Steering clutch, steering system, vehicle, and control method

Abstract

A steering clutch, a steering system, a vehicle, and a control method. The steering clutch comprises a first transmission assembly, a second transmission assembly, and a switching device. The first transmission assembly is configured to be drivingly connected to a first wheel. The second transmission assembly is configured to be drivingly connected to a second wheel. The switching device has a first state, and when the switching device is in the first state, the first transmission assembly is drivingly connected to the second transmission assembly, such that the first wheel and the second wheel are driven to rotate in opposite directions via the first transmission assembly and the second transmission assembly, respectively.

Description

Steering clutch, steering system, vehicle and control method

[0001] This application claims priority to Chinese Patent Application No. 202411397849.7, filed on September 30, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of display chassis, and in particular, to a steering clutch, a steering system, a vehicle and a control method. BACKGROUND

[0003] The steering system is a key system on a vehicle, which can be used to change or maintain the driving direction of the vehicle, and is crucial to the driving safety of the vehicle. With the development of the vehicle industry, the traditional steering system cannot meet people's needs. The emergence of the independent steering system expands the use scenarios of the vehicle and has great development prospects. SUMMARY

[0004] In a first aspect, a steering clutch is provided, comprising a first transmission assembly, a second transmission assembly and a switching device. The first transmission assembly is adapted to be in transmission connection with a first wheel. The second transmission assembly is adapted to be in transmission connection with a second wheel. The switching device has a first state, when the switching device is in the first state, the first transmission assembly is in transmission connection with the second transmission assembly, so as to be adapted to drive the first wheel and the second wheel to rotate in opposite directions through the first transmission assembly and the second transmission assembly respectively.

[0005] The steering clutch provided by the embodiments of the present disclosure can make the first transmission assembly and the second transmission assembly drive the first wheel and the second wheel to rotate in opposite directions through the switching device switching states, so as to realize the independent steering of the vehicle. Compared with the electromagnetic clutch device in the vehicle steering system in the related art, the steering clutch provided by the embodiments of the present disclosure has higher reliability.

[0006] In some embodiments, the steering clutch further comprises a third transmission assembly, the third transmission assembly is adapted to be in transmission connection with the second wheel. The switching device further has a second state, when the switching device is in the second state, the first transmission assembly is in transmission connection with the third transmission assembly, so as to be adapted to drive the first wheel and the second wheel to rotate in the same direction through the first transmission assembly and the third transmission assembly respectively.

[0007] In some embodiments, when the switching device is in the first state, the first transmission assembly is separated from the third transmission assembly. When the switching device is in the second state, the first transmission assembly is separated from the second transmission assembly.

[0008] In some embodiments, the first transmission assembly comprises a first transmission gear, and the second transmission assembly comprises a second transmission gear. The first transmission gear and the second transmission gear are drivingly connected when the switching device is in the first state.

[0009] In some embodiments, the first transmission gear and the second transmission gear are coaxially arranged. The switching device comprises a first connecting member, which is movable along an axial direction of the second transmission gear to a first position. The first transmission gear and the second transmission gear are drivingly connected through the first connecting member when the first connecting member is in the first position. The first connecting member is in the first position when the switching device is in the first state.

[0010] In some embodiments, the first connecting member is movable along an axial direction of the first transmission gear to a second position. The first transmission gear and the second transmission gear are disconnected when the first connecting member is in the second position. The first connecting member is in the second position when the switching device is in the second state.

[0011] In some embodiments, the first connecting member is provided with a first inner ring gear. The first transmission gear and the second transmission gear are respectively engaged with the first inner ring gear when the first connecting member is in the first position.

[0012] In some embodiments, the third transmission assembly comprises a third transmission gear, and the first transmission assembly comprises a fourth transmission gear. The third transmission gear and the fourth transmission gear are drivingly connected when the switching device is in the second state.

[0013] In some embodiments, the third transmission gear and the fourth transmission gear are coaxially arranged. The switching device comprises a second connecting member, which is movable along an axial direction of the third transmission gear to a third position. The fourth transmission gear and the third transmission gear are drivingly connected through the second connecting member when the second connecting member is in the third position. The second connecting member is in the third position when the switching device is in the second state.

[0014] In some embodiments, the second connecting member is movable along an axial direction of the third transmission gear to a fourth position. The third transmission gear and the fourth transmission gear are disconnected when the second connecting member is in the fourth position. The second connecting member is in the fourth position when the switching device is in the first state.

[0015] In some embodiments, the second connecting member is provided with a second inner ring gear. The third transmission gear and the fourth transmission gear are respectively engaged with the second inner ring gear when the second connecting member is in the third position.

[0016] In some embodiments, the steering clutch further comprises a fifth transmission gear and a sixth transmission gear. The fifth transmission gear is coaxially arranged with one of the first transmission gear and the fourth transmission gear. The sixth transmission gear is coaxially arranged with the other one of the first transmission gear and the fourth transmission gear. The fifth transmission gear and the sixth transmission gear are engaged to driveably connect the first transmission gear and the fourth transmission gear.

[0017] In some embodiments, the fifth transmission gear and the sixth transmission gear are engaged in transmission, or an even number of intermediate gears are arranged between the fifth transmission gear and the sixth transmission gear, and the fifth transmission gear, the even number of intermediate gears and the sixth transmission gear are sequentially engaged.

[0018] In some embodiments, an odd number of intermediate gears are arranged between the fifth transmission gear and the sixth transmission gear, and the fifth transmission gear, the odd number of intermediate gears and the sixth transmission gear are sequentially engaged.

[0019] In some embodiments, the first transmission assembly further comprises a first drive gear coaxially arranged with the first transmission gear. The first transmission assembly is driveably connected with the first wheel through the first drive gear.

[0020] In some embodiments, the second transmission assembly further comprises a second drive gear coaxially arranged with the second transmission gear. The second transmission assembly is driveably connected with the second wheel through the second drive gear.

[0021] In some embodiments, the third transmission assembly further comprises a third drive gear coaxially arranged with the third transmission gear. The third transmission assembly is driveably connected with the second wheel through the third drive gear.

[0022] In some embodiments, the second transmission assembly further comprises a seventh transmission gear and a fourth drive gear. The seventh transmission gear is coaxially arranged with the second transmission gear. The fourth drive gear is engaged with the seventh transmission gear. The second transmission assembly is driveably connected with the second wheel through the seventh transmission gear and the fourth drive gear.

[0023] In some embodiments, the first transmission assembly further comprises a fifth drive gear coaxially arranged with the fourth transmission gear. The fifth drive gear drives the fourth transmission gear to be driveably connected with the first wheel.

[0024] In some embodiments, the third transmission assembly is sleeved on the first transmission assembly.

[0025] In some embodiments, the third transmission gear, the third drive gear and the fourth transmission gear are coaxially arranged, and the third transmission gear and the third drive gear are rotatable relative to the fourth transmission gear.

[0026] In some embodiments, the switching device comprises a first electromagnetic clutch and a second electromagnetic clutch. The first electromagnetic clutch is between the first transmission assembly and the second transmission assembly, and when the switching device is in the first state, the first electromagnetic clutch is connected, and the first transmission assembly is in transmission connection with the second transmission assembly. The second electromagnetic clutch is between the first transmission assembly and the third transmission assembly, and when the switching device is in the second state, the second electromagnetic clutch is connected, and the first transmission assembly is in transmission connection with the third transmission assembly.

[0027] In a second aspect, a steering system is provided, comprising the steering clutch and the steering driving device as described above, and the steering driving device is in transmission connection with the steering clutch.

[0028] In some embodiments, the steering driving device is connected with the first transmission assembly of the steering clutch.

[0029] In some embodiments, the steering system further comprises a rack assembly, and the rack assembly is in transmission connection with the steering clutch.

[0030] In some embodiments, the rack assembly comprises a first steering rack assembly and a second rack assembly, the first rack assembly is in transmission connection with the first transmission assembly. The second rack assembly is in transmission connection with the second transmission assembly. The second rack assembly is in transmission connection with the third transmission assembly.

[0031] In a third aspect, a vehicle is provided, comprising the steering system as described above.

[0032] In some embodiments, the first wheels comprise front-side first wheels and rear-side first wheels, and the second wheels comprise front-side second wheels and rear-side second wheels. The vehicle comprises a first steering system and a second steering system, the first steering system and the second steering system are any one of the steering systems as described above, the first steering system is connected between the front-side first wheels and the front-side second wheels, and the second steering system is connected between the rear-side first wheels and the rear-side second wheels.

[0033] In a fourth aspect, a control method is provided for controlling the vehicle as described above, comprising: controlling the switching device to switch to the first state, so as to drive the first wheels and the second wheels to rotate in different directions through the first transmission assembly and the second transmission assembly respectively.

[0034] In some embodiments, before controlling the switching device to switch to the first state, the method further comprises: confirming that the vehicle meets a preset condition. The preset condition comprises: receiving a vehicle steering instruction signal.

[0035] In some embodiments, the preset condition further comprises: a steering wheel of the vehicle is in a central position.

