CN112706826A - Clutch mechanism, steering system and automobile - Google Patents
Clutch mechanism, steering system and automobile Download PDFInfo
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- CN112706826A CN112706826A CN201911023027.1A CN201911023027A CN112706826A CN 112706826 A CN112706826 A CN 112706826A CN 201911023027 A CN201911023027 A CN 201911023027A CN 112706826 A CN112706826 A CN 112706826A
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- end shaft
- bearing
- clutch mechanism
- steering
- sleeve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
Abstract
The invention relates to the field of automobiles, and discloses a clutch mechanism, a steering system and an automobile. Wherein the clutch mechanism (100) comprises: a slider mountable outside of coaxially arranged first and second end shafts and configured to be translatable along axial directions of the first and second end shafts (200, 300) to decouple or couple the first and second end shafts (200, 300); the driving component is used for driving the sliding block to translate along the axial direction of the first end shaft (200) and the second end shaft (300) which are coaxially arranged. The clutch mechanism provided by the invention can realize decoupling and coupling of the steering system, thereby being beneficial to realizing an automobile game scene scheme.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a clutch mechanism and a steering system, and further relates to an automobile.
Background
With the progress of science and technology, the demand of people for the entertainment function of the automobile game is continuously increased. The galloping games such as the best quality galloping and the QQ galloping can enable people to experience mad driving pleasure, and are widely pursued and loved by automobile enthusiasts. The game function is generally realized by operating a conventional keyboard or a professional game steering wheel on a PC terminal. The conventional keyboard can not truly simulate the hand feeling of steering of a driving control steering wheel, the equipment volume of the professional game steering wheel is large, the cost performance of the user for self-purchase and use is low, if the user operates the professional game steering wheel in a related entertainment place, the site limitation can be brought, and the use requirement of the user can not be met anytime and anywhere.
The game is directly experienced by a seat in the automobile through a steering wheel of the automobile. In practice, the inventor of the application finds that the steering system, the steering wheel and the steering end shaft of all automobiles on the market are in a meshed state for a long time. Even if the steering wheel is adjusted in the up-down direction or the front-back direction, the torque transmission structures (such as splines and the like) are not disengaged all the time, so that the tire is inevitably driven to move axially while the steering wheel is rotated, and the abrasion of the tire per se is extremely serious due to repeated static friction between the tire and the ground, so that the tire cannot be accepted by consumers.
Disclosure of Invention
One of the objectives of the present invention is to overcome the above problems in the prior art, and to provide a clutch mechanism, which can achieve decoupling or coupling of a steering system, thereby facilitating implementation of an automobile game scenario scheme.
In order to achieve the above object, a first aspect of the present invention provides a clutch mechanism including:
a slider mountable outside of coaxially disposed first and second end shafts and configured to be translatable along axial directions of the first and second end shafts to decouple or couple the first and second end shafts;
and the driving component is used for driving the sliding block to translate along the axial directions of the first end shaft and the second end shaft which are coaxially arranged.
Preferably, the first end shaft is a steering wheel end shaft, the second end shaft is a steering end shaft, and the sliding block is a sleeve; and a first internal spline and a second internal spline which can be respectively in spline connection with the steering wheel end shaft and the steering end shaft are formed on the inner circumferential surface of the sleeve, and the first internal spline and/or the second internal spline are trapezoidal internal splines arranged along the axial direction parallel to the sleeve.
Preferably, the inner diameter of the axial section of the sleeve having the first internal splines is different from the inner diameter of the axial section of the sleeve having the second internal splines; and/or the presence of a gas in the gas,
and a bearing is coaxially fixed outside the sleeve, and the outer ring of the bearing is connected with the driving part so as to drive the sleeve to translate under the driving of the driving part.
