to any one of claims 1 to 5, wherein the position detection assembly communicates with the controller, detects a position of the first transmission member, and transmits a position signal of the first transmission member to the controller, and the controller determines whether torque is transmitted between a steering wheel and a wheel or torque transmission is interrupted based on the position signal.

7. The position detection assembly includes a detection body and a detection device. The detection entity is in communication with the controller; 7. The clutch device according to claim 6, wherein the detection device is provided on the driven member, and the detection body detects a position of the detection device to obtain the position of the first transmission member, and transmits a position signal of the detection device to the controller.

8. 8. The clutch device according to claim 7, wherein the detection body is a sensor body, and the detection device includes a permanent magnet cover and a detection permanent magnet provided in the permanent magnet cover.

9. The clutch device according to any one of claims 1 to 8, further comprising a locking device switchable between a locked state and an unlocked state, the locking device locking the first transmission member in the coupled position when in the locked state, and unlocking the first transmission member when in the unlocked state.

10. The locking device includes an expandable lock core; 10. The clutch device according to claim 9, wherein the driven member has a stepped portion, and when the locking device is in the locked state, the lock core abuts against the stepped portion to hold the first transmission member in the connected position via the driven member, and when the locking device is in the unlocked state, the lock core retracts and separates from the stepped portion.

11. At least one protrusion is provided on one of the first transmission member and the second transmission member, and at least one groove is provided on the other of the first transmission member and the second transmission member, A clutch device according to any one of claims 1 to 10, wherein when the first transmission member is in the engaged position, the projection is engaged in the groove, and when the first transmission member is in the disengaged position, the projection is separated from the groove.

12. A vehicle steering system comprising a clutch device according to any one of claims 1 to 11.

13. A vehicle including the vehicle steering system of claim 12.

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