[0036] In some embodiments, after the control switch device is switched to the first state, the method further comprises: inputting a preset rotation angle, and driving the vehicle to rotate.

[0037] In some embodiments, before the preset rotation angle is inputted, the method further comprises: confirming that the vehicle is in a braking state.

[0038] After the preset rotation angle is inputted, the method further comprises: confirming that the vehicle is in a forward gear, and driving the vehicle to rotate.

[0039] In some embodiments, driving the vehicle to rotate comprises: controlling the steering angle of the vehicle to be equal to the preset rotation angle.

[0040] In some embodiments, controlling the steering angle of the vehicle to be equal to the preset rotation angle comprises: integrating the yaw rate in real time to calculate the steering angle of the vehicle.

[0041] In some embodiments, driving the first wheel and the second wheel to rotate in different directions comprises: rotating the front end of the front-side first wheel and the front end of the front-side second wheel towards each other, and rotating the rear end of the rear-side first wheel and the rear end of the rear-side second wheel towards each other.

[0042] Driving the vehicle to rotate comprises: detecting the rotation direction of the vehicle.

[0043] If the vehicle needs to rotate clockwise, the front-side first wheel is controlled to rotate forward, the rear-side second wheel is controlled to rotate reversely, and the front-side second wheel and the rear-side first wheel follow. Alternatively, the front-side second wheel is controlled to rotate reversely, the rear-side first wheel is controlled to rotate forward, and the front-side first wheel and the rear-side second wheel follow.

[0044] If the vehicle needs to rotate counterclockwise, the front-side first wheel is controlled to rotate reversely, the rear-side second wheel is controlled to rotate forward, and the front-side second wheel and the rear-side first wheel follow. Alternatively, the front-side second wheel is controlled to rotate forward, the rear-side first wheel is controlled to rotate reversely, and the front-side first wheel and the rear-side second wheel follow.

[0045] In some embodiments, driving the first wheel and the second wheel to rotate in different directions comprises: rotating the front end of the front-side first wheel and the front end of the front-side second wheel towards each other, and rotating the rear end of the rear-side first wheel and the rear end of the rear-side second wheel towards each other.

[0046] Driving the vehicle to rotate comprises: detecting the rotation direction of the vehicle.

[0047] If the vehicle needs to rotate clockwise, the first wheels on the front side are controlled to rotate forward, the second wheels on the rear side are controlled to rotate reversely, and the second wheels on the front side and the first wheels on the rear side are braked. Alternatively, the second wheels on the front side are controlled to rotate reversely, the first wheels on the rear side are controlled to rotate forward, and the first wheels on the front side and the second wheels on the rear side are braked.

[0048] If the vehicle needs to rotate counterclockwise, the first wheels on the front side are controlled to rotate reversely, the second wheels on the rear side are controlled to rotate forward, and the second wheels on the front side and the first wheels on the rear side are braked. Alternatively, the second wheels on the front side are controlled to rotate forward, the first wheels on the rear side are controlled to rotate reversely, and the first wheels on the front side and the second wheels on the rear side are braked.

[0049] In some embodiments, after driving the vehicle to rotate, the method further comprises: controlling the switching device to switch to the second state, so as to drive the first wheels and the second wheels to rotate in the same direction by the first transmission assembly and the third transmission assembly respectively.

[0050] The technical effects brought by any one of the implementation manners of the second aspect to the fourth aspect can be referred to the technical effects brought by the corresponding implementation manners of the first aspect, which will not be described herein. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can also be obtained by those skilled in the art without creative labor.

[0052] FIG. 1 is a structural schematic diagram of a steering gear assembly in the related art;

[0053] FIG. 2 is a structural schematic diagram of a vehicle according to some embodiments;

[0054] FIG. 3 is a structural schematic diagram of a wheel and a steering system according to some embodiments;

[0055] FIG. 4 is a structural diagram of the steering system shown in FIG. 3;

[0056] FIG. 5 is a structural schematic diagram of a column type electric power steering system according to some embodiments;

[0057] FIG. 6 is a structural schematic diagram of a double pinion type electric power steering system according to some embodiments;

[0058] FIG. 7 is a structural schematic diagram of a rack type electric power steering system according to some embodiments;

[0059] FIG. 8 is a structural schematic diagram of a steer-by-wire system according to some embodiments;

[0060] Figure 9 is a structural diagram of the steering clutch shown in Figure 4;

[0061] Figure 10 is a structural diagram of the switching device shown in Figure 9 in its first state;

[0062] Figure 11 is a structural diagram of the switching device shown in Figure 9 in the second state;

[0063] Figure 12 is an exploded view of the steering clutch shown in Figure 9;

[0064] Figure 13 is a partial structural diagram of another steering system according to some embodiments;

[0065] Figure 14 is a structural diagram of the switching device shown in Figure 13 in its first state;

[0066] Figure 15 is a cross-sectional view of the steering clutch shown in Figure 14;

[0067] Figure 16 is a structural diagram of the switching device shown in Figure 13 in the second state;

[0068] Figure 17 is a structural diagram of another steering system according to some embodiments;

[0069] Figure 18 is a structural diagram of the steering clutch shown in Figure 17;

[0070] Figure 19 is a partial structural diagram of another steering system according to some embodiments;

[0071] Figure 20 is a structural diagram of the steering clutch shown in Figure 19;

[0072] Figure 21 is a structural diagram of the switching device shown in Figure 20 in its first state;

[0073] Figure 22 is a structural diagram of the switching device shown in Figure 20 in the second state;

[0074] Figure 23 is a flowchart of one method for controlling the rotation of a vehicle according to some embodiments;

[0075] Figure 24 is a schematic diagram of the vehicle rotating clockwise as shown in Figure 23;

[0076] Figure 25 is a schematic diagram of the vehicle rotating counterclockwise as shown in Figure 23;

[0077] Figure 26 is another flowchart of controlling vehicle rotation according to some embodiments;

[0078] Figure 27 is a schematic diagram of the vehicle rotating clockwise as shown in Figure 26;

[0079] Figure 28 is a schematic diagram of the vehicle rotating counterclockwise as shown in Figure 26;

[0080] Figure 29 is a flow chart of another method of controlling rotation of a vehicle, according to some embodiments;

[0081] Figure 30 is a schematic diagram of the vehicle of Figure 29 rotating clockwise, according to some embodiments;

[0082] Figure 31 is a schematic diagram of the vehicle of Figure 29 rotating counterclockwise, according to some embodiments;

[0083] Figure 32 is a flow chart of another method of controlling rotation of a vehicle, according to some embodiments;

[0084] Figure 33 is a schematic diagram of the vehicle of Figure 32 rotating clockwise, according to some embodiments;

[0085] Figure 34 is a schematic diagram of the vehicle of Figure 32 rotating counterclockwise, according to some embodiments.

[0086] Reference numerals: 10', first independent steering gear; 11', first rotary drive assembly; 12', first rotation shaft; 13', gear; 14', first rack; 20', second independent steering gear; 21', second rotary drive assembly; 22', second rotation shaft; 23', gear set; 24', second rack; 100, vehicle; 10, chassis; 20, vehicle body; 30, wheel; 31, first wheel; 311, front first wheel; 312, rear first wheel; 32, second wheel; 321, front second wheel; 322, rear second wheel; 40, steering system; 50, steering drive device; 60, steering clutch; 61, first transmission assembly; 611, first transmission gear; 612, fourth transmission gear; 613, fifth transmission gear; 614, sixth transmission gear; 615, first drive gear; 616, fifth drive gear; 62, second transmission assembly; 621, second transmission gear; 622, second drive gear; 623, seventh transmission gear; 624, fourth drive gear; 63, switching device; 631, first connecting member; 632, first inner ring gear; 633, second connecting member; 634, second inner ring gear; 635, switching drive member; 6351, first sub drive member; 6352, second sub drive member; 636, first electromagnetic clutch; 637, second electromagnetic clutch; 64, third transmission assembly; 641, third transmission gear; 642, third drive gear; 65, intermediate gear; 70, rack assembly; 71, first rack assembly; 72, second rack assembly. DETAILED DESCRIPTION

[0087] In the description of the disclosure, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings based on the orientation or relative position shown in the drawings, and are only for the purpose of facilitating the description of the disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the disclosure. Unless otherwise specified, the above directional description can be flexibly arranged in the process of actual application under the condition of meeting the relative positional relationship shown in the drawings.

[0088] In the description of the disclosure, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings based on the orientation or relative position shown in the drawings, and are only for the purpose of facilitating the description of the disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the disclosure. Unless otherwise specified, the above directional description can be flexibly arranged in the process of actual application under the condition of meeting the relative positional relationship shown in the drawings.

[0089] The terms "first", "second", "third", etc. are used only for descriptive purposes and should not be construed as indicating or implying relative importance or implying a specific number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the disclosure, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0090] In the description of the disclosure, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting", "communicating" should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected. It can be directly connected or indirectly connected through an intermediate medium, and it can be the communication between the two elements inside. For those skilled in the art, the specific meaning of the above terms in the disclosure can be understood according to the specific circumstances.