Preferably, the outer circumferential surface of the sleeve is provided with an inner ring limiting structure which is respectively abutted against the end surfaces of two ends of the inner ring of the bearing so as to limit the axial position of the bearing; and/or the presence of a gas in the gas,
the bearing is arranged in the bearing mounting ring in an interference manner, and a supporting surface which is abutted against the lower end face of the outer ring of the bearing is formed on the inner circumferential surface of the bearing mounting ring; and lugs which are protruded outwards in the radial direction and are used for being connected with the driving part are formed on the outer peripheral surface of the bearing mounting ring.
Preferably, the clutch mechanism further comprises a framework with a cavity formed inside, the slider is accommodated in the cavity, and the driving part is located outside the cavity; one end of the second end shaft and one end of the first end shaft can respectively extend into the cavity of the framework; the second end shaft is used for being fixed with the framework, and the first end shaft is used for being connected with the framework in a rotating mode through a rotating bearing.
Preferably, a second limit surface which can be abutted against the first limit surface formed on the outer side wall of the slide block at the decoupling position to limit the axial displacement of the slide block on one side is formed in the cavity; and/or the presence of a gas in the gas,
the rotating bearing is arranged in the framework in an interference manner, and an outer ring limiting structure which is respectively abutted against the end faces of two ends of the outer ring of the rotating bearing is formed on the framework; the first end shaft can be inserted into the rotary bearing.
Preferably, the driving part includes:
a power element for providing a driving force;
a lead screw axially rotatable by the drive of the power element;
a drive block mounted on the lead screw and connected with the slider to be able to translate rotation of the lead screw into translation of the slider to decouple or couple the first and second end shafts.
Preferably, the power element comprises:
a motor;
the worm gear mechanism is connected with the motor;
the screw rod is connected with an output shaft of the worm gear mechanism to synchronously rotate; and/or the presence of a gas in the gas,
the clutch mechanism further comprises a mounting bracket, and the power element is mounted on the mounting bracket and connected with the lead screw arranged in the mounting bracket in a penetrating manner.
A second aspect of the present invention provides a steering system based on the clutch mechanism provided in the first aspect of the present invention, the steering system including a first end shaft, a second end shaft, and a clutch mechanism for decoupling or coupling the first end shaft and the second end shaft; wherein the clutch mechanism is the clutch mechanism according to the first aspect of the invention.
A third aspect of the present invention provides an automobile including the steering system according to the second aspect of the present invention, based on the steering system provided in the second aspect of the present invention.
The technical scheme provided by the invention has the following beneficial effects:
the first end shaft and the second end shaft are decoupled or coupled by driving the sliding blocks capable of translating along the axial directions of the first end shaft and the second end shaft through the driving part, when the clutch mechanism is applied to a steering system of an automobile, a steering wheel is coupled with wheels when the first end shaft and the second end shaft are coupled, the wheels can be driven to steer by operating the steering wheel, and the automobile enters a normal driving mode; when the first end shaft and the second end shaft are decoupled, the steering wheel and the wheels are decoupled, and when the steering wheel is operated to rotate, the wheels cannot be driven to steer, so that the automobile enters a game mode. The clutch mechanism provided by the invention is beneficial to avoiding tire abrasion caused by repeated static friction between the wheels and the ground after the automobile enters a game mode, thereby being beneficial to realizing an automobile game scene scheme.
Drawings
FIG. 1 is a schematic view of a prior art connection between a steering wheel and a steering system of an automobile;
FIG. 2 is a longitudinal cross-sectional view of FIG. 1;
FIG. 3 is a schematic structural diagram of a steering system provided in an embodiment of the present invention;
FIG. 4 is an exploded view of a clutch mechanism provided by an embodiment of the present invention;
FIG. 5 is a longitudinal cross-sectional view of a steering system provided in accordance with an embodiment of the present invention in a coupled state;
FIG. 6 is a longitudinal cross-sectional view of a steering system provided by an embodiment of the present invention in a decoupled state;
FIG. 7 is a top view of a bushing provided by an embodiment of the present invention;
FIG. 8 is a cross-sectional view A-A of the cannula shown in FIG. 7;
FIG. 9 is a schematic view of the automatic clearance compensation provided by the embodiment of the present invention when the sleeve is assembled with the steering end shaft; wherein, (a) is an assembly schematic diagram of the sleeve and the steering wheel end shaft in an ideal state, and (b) is a schematic diagram when a transfer gap exists between the sleeve and the steering wheel end shaft; (c) the assembly schematic diagram is the assembly schematic diagram after the gap between the sleeve and the steering wheel end shaft is compensated;
fig. 10 is a block diagram of an automobile according to an embodiment of the present invention.