[0091] In the embodiments of the disclosure, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or includes elements inherent to such process, article or device. Without more limitations, the element defined by the sentence "including a" does not exclude the presence of other identical elements in the process, article or device including the element.

[0092] In the embodiments of the present disclosure, the word "exemplary" or "for example" is used to mean serving as an example, instance, or illustration. Any embodiment or design described in the embodiments of the present disclosure as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the word "exemplary" or "for example" is used in the sense of "as an example". The embodiments described in the present disclosure are intended to be illustrative rather than restrictive.

[0093] The vehicle steering system can be used to change or maintain the driving direction of the vehicle, which is crucial to the driving safety of the vehicle. With the development of the vehicle industry, the steering system can realize in-place steering, which not only overcomes the problem of large turning radius in the traditional steering system, but also improves the vehicle handling stability and maneuverability.

[0094] In the related art, referring to FIG. 1, the steering gear assembly with switchable steering mode includes a first independent steering gear 10', a second independent steering gear 20', and a connecting mechanism 30'. The first independent steering gear 10' can independently control the first steering wheel to rotate left or right, and the second independent steering gear 20' can independently control the second steering wheel to rotate left or right. The first independent steering gear 10' includes a first rotary drive assembly 11', a first rotating shaft 12', a gear 13', and a first rack 14'. The gear 13' is installed on the first rotating shaft 12', and the gear 13' is engaged with the first rack 14'. The first rotary drive assembly 11' is drivingly connected with the first rotating shaft 12, and the first rotary drive assembly 11' is configured to drive the first rotating shaft 12' to rotate. The second independent steering gear 20' includes a second rotary drive assembly 21', a second rotating shaft 22', a gear set 23', and a second rack 24'. The gear set 23' is installed on the second rotating shaft 22', and the gear set 23' is engaged with the second rack 24'. The second rotary drive assembly 21' is configured to drive the second rotating shaft 22' to rotate.

[0095] However, the connecting mechanism 30' of the above-mentioned steering gear assembly is an electromagnetic connecting piece, which is prone to fatigue damage and has poor reliability.

[0096] Based on this, some embodiments of the present disclosure provide a vehicle 100, referring to FIG. 2, which can include a chassis 10, a vehicle body 20, vehicle wheels 30, and a steering system 40. It can be understood that the vehicle 100 can be a fuel car, an electric car, a hybrid car, a gas car, a methanol car, a solar car, etc. For example, the vehicle 100 can be a passenger car such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), etc., or a passenger car, a truck, a semi-trailer, etc. The present disclosure does not limit this.

[0097] In some embodiments, the chassis 10 can be mounted with the motor and other components of the vehicle 100, thereby forming the overall shape of the vehicle 100. The chassis 10 can receive power from the motor and transmit the power to the wheels through the transmission system of the vehicle 100, etc., so as to generate movement of the vehicle 100 and ensure normal driving.

[0098] The vehicle body 20 can be mounted on the chassis 10, and the vehicle body 20 is internally formed with a vehicle cabin for the driver, passengers or cargo to be seated or loaded. It should be noted that when the vehicle 100 is a passenger car or a sedan, the vehicle body 20 is generally of a whole structure. When the vehicle 100 is a truck, the vehicle body 20 is generally composed of a cab and a cargo box.

[0099] The wheels 30 can be mounted on the chassis 10 of the vehicle 100, and the wheels 30 are components for supporting and rotating during driving of the vehicle 100. The wheels 30 are usually mounted at four corners of the vehicle 100, i.e., four wheels 30 of the vehicle 100, and the wheels 30 are connected to the shaft of the vehicle 100 through the hub, so as to enable the vehicle 100 to stably drive on the ground.

[0100] Referring to FIGS. 2 and 3, the wheels 30 include first wheels 31 and second wheels 32. The first wheels 31 include front-side first wheels 311 and rear-side first wheels 312, and the second wheels 32 include front-side second wheels 321 and rear-side second wheels 322.

[0101] The front-side first wheels 311 and the rear-side second wheels 322 are diagonally arranged, and the front-side second wheels 312 and the rear-side first wheels 312 are diagonally arranged.

[0102] It should be noted that the front-side first wheels 311 and the front-side second wheels 312 refer to two wheels at the front side in the forward direction of the vehicle 100, and the rear-side second wheels 322 and the rear-side first wheels 312 refer to two wheels at the rear side in the forward direction of the vehicle 100.

[0103] Referring to FIGS. 3 and 4, the vehicle 100 further includes a first steering system and a second steering system, the first steering system being connected between the front-side first wheels 311 and the front-side second wheels 312, and the second steering system being connected between the rear-side first wheels 312 and the rear-side second wheels 322.

[0104] Referring to FIGS. 3 and 4, the steering system 40 includes a steering driving device 50 and a steering clutch 60, and the steering driving device 50 is in transmission connection with the steering clutch 60. The steering clutch 60 is connected with the wheels 30, and the steering clutch 60 can be configured to change or maintain the direction of the wheels 30, thereby changing the driving direction of the vehicle 100.

[0105] It should be noted that the structures of the first steering system and the second steering system can be the same or different, and the present disclosure does not limit this.

[0106] Referring to FIG. 4, some embodiments of the present disclosure take the first steering system and the second steering system as examples, and take the above-mentioned steering system 40 as an example for description.

[0107] For ease of description, some embodiments of the present disclosure take the first steering system as an example for description with the first front wheel 311 and the second front wheel 312. Hereinafter, the first wheel 31, the second wheel 32 and the steering system 40 are referred to as the first wheel, the second wheel and the steering system for short.

[0108] In some embodiments, the steering system 40 further comprises a rack assembly 70, and the rack assembly 70 is in driving connection with the steering clutch 60.

[0109] In some embodiments, the rack assembly 70 comprises a first rack assembly 71 and a second rack assembly 72. The first rack assembly 71 is connected with the first wheel 31, and the second rack assembly 72 is connected with the second wheel 32.

[0110] It should be noted that the above-mentioned components are only examples of some components of the vehicle 100, and are not a limitation on the structure of the vehicle 100.

[0111] Referring to FIG. 5, the steering system 40 can be a column-electric power steering (C-EPS). In the steering column assist structure, the steering wheel is connected with the steering column. The steering driving device 50 is a steering assist motor, which is arranged on the steering column. The steering column is connected with the rack assembly 70 through a steering gear. The torque of the steering motor and the torque of the steering wheel jointly rotate the steering column, and the torque is transmitted to the rack assembly 70 through an intermediate shaft and a pinion, so as to realize assist. The steering clutch 60 controls the state of the rack assembly 70. In the coupling state, the steering system 40 is steered in the same direction, and in the separation state, the steering system 40 is steered in the opposite direction.

[0112] Referring to FIG. 6, the steering system 40 can also be a double pinion electric power steering (DP-EPS). The DP-EPS comprises a steering gear and a driving gear. The steering gear is connected with the steering column, and the driving gear is connected with the steering driving device 50. The steering wheel is connected with the steering column. Both gears are engaged with the rack assembly 70. The steering driving device 50 is a steering assist motor, and the output torque of the steering driving device 50 acts on the driving gear and is transmitted to the rack assembly 70. The steering clutch 60 is installed on the rack assembly 70. In the coupling state, the steering system 40 is steered in the same direction, and in the separation state, the steering system 40 is steered in the opposite direction.

[0113] Referring to FIG. 7, the steering system 40 can also be a rack-electric power steering (R-EPS) system. In the rack power steering structure, the steering wheel is connected to the steering column. The steering drive 50 is installed on the steering gear, and the steering drive 50 outputs a torque through a reduction mechanism to the steering gear to provide power assistance to the steering system 40. The steering gear is engaged with the rack assembly 70. The steering clutch 60 is installed on the rack assembly 70 and is configured to control the state of the rack assembly 70. In the coupled state, the steering system 40 is steered in the same direction, and in the decoupled state, the steering system 40 is steered in the opposite direction.

[0114] Referring to FIG. 8, the steering system 40 can also be a steer-by-wire system 40. The steering wheel is connected to the steering column, and the steering column is connected to the steering system 40 through a steer-by-wire system, which controls the steering drive 50 to output a steering driving force. The steering clutch 60 enables coupled steering and independent steering of the steering system.

[0115] Referring to FIG. 4 and FIG. 9, the steering clutch 60 includes a first transmission assembly 61, a second transmission assembly 62, and a switching device 63. The first transmission assembly 61 is adapted to be in driving connection with the first wheel 31. The second transmission assembly 62 is adapted to be in driving connection with the second wheel 32.

[0116] In some embodiments, the first transmission assembly 61 is connected to the first rack assembly 71, and in turn is in driving connection with the first wheel 31. The second transmission assembly 62 is connected to the second rack assembly 72, and in turn is in driving connection with the second wheel 32.

[0117] In this way, through synchronous control of the first transmission assembly 61 and the second transmission assembly 62, flexible steering response of the vehicle 100 can be achieved, and the maneuverability of the vehicle 100 under different driving conditions can be improved.

[0118] It should be noted that the first transmission assembly 61 and the second transmission assembly 62 are arranged side by side.

[0119] Referring to FIG. 3 and FIG. 10, the switching device 63 has a first state. When the switching device 63 is in the first state, the first transmission assembly 61 is in driving connection with the second transmission assembly 62, so as to be adapted to drive the first wheel 31 and the second wheel 32 to rotate in opposite directions through the first transmission assembly 61 and the second transmission assembly 62, respectively.

[0120] In this way, by switching the state of the switching device 63, the first transmission assembly 61 and the second transmission assembly 62 can drive the first wheel 31 and the second wheel 32 to rotate in opposite directions, and independent steering of the vehicle 100 can be achieved.

[0121] Compared with the electromagnetic clutch device in the vehicle steering system in the related art, the steering clutch 60 provided by some embodiments of the present disclosure realizes independent steering of the vehicle 100 by switching the state of the switching device 63, has a simple structure, and is high in reliability. Meanwhile, the steering clutch 60 has a compact structure and occupies a small space volume.

[0122] It should be noted that the opposite rotation of the first wheel 31 and the second wheel 32 refers to that the first wheel 31 rotates along one side of the vehicle body relative to the other side in a direction away from the second wheel 32, and the second wheel 32 rotates along one side of the vehicle body relative to the other side in a direction away from the first wheel 31.

[0123] It should be noted that the present disclosure does not limit the rotation angle, and the rotation angle can be set according to actual conditions. For example, the rotation angle can be 30°, 45°, 60°, 75°, 90°, and the like.

[0124] In some embodiments, the steering driving device 50 is connected with the first transmission assembly 61 of the steering clutch 60. In this way, by connecting the steering driving device 50 with the first transmission assembly 61, precise control of the steering force is realized.

[0125] In other embodiments, the steering driving device 50 can also be connected with the second transmission assembly 62 of the steering clutch 60.

[0126] In some embodiments, continuing to refer to FIG. 10, the steering clutch 60 further includes a third transmission assembly 64, and the third transmission assembly 64 is in transmission connection with the second wheel 32.

[0127] Referring to FIG. 11, the switching device 63 further has a second state. When the switching device 63 is in the second state, the first transmission assembly 61 is in transmission connection with the third transmission assembly 64, so as to drive the first wheel 31 and the second wheel 32 to rotate in the same direction through the first transmission assembly 61 and the third transmission assembly 64 respectively.

[0128] In this way, by switching the state of the switching device 63, the first transmission assembly 61 and the third transmission assembly 64 can drive the first wheel 31 and the second wheel 32 to rotate in the same direction, so as to meet different steering requirements of the vehicle 100.

[0129] For example, the first wheel 31 and the second wheel 32 can rotate to the left at the same time, or rotate to the right at the same time.

[0130] In some embodiments, when the switching device 63 is in the first state, the first transmission assembly 61 is separated from the third transmission assembly 64. When the switching device 63 is in the second state, the first transmission assembly 61 is separated from the second transmission assembly 62.

[0131] In this way, when the switching device 63 is in the first state, the third transmission assembly 64 does not interfere with the steering of the second wheel 32. When the switching device 63 is in the second state, the second transmission assembly 62 does not interfere with the steering of the second wheel 32.

[0132] In some embodiments, referring to FIG. 10 and FIG. 12, the first transmission assembly 61 includes a first transmission gear 611, and the second transmission assembly 62 includes a second transmission gear 621.

[0133] When the switching device 63 is in the first state, the first transmission gear 611 and the second transmission gear 621 are in transmission connection. In this way, the power can be effectively transmitted through the first transmission gear 611 and the second transmission gear 621, a larger torque output can be achieved in a smaller space, and thus the overall efficiency of the steering drive device 50 can be improved.

[0134] It should be noted that the first transmission gear 611 and the second transmission gear 621 can be coaxially arranged or non-coaxially arranged. The present disclosure does not limit this, and the first transmission gear 611 and the second transmission gear 621 can be arranged as needed according to the actual situation.

[0135] In some embodiments, the first transmission gear 611 and the second transmission gear 621 are coaxially arranged. In this way, the overall structure of the steering clutch 60 can be more compact.

[0136] Continuing to refer to FIG. 10, the switching device 63 includes a first connecting piece 631, which can be moved to a first position in the axial direction of the second transmission gear 621. The first connecting piece 631 in FIG. 10 is in the first position, and when the first connecting piece 631 is in the first position, the first transmission gear 611 and the second transmission gear 621 are in transmission connection through the first connecting piece 631. When the switching device 63 is in the first state, the first connecting piece 631 is in the first position. For example, the first connecting piece 631 can be a gear, a rack, etc.

[0137] In this way, by arranging the first connecting piece 631, the connection of the first transmission gear 611 and the second transmission gear 621 can be achieved by simple axial movement, the complexity of the mechanical structure can be reduced, the probability of failure of the steering system 40 can be reduced, and the reliability of the steering system 40 can be improved.

[0138] In some embodiments, continuing to refer to FIG. 11, the first connecting member 631 in FIG. 11 is located at a second position. The first connecting member 631 is capable of moving along the axial direction of the first transmission gear 611 to the second position. When the first connecting member 631 is at the second position, the first transmission gear 611 and the second transmission gear 621 are separated. When the switching device 63 is at the second state, the first connecting member 631 is at the second position. In this way, the first transmission gear 611 and the second transmission gear 621 can be separated by moving the first connecting member 631, which is more convenient for the switching device 63 to switch states.

[0139] In some embodiments, the first connecting member 631 is provided with a first inner ring gear 632. When the first connecting member 631 is at the first position, the first transmission gear 611 and the second transmission gear 621 are respectively engaged with the first inner ring gear 632.

[0140] In this way, the first transmission gear 611 and the second transmission gear 621 are engaged with the first inner ring gear 632, which can effectively maintain the positions of the first transmission gear 611 and the second transmission gear 621, so that the positions of the first transmission gear 611 and the second transmission gear 621 are aligned, reducing the misalignment of the gears caused by external vibration or impact, and improving the stability and reliability of the steering system 40. In addition, this design enables the switching device 63 to quickly connect and disconnect when switching states, thereby effectively realizing different steering modes without the need for complex mechanical mechanisms.

[0141] For example, the first connecting member 631 can be a sleeve structure. The first transmission gear 611 and the second transmission gear 621 can be located inside the sleeve structure and respectively engaged with the first inner ring gear 632.

[0142] In some embodiments, the third transmission assembly 64 includes a third transmission gear 641, and the first transmission assembly 61 further includes a fourth transmission gear 612. When the switching device 63 is at the second state, the third transmission gear 641 and the fourth transmission gear 612 are in transmission connection. In this way, the third transmission gear 641 and the fourth transmission gear 612 can effectively transmit power and achieve greater torque output in a smaller space, thereby improving the overall efficiency of the steering drive device 50.

[0143] It should be noted that the third transmission gear 641 and the fourth transmission gear 612 can be coaxially arranged or arranged non-coaxially. The present disclosure does not limit this, and the third transmission gear 641 and the fourth transmission gear 612 can be arranged as needed according to actual conditions.

[0144] In some embodiments, the third transmission gear 641 and the fourth transmission gear 612 are coaxially arranged. In this way, the overall structure of the steering clutch 60 can be more compact. In some embodiments, the third transmission gear 641 and the fourth transmission gear 612 are coaxially arranged. In this way, the overall structure of the steering clutch 60 can be more compact. In some embodiments, the third transmission gear 641 and the fourth transmission gear 612 are coaxially arranged. In this way, the overall structure of the steering clutch 60 can be more compact.

[0145] The switching device 63 further comprises a second connecting member 633, which is axially movable along the third transmission gear 641 to a third position. Referring to FIG. 11, the second connecting member 633 is in the third position, and when the second connecting member 633 is in the third position, the fourth transmission gear 612 and the third transmission gear 641 are drivingly connected through the second connecting member 633. When the switching device 63 is in the second state, the second connecting member 633 is in the third position. For example, the second connecting member 633 can be a gear, a rack, or the like.

[0146] In some embodiments, the second connecting member 633 is axially movable along the third transmission gear 641 to a fourth position. Referring to FIG. 10, the second connecting member 633 is in the fourth position, and when the second connecting member 633 is in the fourth position, the third transmission gear 641 and the fourth transmission gear 612 are disconnected. When the switching device 63 is in the first state, the second connecting member 633 is in the fourth position. In this way, the third transmission gear 641 and the fourth transmission gear 612 can be disconnected by moving the second connecting member 633, which makes it easier for the switching device 63 to switch states.

[0147] In some embodiments, the second connecting member 633 is provided with a second inner ring gear 634. When the second connecting member 633 is in the third position, the third transmission gear 641 and the fourth transmission gear 612 are respectively engaged with the second inner ring gear 634.