Description of the reference numerals
1-a steering wheel; 2-a rotating shaft; 3-a limit nut; 4-nesting of internal splines; 200-steering wheel end shaft; 100-a clutch mechanism; 300-a steering end shaft; 11-a motor; 12-a bolt; 13-mounting a bracket; 14-a fixing bolt; 15-a lead screw; 16-a drive block; 17-a bearing mounting ring; 21-a sleeve; 22-a bearing; 23-a bearing retainer ring; 31-a bearing; 32-bearing retainer rings; 51-framework.
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
In the present invention, the use of directional terms such as "upper, lower, left, right" generally means upper, lower, left, right with reference to the accompanying drawings, unless otherwise specified. "inner and outer" refer to the inner and outer contours of the component itself.
Referring to fig. 1-2, the steering wheel 1 of the existing automobile is generally fixedly connected with an internal spline nest 4 and a rotating shaft 2 through a limit nut 3, and since the steering wheel 1 is connected with the wheels through the rotating shaft 2 in a transmission manner, during a game mode, the steering wheel 1 rotates, tires in front of the automobile can also turn, and the friction between the road surface and the tires is fed back to the steering wheel end, so that the rotating torque of the steering wheel is large, meanwhile, the abrasion of the tires is increased, and the realization of a game scene scheme is not facilitated.
The embodiment of the invention improves the existing steering system, so that the steering wheel 1 and the wheels can be decoupled or coupled, thereby better meeting the use requirements of users on automobile game entertainment.
Referring to fig. 3 to 6, a first aspect of the embodiment of the present invention provides a clutch mechanism 100, where the clutch mechanism 100 includes a slider that can be installed outside a first end shaft and a second end shaft that are coaxially disposed, and is configured to be able to translate along an axial direction of the first end shaft and the second end shaft to decouple or couple the first end shaft and the second end shaft; and the driving component is used for driving the sliding block to translate along the axial directions of the first end shaft and the second end shaft which are coaxially arranged.
When the clutch mechanism is applied to a steering system in an automobile, the first end shaft may be, for example, a steering wheel end shaft 200, the second end shaft may be, for example, a steering end shaft 300, and the steering wheel end shaft 200 refers to a rotating shaft which is in transmission connection with a steering wheel, for example, is connected to rotate synchronously; the steering end shaft 300 refers to a rotating shaft in transmission connection with wheels. The steering wheel end shaft 200 and the steering end shaft 300 are coaxially arranged and are independent of each other, when the sliding block is axially translated to be simultaneously connected with the steering wheel end shaft 200 and the steering end shaft 300, the steering wheel end shaft 200 is coupled with the steering end shaft 300, the steering wheel 1 is coupled with wheels, an automobile enters a normal driving mode, and when a user operates the steering wheel to rotate, the wheels can be driven to steer. When the sliding block is axially translated to be connected with only one of the steering wheel end shaft 200 and the steering end shaft 300, the steering wheel end shaft 200 and the steering end shaft 300 are decoupled, the steering wheel and the wheels are decoupled, the automobile enters a game mode, and when a user operates the steering wheel to rotate, the wheels cannot be driven to steer, so that tire abrasion caused by repeated static friction between the wheels and the ground after the automobile enters the game mode can be avoided, and the realization of an automobile game scene scheme is facilitated.