[0148] In this way, the third transmission gear 641 and the fourth transmission gear 612 are engaged with the second inner ring gear 634, which effectively maintains the positions of the third transmission gear 641 and the fourth transmission gear 612, aligns the positions of the third transmission gear 641 and the fourth transmission gear 612, reduces the misalignment of the gears caused by external vibration or impact, and improves the stability and reliability of the steering system 40. In addition, this design allows the switching device 63 to quickly connect and disconnect when switching states, thereby effectively realizing different steering modes without the need for complex mechanical mechanisms.

[0149] For example, the second connecting member 633 can be a sleeve structure. The third transmission gear 641 and the fourth transmission gear 612 can be located inside the sleeve structure and respectively engaged with the second inner ring gear 634.

[0150] In some embodiments, continuing to refer to FIG. 10 and FIG. 18, the first transmission assembly 61 further includes a fifth transmission gear 613 and a sixth transmission gear 614. The fifth transmission gear 613 is coaxially arranged with one of the first transmission gear 611 and the fourth transmission gear 612. The sixth transmission gear 614 is coaxially arranged with the other one of the first transmission gear 611 and the fourth transmission gear 612. The fifth transmission gear 613 and the sixth transmission gear 614 are engaged to drive connect the first transmission gear 611 and the fourth transmission gear 612.

[0151] In this way, the first transmission gear 611 and the fourth transmission gear 612 are drive connected through the engagement of the fifth transmission gear 613 and the sixth transmission gear 614, and more stable power output can be achieved. In addition, the transmission ratio can be changed by changing the size of the fifth transmission gear 613 and the sixth transmission gear 614, and the flexibility of the steering system 40 is enhanced.

[0152] It should be noted that the sizes of the fifth transmission gear 613 and the sixth transmission gear 614 can be the same or different. The present disclosure does not limit this, and the sizes of the fifth transmission gear 613 and the sixth transmission gear 614 can be set according to actual needs.

[0153] In some embodiments, the fifth transmission gear 613 and the sixth transmission gear 614 are directly engaged for transmission. In this way, direct engagement transmission reduces intermediate links, reduces energy loss, improves the overall transmission efficiency of the steering clutch 60, and makes power transmission more efficient.

[0154] In other embodiments, an even number of intermediate gears 65 are provided between the fifth transmission gear 613 and the sixth transmission gear 614, and the fifth transmission gear 613, the even number of intermediate gears 65, and the sixth transmission gear 614 are engaged in sequence. The even number of intermediate gears 65 are engaged in sequence, the fifth transmission gear 613 is engaged with the even number of intermediate gears 65 in sequence, and the even number of intermediate gears 65 and the sixth transmission gear 614 are engaged in sequence.

[0155] In this way, by providing the even number of intermediate gears 65, more flexible transmission ratio configuration can be achieved, so that the steering system 40 can adapt to different working conditions, thereby being able to provide different power transmission effects as needed. In addition, the distance between the fifth transmission gear 613 and the sixth transmission gear 614 is separated by using the intermediate gears 65, which can effectively reduce the radial size of the fifth transmission gear 613 and the sixth transmission gear 614, thereby optimizing the spatial layout and improving the compactness of the design.

[0156] For example, the number of the even number of intermediate gears 65 can be 2, 4, 6, etc. The present disclosure does not limit this, and the number can be set according to actual needs.

[0157] In some embodiments, continuing to refer to FIG. 10, the first transmission assembly 61 further comprises a first drive gear 615 coaxially arranged with the fourth transmission gear 612. The first transmission assembly 61 is in transmission connection with the first wheel 31 through the first drive gear 615. That is, the first transmission assembly 61 is in transmission connection with the first wheel 31 through the first drive gear 615 and the first rack assembly 71.

[0158] In this way, the first drive gear 615 transmits the power of the steering system 40 to the first wheel 31 through the engagement with the first rack assembly 71, so that the first wheel 31 can realize steering.

[0159] It should be noted that the first drive gear 615 can be connected with the first rack assembly 71 and the steering drive device 50 at the same time, or can be connected with the first rack assembly 71 only.

[0160] In some embodiments, continuing to refer to FIG. 4 and FIG. 10, the first drive gear 615 can be connected with the first rack assembly 71 and the steering drive device 50 at the same time.

[0161] In other embodiments, referring to FIG. 13, FIG. 14 and FIG. 15, the first drive gear 615 can be connected with the first rack assembly 71. The first transmission assembly 61 further comprises a fifth drive gear 616 coaxially arranged with the fourth transmission gear 612. The fifth drive gear 616 drives the fourth transmission gear 612 to be in transmission connection with the first wheel 31. The fifth drive gear 616 is connected with the steering drive device 50.

[0162] In this way, the first drive gear 615 can be connected with the first rack assembly 71, and the fifth drive gear 616 can be connected with the steering drive device 50, so that the stress of the first drive gear 615 and the fifth drive gear 616 can be reduced, and the wear of the first drive gear 615 and the fifth drive gear 616 can be reduced.

[0163] Continuing to refer to FIG. 14 and FIG. 16, when the switching device 63 is in the first state, the first transmission gear 611 and the second transmission gear 621 are in transmission connection, the fifth drive gear 616 rotates and drives the first drive gear 615 and the fifth transmission gear 613 to rotate, and then drives the sixth transmission gear 614 and the second drive gear 622 to rotate.

[0164] When the switching device 63 is in the second state, the third transmission gear 641 and the fourth transmission gear 612 are in transmission connection. The fifth drive gear 616 rotates and drives the third transmission gear 641 and the third drive gear 642 to rotate.

[0165] In some embodiments, the third transmission assembly 64 is sleeved on the first transmission assembly 61. In this way, the structure of the steering clutch 60 can be more compact, and the volume of the steering clutch 60 can be reduced.

[0166] In some embodiments, the third transmission gear 641 and the third drive gear 642 are coaxially arranged with the fourth transmission gear 612, and the third transmission gear 641 and the third drive gear 642 can rotate relative to the fourth transmission gear 612.

[0167] When the second connecting piece 633 is in the fourth position, the third transmission gear 641 and the fourth transmission gear 612 are disconnected. When the second connecting piece 633 is in the third position, the third transmission gear 641 and the fourth transmission gear 612 are in transmission connection.

[0168] In this way, when the second connecting piece 633 is in the fourth position, the third transmission gear 641 and the fourth transmission gear 612 are disconnected, which can reduce the contact between the gears, thereby reducing wear and heat, reducing unnecessary loss, and prolonging the service life of the gears and related components. When the second connecting piece 633 is in the third position, the third transmission gear 641 and the fourth transmission gear 612 are connected, which can realize effective transmission of power and improve overall transmission efficiency.

[0169] In some embodiments, referring to FIGS. 10-12, the second transmission assembly 62 further includes a second drive gear 622 coaxially arranged with the second transmission gear 621. The second transmission assembly 62 is in transmission connection with the second wheel 32 through the second drive gear 622. For example, the second transmission assembly 62 is connected with the second rack assembly 72 through the second drive gear 622, and then is in transmission connection with the second wheel 32.

[0170] In this way, the second drive gear 622 transmits the power of the steering system 40 to the second wheel 32 through the meshing with the second transmission gear 621, so that the second wheel 32 can realize steering.

[0171] In some embodiments, the third transmission assembly 64 further includes a third drive gear 642 coaxially arranged with the third transmission gear 641. The third transmission assembly 64 is in transmission connection with the second wheel 32 through the third drive gear 642. For example, the third transmission assembly 64 is connected with the second rack assembly 72 through the third drive gear 642, and then is in transmission connection with the second wheel 32.

[0172] In this way, the third drive gear 642 transmits the power of the steering system 40 to the second wheel 32 through the meshing with the third transmission gear 641, so that the second wheel 32 can realize steering.

[0173] In yet some embodiments, referring to FIG. 17 and FIG. 18, an odd number of intermediate gears 65 are provided between the fifth transmission gear 613 and the sixth transmission gear 614, and the fifth transmission gear 613, the odd number of intermediate gears 65 and the sixth transmission gear 614 are sequentially engaged. The odd number of intermediate gears 65 are sequentially engaged, the fifth transmission gear 613 is sequentially engaged with the odd number of intermediate gears 65, and the odd number of intermediate gears 65 are sequentially engaged with the sixth transmission gear 614.

[0174] In this way, the odd number of intermediate gears 65 can be provided to reverse the transmission direction, and different output directions can be conveniently achieved. Meanwhile, more flexible transmission ratio configurations can be achieved, so that the steering system 40 can adapt to different working conditions, thereby providing different power transmission effects as needed.

[0175] For example, the number of the odd number of intermediate gears 65 can be 1, 3, 5, etc. The present disclosure does not limit this, and the number of the odd number of intermediate gears 65 can be set as needed according to actual conditions.

[0176] In some embodiments, continuing to refer to FIG. 18, the second transmission assembly 62 further includes a seventh transmission gear 623 and a fourth drive gear 624. The seventh transmission gear 623 is coaxially provided with the second transmission gear 621. The fourth drive gear 624 can be directly engaged with the seventh transmission gear 623.

[0177] The second transmission assembly 62 is in transmission connection with the second wheel 32 through the seventh transmission gear 623. In this way, the direct engagement transmission between the fourth drive gear 624 and the seventh transmission gear 623 can reduce intermediate links, reduce energy loss, improve overall transmission efficiency, and make power transmission more efficient.

[0178] In other embodiments, an even number of intermediate gears 65 are provided between the fourth drive gear 624 and the seventh transmission gear 623. The fourth drive gear 624, the even number of intermediate gears 65 and the seventh transmission gear 623 are sequentially engaged. The even number of intermediate gears 65 are sequentially engaged, the fourth drive gear 624 is sequentially engaged with the even number of intermediate gears 65, and the even number of intermediate gears 65 are sequentially engaged with the seventh transmission gear 623.

[0179] In this way, the even number of intermediate gears 65 can be provided to achieve more flexible transmission ratio configurations, so that the steering system 40 can adapt to different working conditions, thereby providing different power transmission effects as needed. In addition, the distance between the fourth drive gear 624 and the seventh transmission gear 623 is separated by using the intermediate gears 65, which can effectively reduce the radial size of the fourth drive gear 624 and the seventh transmission gear 623, thereby optimizing the space layout and improving the compactness of the design.

[0180] For example, the number of the even number of intermediate gears 65 can be 2, 4, 6, etc. The present disclosure does not make any limitation in this regard, and the number of the even number of intermediate gears 65 can be set according to the actual needs.

[0181] In some embodiments, continuing to refer to FIG. 10 and FIG. 18, the switching device 63 further comprises a switching driving member 635, which can be connected with the first connecting member 631 and the second connecting member 633 at the same time.

[0182] In some embodiments, continuing to refer to FIG. 18, the switching driving member 635 comprises a first sub-driving member 6351 and a second sub-driving member 6352, the first sub-driving member 6351 is connected with the first connecting member 631, and the second sub-driving member 6352 is connected with the second connecting member 633.

[0183] For example, the first connecting member 631 and the second connecting member 633 are provided with grooves on the outside, and the switching driving member 635 is connected with the first connecting member 631 and the second connecting member 633 through a lead screw. The switching driving member 635 can be a motor or other power equipment.

[0184] In other embodiments, referring to FIG. 19 and FIG. 20, the switching device 63 comprises a first electromagnetic clutch 636 and a second electromagnetic clutch 637. Referring to FIG. 21 and FIG. 22, the first electromagnetic clutch 636 is between the first transmission assembly 61 and the second transmission assembly 62, when the switching device 63 is in the first state, the first electromagnetic clutch 636 is connected, and the first transmission assembly 61 and the second transmission assembly 62 are in transmission connection. The second electromagnetic clutch 637 is between the first transmission assembly 61 and the third transmission assembly 64. When the switching device 63 is in the second state, the second electromagnetic clutch 637 is connected, and the first transmission assembly 61 and the third transmission assembly 64 are in transmission connection, and the first electromagnetic clutch 636 is between the first transmission assembly 61 and the second transmission assembly 62.

[0185] In this way, through the control of the electromagnetic clutch, the connection of the first transmission assembly 61 to the second transmission assembly 62 or the third transmission assembly 64 can be flexibly selected as needed, so as to optimize the power distribution and meet the needs of different working conditions.

[0186] Some embodiments of the present disclosure also provide a control method, comprising: controlling the switching device to switch to the first state, so as to drive the first wheel and the second wheel to rotate in different directions through the first transmission assembly and the second transmission assembly respectively.

[0187] In this way, through the control of the switching device on the first wheel and the second wheel, the vehicle can be rotated in place, and the steering demand of the vehicle can be met.

[0188] It should be noted that the disclosure does not limit the rotation angle of the first wheel and the second wheel. For example, the rotation angle can be 30°, 45°, 60°, 90°, etc.

[0189] In some embodiments, the control method controls the first wheel and the second wheel on the front side to rotate in opposite directions to realize the rotation of the vehicle. For example, in the case of side turning, etc.

[0190] In some embodiments, the control method controls the first wheel and the second wheel on the rear side to rotate in opposite directions to realize the rotation of the vehicle. For example, in the case of side turning, etc.

[0191] In some embodiments, the control method controls the first wheel and the second wheel on the front side to rotate in opposite directions, and the first wheel and the second wheel on the rear side to rotate in opposite directions, to realize the rotation of the vehicle. In extreme road conditions, such as closed mountain roads, impassable abandoned roads, etc., only by turning around can the vehicle turn around.

[0192] In some embodiments, before controlling the switching device to switch to the first state, the method further comprises: confirming that the vehicle meets a preset condition. The preset condition includes: receiving a vehicle turning instruction signal.

[0193] In this way, the switching device can be controlled to switch to the first state when the vehicle meets the preset condition. For example, the preset condition can be an instruction signal of the driver, or the preset condition can be a special terrain monitored by the radar, etc.

[0194] In some embodiments, the preset condition further includes: the steering wheel of the vehicle is in the central position.

[0195] In this way, the steering wheel is in the central position, which facilitates the control of the steering angle of the first wheel and the second wheel by the switching device, so that the steering angles of the first wheel and the second wheel are the same, which facilitates the turning.

[0196] It should be noted that detecting that the steering wheel of the vehicle is in the central position is a preparation for turning. For example, the steering wheel angle sensor can be used to determine whether the steering wheel angle is in the central position at this time, that is, whether the wheel is in the central position at this time. If it is not in the central position, the central controller controls the steering wheel angle to turn to the central position.

[0197] In this way, when the first wheel and the second wheel are turned, the first wheel and the second wheel can be turned by the same angle at the same time, and the first wheel and the second wheel are axisymmetric, which facilitates the subsequent turning of the vehicle.

[0198] In some embodiments, after controlling the switching device to switch to the first state, the method further comprises: inputting a preset rotation angle and driving the vehicle to rotate. In some embodiments, after controlling the switching device to switch to the first state, the method further comprises: inputting a preset rotation angle and driving the vehicle to rotate.

[0199] In this way, the driver can set the preset turning angle as needed. For example, the driver can manually input, or input by voice, etc.

[0200] In some embodiments, before inputting the preset turning angle, the method further comprises: confirming that the vehicle is in a braking state.

[0201] In this way, confirming that the vehicle is in a braking state before inputting the preset turning angle can ensure the reliability of driving.

[0202] For example, at the beginning of the steering execution, the vehicle controller automatically detects whether the vehicle is in a braking state at this time, if not, it reminds the driver to press the brake pedal tightly, if it is already in a braking state, it allows the driver to input the preset steering angle and click to confirm.

[0203] In some embodiments, after inputting the preset turning angle, the method further comprises: confirming that the vehicle is in a forward gear, and driving the vehicle to turn.

[0204] In this way, confirming that the vehicle is in a forward gear can ensure that the power system can effectively drive the vehicle after inputting the turning angle, thereby improving the controllability and response speed of the vehicle.

[0205] It can be understood that the vehicle should be placed in the forward gear before the steering operation is performed. If the vehicle is already in the forward gear during the steering start preparation phase, the vehicle performs the steering operation after the driver releases the brake pedal, otherwise, the driver is reminded to put the vehicle in the forward gear, and then the driver is prompted to release the brake pedal, and then the steering operation is performed.

[0206] In some embodiments, driving the vehicle to turn comprises: controlling the turning angle of the vehicle to be equal to the preset turning angle.

[0207] In this way, it is ensured that the angle of the vehicle during steering is strictly consistent with the preset turning angle, which helps to improve the accuracy of control, and the driver can more accurately control the turning of the vehicle, avoiding unnecessary deviation.

[0208] In some embodiments, controlling the turning angle of the vehicle to be equal to the preset turning angle comprises: integrating the yaw rate to calculate the turning angle of the vehicle in real time.

[0209] In this way, by real-time calculation, the turning angle of the vehicle can be adjusted at any time, quickly responding to the needs of the driver and the road conditions, improving the flexibility and reliability of driving. The integral calculation of the yaw rate can more accurately reflect the dynamic behavior of the vehicle, thereby providing a more accurate turning angle, avoiding turning errors caused by changes in external environment.

[0210] In the turning process, the yaw rate is integrated, the vehicle inertial navigation device or the vehicle real-time turning angle is obtained, and the preset turning angle is compared. When the preset turning angle is reached, the central controller controls the driving system and the braking system to stop, and controls the vehicle to be engaged in the parking gear. At this time, the turning operation in place is completed.

[0211] In some embodiments, the vehicle turning angle can be monitored in real time by radar.

[0212] Referring to FIG. 23, in some embodiments, driving the first wheel and the second wheel to turn in different directions includes: the front end of the first wheel on the front side and the front end of the second wheel on the front side turn towards each other, and the rear end of the first wheel on the rear side and the rear end of the second wheel on the rear side turn towards each other.

[0213] In some embodiments, the method for driving the vehicle to turn includes S101-S103.

[0214] S101, detecting the turning direction of the vehicle.

[0215] S102, if clockwise turning is required, controlling the first wheel on the front side to turn forward, the second wheel on the rear side to turn backward, and the second wheel on the front side and the first wheel on the rear side to follow.

[0216] Referring to FIG. 24, the vehicle turns clockwise, the first wheel on the front side turns forward, the second wheel on the rear side turns backward, and the second wheel on the front side and the first wheel on the rear side follow.

[0217] S103, if counterclockwise turning is required, controlling the first wheel on the front side to turn backward, the second wheel on the rear side to turn forward, and the second wheel on the front side and the first wheel on the rear side to follow.

[0218] Referring to FIG. 25, the vehicle turns counterclockwise, the first wheel on the front side turns backward, the second wheel on the rear side turns forward, and the second wheel on the front side and the first wheel on the rear side follow.

[0219] It should be noted that the control method is used to control a vehicle with a decoupling device, which is commonly referred to as a clutch, so the vehicle can achieve decoupling. That is, the first wheel and the second wheel can turn in different directions, which means that the driving shaft of the vehicle drives the forward and backward rotation of the wheels.

[0220] In this way, by driving the corner wheels, the turning of the vehicle can be more stable, and the turning of the entire vehicle can be achieved.

[0221] It should be noted that the vehicle can be driven by the first wheels on the front side and the second wheels on the rear side, or driven by the second wheels on the front side and the first wheels on the rear side. The present disclosure does not limit this, and the actual situation can be set as needed. For example, the wheels are set according to the wear condition.

[0222] Referring to FIG. 26, in other embodiments, driving the first wheels and the second wheels to rotate in different directions includes: the front ends of the first wheels on the front side and the front ends of the second wheels on the front side rotate towards each other, and the rear ends of the first wheels on the rear side and the rear ends of the second wheels on the rear side rotate towards each other.

[0223] In other embodiments, the method for driving the vehicle to rotate includes S201 to S203.

[0224] S201, detecting the rotation direction of the vehicle.

[0225] S202, if clockwise rotation is required, controlling the second wheels on the front side to reverse, the first wheels on the rear side to forward, and the first wheels on the front side and the second wheels on the rear side to follow.

[0226] Referring to FIG. 27, the vehicle rotates clockwise, the second wheels on the front side reverse, the first wheels on the rear side forward, and the first wheels on the front side and the second wheels on the rear side follow.

[0227] S203, if counterclockwise rotation is required, controlling the second wheels on the front side to forward, the first wheels on the rear side to reverse, and the first wheels on the front side and the second wheels on the rear side to follow.

[0228] Referring to FIG. 28, the vehicle rotates counterclockwise, the second wheels on the front side forward, the first wheels on the rear side reverse, and the first wheels on the front side and the second wheels on the rear side follow.

[0229] It should be noted that the control method is used to control the vehicle with decoupling devices.

[0230] Referring to FIG. 29, in some embodiments, the method for controlling the vehicle to rotate includes S301 to S303.

[0231] S301, detecting the rotation direction of the vehicle.

[0232] S302, if clockwise rotation is required, controlling the first wheels on the front side to forward, the second wheels on the rear side to reverse, and the second wheels on the front side and the first wheels on the rear side to brake.

[0233] Referring to FIG. 30, the vehicle rotates clockwise, the first wheels on the front side forward, the second wheels on the rear side reverse, and the second wheels on the front side and the first wheels on the rear side brake.

[0234] S303, if counterclockwise rotation is required, the first wheel on the front side is controlled to reverse, the second wheel on the rear side is controlled to rotate forward, and the second wheel on the front side and the first wheel on the rear side are controlled to brake.

[0235] Referring to FIG. 31, the vehicle rotates counterclockwise, the first wheel on the front side is reversed, the second wheel on the rear side is rotated forward, and the second wheel on the front side and the first wheel on the rear side are braked.

[0236] It should be noted that the control method is used to control a vehicle without a decoupling device, which is commonly referred to as a clutch, so the vehicle cannot be decoupled. That is, the first wheel and the second wheel cannot be moved in opposite directions, which means that the drive shaft of the vehicle drives the forward and reverse rotation of the wheels.

[0237] In this way, if the steering system 40 of the vehicle fails to move the first wheel and the second wheel in opposite directions, the first wheel and the second wheel can be moved in the same direction, and the rotation of the vehicle can also be achieved through the above control method.

[0238] Referring to FIG. 32, in other embodiments, driving the vehicle to rotate includes S401 to S403.

[0239] S401, detecting the rotation direction of the vehicle.

[0240] S402, if clockwise rotation is required, the second wheel on the front side is controlled to reverse, the first wheel on the rear side is controlled to rotate forward, and the first wheel on the front side and the second wheel on the rear side are controlled to brake.

[0241] Referring to FIG. 33, the vehicle rotates clockwise, the second wheel on the front side is reversed, the first wheel on the rear side is rotated forward, and the first wheel on the front side and the second wheel on the rear side are braked.

[0242] S403, if counterclockwise rotation is required, the second wheel on the front side is controlled to rotate forward, the first wheel on the rear side is controlled to reverse, and the first wheel on the front side and the second wheel on the rear side are controlled to brake.

[0243] Referring to FIG. 34, the vehicle rotates counterclockwise, the second wheel on the front side is rotated forward, the first wheel on the rear side is reversed, and the first wheel on the front side and the second wheel on the rear side are braked.

[0244] It should be noted that the control method is used to control a vehicle without a decoupling device.

[0245] In some embodiments, after driving the vehicle to rotate, the method further includes: controlling the switching device to switch to the second state to make the first wheel and the second wheel rotate in the same direction.

[0246] In this way, the first wheel and the second wheel can be in the state of rotating in the same direction, without affecting the normal driving of the vehicle.

[0247] In the description of the present specification, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in an appropriate manner.

[0248] The above merely describes specific implementations of the present disclosure, but the protection scope of the present disclosure is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present disclosure, which should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A steering clutch, comprising: a first transmission assembly (61) adapted to be in driving connection with a first wheel (31); a second transmission assembly (62) adapted to be in driving connection with a second wheel (32); and a switching device (63) having a first state, when the switching device (63) is in the first state, the first transmission assembly (61) is in driving connection with the second transmission assembly (62) to adapt to drive the first wheel (31) and the second wheel (32) to rotate in opposite directions respectively through the first transmission assembly (61) and the second transmission assembly (62).

2. The steering clutch according to claim 1, further comprising: a third transmission assembly (64) adapted to be in driving connection with the second wheel (32); the switching device (63) further has a second state, when the switching device (63) is in the second state, the first transmission assembly (61) is in driving connection with the third transmission assembly (64) to adapt to drive the first wheel (31) and the second wheel (32) to rotate in the same direction respectively through the first transmission assembly (61) and the third transmission assembly (64).

3. The steering clutch according to claim 2, wherein: when the switching device (63) is in the first state, the first transmission assembly (61) is separated from the third transmission assembly (64); when the switching device (63) is in the second state, the first transmission assembly (61) is separated from the second transmission assembly (62).

4. The diverter clutch of claim 2 or 3, wherein, the first transmission assembly (61) comprises a first transmission gear (611), and the second transmission assembly (62) comprises a second transmission gear (621); when the switching device (63) is in the first state, the first transmission gear (611) and the second transmission gear (621) are in driving connection.

5. The diverter clutch of claim 4, wherein, the first transmission gear (611) and the second transmission gear (621) are coaxially arranged; the switching device (63) comprises: a first connecting member (631) capable of moving to a first position along an axial direction of the second transmission gear (621); when the first connecting member (631) is in the first position, the first transmission gear (611) and the second transmission gear (621) are in driving connection through the first connecting member (631); when the switching device (63) is in the first state, the first connecting member (631) is in the first position.

6. The diverter clutch of claim 5, wherein, the first connecting member (631) is capable of moving to a second position along an axial direction of the first transmission gear (611); when the first connecting member (631) is in the second position, the first transmission gear (611) and the second transmission gear (621) are separated; when the switching device (63) is in the second state, the first connecting member (631) is in the second position.

7. The diverter clutch of claim 6, wherein, The first connecting member (631) is provided with a first inner ring gear (632); when the first connecting member (631) is in the first position, the first transmission gear (611) and the second transmission gear (621) are respectively engaged with the first inner ring gear (632).

8. The diverter clutch of any one of claims 2-7, wherein, The third transmission assembly (64) comprises a third transmission gear (641), and the first transmission assembly (61) comprises a fourth transmission gear (612); When the switching device (63) is in the second state, the third transmission gear (641) and the fourth transmission gear (612) are in transmission connection.

9. The diverter clutch of claim 8, wherein, The third transmission gear (641) and the fourth transmission gear (612) are coaxially arranged; the switching device (63) comprises: A second connecting member (633) can be moved to a third position along the axial direction of the third transmission gear (641); when the second connecting member (633) is in the third position, the fourth transmission gear (612) and the third transmission gear (641) are in transmission connection through the second connecting member (633); when the switching device (63) is in the second state, the second connecting member (633) is in the third position.

10. The diverter clutch of claim 9, wherein, The second connecting member (633) can be moved to a fourth position along the axial direction of the third transmission gear (641); when the second connecting member (633) is in the fourth position, the third transmission gear (641) and the fourth transmission gear (612) are separated; When the switching device (63) is in the first state, the second connecting member (633) is in the fourth position.

11. The diverter clutch of claim 10, wherein, The second connecting member (633) is provided with a second inner ring gear (634); when the second connecting member (633) is in the third position, the third transmission gear (641) and the fourth transmission gear (612) are respectively engaged with the second inner ring gear (634).

12. The steering clutch of any one of claims 8-11, further comprising: a fifth transmission gear (613) coaxially arranged with one of the first transmission gear (611) and the fourth transmission gear (612); and a sixth transmission gear (614) coaxially arranged with the other of the first transmission gear (611) and the fourth transmission gear (612); the fifth transmission gear (613) and the sixth transmission gear (614) are engaged to connect the first transmission gear (611) and the fourth transmission gear (612) in transmission.

13. The steering clutch of claim 12, wherein: the fifth transmission gear (613) and the sixth transmission gear (614) are in transmission engagement, or an even number of intermediate gears (65) are arranged between the fifth transmission gear (613) and the sixth transmission gear (614), and the fifth transmission gear (613), the even number of intermediate gears (65), and the sixth transmission gear (614) are sequentially engaged.

14. The diverter clutch of claim 12, wherein, An odd number of intermediate gears (65) are arranged between the fifth transmission gear (613) and the sixth transmission gear (614), and the fifth transmission gear (613), the odd number of intermediate gears (65) and the sixth transmission gear (614) are sequentially engaged.

15. The diverter clutch of any one of claims 8-14, wherein, The first transmission assembly (61) further comprises: A first drive gear (615) is coaxially arranged with the fourth transmission gear (612), and the first transmission assembly (61) is in transmission connection with the first wheel (31) through the first drive gear (615).

16. The diverter clutch of any one of claims 4-15, wherein, The second transmission assembly (62) further comprises: A second drive gear (622) is coaxially arranged with the second transmission gear (621), and the second transmission assembly (62) is in transmission connection with the second wheel (32) through the second drive gear (622).

17. The diverter clutch of any one of claims 8-15, wherein, The third transmission assembly (64) further comprises: A third drive gear (642) is coaxially arranged with the third transmission gear (641), and the third transmission assembly (64) is in transmission connection with the second wheel (32) through the third drive gear (642).

18. The diverter clutch of any one of claims 4-17, wherein, The second transmission assembly (62) further comprises: A seventh transmission gear (623) is coaxially arranged with the second transmission gear (621), and A fourth drive gear (624) is engaged with the seventh transmission gear (623), and the second transmission assembly (62) is in transmission connection with the second wheel (32) through the seventh transmission gear (623) and the fourth drive gear (624).

19. The diverter clutch of claim 17, wherein, The first transmission assembly (61) further comprises: A fifth drive gear (616) is coaxially arranged with the fourth transmission gear (612), and the fifth drive gear (616) drives the fourth transmission gear (612) to be in transmission connection with the first wheel (31).

20. The diverter clutch of claim 19, wherein, The third transmission assembly (64) is sleeved on the first transmission assembly (61).

21. The diverter clutch of claim 20, wherein, The third transmission gear (641), the third drive gear (642) and the fourth transmission gear (612) are coaxially arranged, and the third transmission gear (641) and the third drive gear (642) are rotatable relative to the fourth transmission gear (612).

22. The diverting clutch of any one of claims 2-21, wherein, The switching device (63) comprises: A first electromagnetic clutch (636) is arranged between the first transmission assembly (61) and the second transmission assembly (62), and when the switching device (63) is in the first state, the first electromagnetic clutch (636) is connected, and the first transmission assembly (61) is in transmission connection with the second transmission assembly (62); and A second electromagnetic clutch (637) is arranged between the first transmission assembly (61) and the third transmission assembly (64), and when the switching device (63) is in the second state, the second electromagnetic clutch (637) is connected, and the first transmission assembly (61) is in transmission connection with the third transmission assembly (64).

23. A steering system, comprising: The steering clutch (60) according to any one of claims 1-22; and A steering drive device (50) is in driving connection with the steering clutch (60).

24. The steering system of claim 23, wherein, The steering drive device (50) is in driving connection with the first driving assembly (61) of the steering clutch (60).

25. The steering system according to claim 23, further comprising: A rack assembly (70) is in driving connection with the steering clutch (60).

26. The steering system of claim 25, wherein, The rack assembly (70) comprises a first rack assembly (71) and a second rack assembly (72), the first rack assembly (71) is in driving connection with the first driving assembly (61); the second rack assembly (72) is in driving connection with the second driving assembly (62); the second rack assembly (72) is in driving connection with the third driving assembly (64).

27. A vehicle, comprising: The steering system (40) according to any one of claims 23-26.

28. The vehicle according to claim 27, wherein, The first wheels (31) comprise front-side first wheels (311) and rear-side first wheels (312), and the second wheels (32) comprise front-side second wheels (321) and rear-side second wheels (322); The vehicle further comprises a first steering system and a second steering system, the first steering system and the second steering system are the steering system (40) according to any one of claims 22-26, the first steering system is connected between the front-side first wheels (311) and the front-side second wheels (321), and the second steering system is connected between the rear-side first wheels (312) and the rear-side second wheels (322).

29. A control method for controlling the vehicle (100) according to claim 27 or 28, the method comprising: controlling the switching device to switch to a first state, so as to drive the first wheels and the second wheels to rotate in opposite directions through the first driving assembly and the second driving assembly respectively.

30. The control method according to claim 29, wherein Before the controlling the switching device to switch to the first state, the method further comprises: confirming that the vehicle meets a preset condition; wherein the preset condition comprises receiving a vehicle steering instruction signal.

31. The control method according to claim 30, wherein The preset condition further comprises: a steering wheel of the vehicle is in a central position.

32. The control method according to any one of claims 29-31, wherein, After the controlling the switching device to switch to the first state, the method further comprises: inputting a preset rotation angle and driving the vehicle to rotate.

33. The control method according to claim 32, wherein Before the inputting the preset rotation angle, the method further comprises: confirming that the vehicle is in a braking state; After the inputting the preset rotation angle, the method further comprises: confirming that the vehicle is in a forward gear and driving the vehicle to rotate.

34. The control method according to claim 33, wherein The driving the vehicle to rotate comprises: controlling a vehicle steering angle to be equal to the preset rotation angle.

35. The control method according to claim 34, wherein The controlling the vehicle steering angle to be equal to the preset rotation angle comprises: integrating a yaw rate in real time to calculate a vehicle steering angle.

36. The control method according to any one of claims 32-35, wherein, The driving the first wheels and the second wheels to rotate in opposite directions comprises: The front end of the front-side first wheel and the front end of the front-side second wheel are rotated towards each other, and the rear end of the rear-side first wheel and the rear end of the rear-side second wheel are rotated towards each other; The driving of the vehicle rotation comprises: detecting the rotation direction of the vehicle; If the vehicle needs to rotate clockwise, the front-side first wheel is controlled to rotate forward, the rear-side second wheel is controlled to rotate reversely, and the front-side second wheel and the rear-side first wheel are controlled to rotate synchronously; or, the front-side second wheel is controlled to rotate reversely, the rear-side first wheel is controlled to rotate forward, and the front-side first wheel and the rear-side second wheel are controlled to rotate synchronously. If the vehicle needs to rotate counterclockwise, the front-side first wheel is controlled to rotate reversely, the rear-side second wheel is controlled to rotate forward, and the front-side second wheel and the rear-side first wheel are controlled to rotate synchronously; or, the front-side second wheel is controlled to rotate forward, the rear-side first wheel is controlled to rotate reversely, and the front-side first wheel and the rear-side second wheel are controlled to rotate synchronously.

37. The control method according to any one of claims 32-35, wherein, The driving of the vehicle rotation comprises: detecting the rotation direction of the vehicle; If the vehicle needs to rotate clockwise, the front-side first wheel is controlled to rotate forward, the rear-side second wheel is controlled to rotate reversely, and the front-side second wheel and the rear-side first wheel are controlled to rotate synchronously; or, the front-side second wheel is controlled to rotate reversely, the rear-side first wheel is controlled to rotate forward, and the front-side first wheel and the rear-side second wheel are controlled to rotate synchronously. If the vehicle needs to rotate counterclockwise, the front-side first wheel is controlled to rotate reversely, the rear-side second wheel is controlled to rotate forward, and the front-side second wheel and the rear-side first wheel are controlled to rotate synchronously; or, the front-side second wheel is controlled to rotate forward, the rear-side first wheel is controlled to rotate reversely, and the front-side first wheel and the rear-side second wheel are controlled to rotate synchronously. After the driving of the vehicle rotation, the method further comprises: controlling the switching device to switch to the second state, so as to drive the first wheel and the second wheel to rotate in the same direction by the first transmission assembly and the third transmission assembly respectively.

38. The control method according to any one of claims 32-37, wherein, controlling the switching device to switch to the second state, so as to drive the first wheel and the second wheel to rotate in the same direction by the first transmission assembly and the third transmission assembly respectively. ​

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