The specific structure of the slider can be various. For example, grooves are formed in the outer circumferential surfaces of the steering wheel end shaft 200 and the steering end shaft 300 in a direction parallel to the axial line, the grooves of the steering wheel end shaft 200 are parallel to the longitudinal direction of the grooves of the steering end shaft 300, the slider is a slider embedded in the grooves and capable of translating in the longitudinal direction of the grooves, the steering end shaft 300 and the steering wheel end shaft 200 are coupled when the slider translates to be embedded in both the grooves of the steering wheel end shaft 200 and the grooves of the steering end shaft 300, and the steering wheel end shaft 200 and the steering end shaft 300 are decoupled when the slider translates to be embedded in only one of the grooves of the steering wheel end shaft 200 and the grooves of the steering end shaft 300.
For another example, the slider may be a sleeve 21 that is sleeved on the steering wheel end shaft 200 or the steering end shaft 300, and a protrusion or a groove may be formed on an inner circumferential surface of the sleeve 21, and correspondingly, a groove or a protrusion may be formed on outer circumferential surfaces of the steering end shaft 300 and the steering wheel end shaft 200, and the protrusion may be received in the groove. When the sleeve 21 is axially moved to simultaneously connect the steering end shaft 300 and the steering wheel end shaft 200, the steering end shaft 300 and the steering wheel end shaft 200 are coupled; when the sleeve 21 is axially moved to be connected to only one of the steering end shaft 300 and the steering wheel end shaft 200, the steering end shaft 300 and the steering wheel end shaft 200 are decoupled.
Referring to fig. 4, in a preferred embodiment, a first internal spline capable of being spline-connected to the steering wheel end shaft 200 and a second internal spline capable of being spline-connected to the steering end shaft 300 are formed on an inner circumferential surface of the sleeve 21.
Specifically, a first external spline is formed on an outer peripheral surface of an end portion of the steering end shaft 200 close to the steering end shaft 300, and a second external spline is formed on an outer peripheral surface of an end portion of the steering end shaft 300 close to the steering end shaft 200; a first inner spline capable of spline-fitting with the first outer spline and a second inner spline capable of spline-fitting with the second outer spline are formed on the inner peripheral surface of the sleeve 21.
Referring to fig. 5-6, in a preferred embodiment, the axial length of the second external splines is greater than the axial length of the first external splines, and the sleeve 21 is normally splined to the steering end shaft 300.
Referring to fig. 5, when the sleeve 21 is moved up to be spline-connected with the steering wheel end shaft 200, the steering wheel end shaft 200 and the steering end shaft 300 are coupled; referring to fig. 6, when the sleeve 21 is moved downward to be disengaged from the steering end shaft 200, the steering end shaft 200 and the steering end shaft 300 are decoupled.
The first internal splines and/or the second internal splines on the sleeve 21 may be rectangular splines. Rectangular spline needs guarantee the fitting relation between spline and keyway through precision finishing, in order to make the spline can hold in the keyway, there is small gap between spline and the keyway after the combination, when there is machining error in rectangular spline, the clearance between spline and the keyway fitting surface can further increase, after steering wheel end shaft and the coupling of turning to the end shaft, the free stroke grow that this kind of fitting gap will make the steering wheel can not satisfy the designing requirement even.
In order to solve this technical problem, in a preferred embodiment of the present invention, the first internal splines and/or the second internal splines of the sleeve are trapezoidal splines arranged along an axial direction parallel to the sleeve.
Referring to fig. 7-8, in the embodiment shown in fig. 7-8, the internal splines of the sleeve are trapezoidal splines.
Referring to fig. 9 (a), in an ideal state, when the steering wheel end shaft and the steering end shaft are coupled, the inclined surfaces of the trapezoidal inner splines of the sleeve and the inclined surfaces of the trapezoidal outer splines of the steering wheel end shaft are in close contact with each other and are attached to each other.
Referring to diagram (b) of fig. 9, as the use time is prolonged, the trapezoidal inner spline and the trapezoidal outer spline may be worn, deformed, etc., thereby causing a gap between the trapezoidal inner spline of the sleeve and the trapezoidal outer spline of the steering wheel end shaft at the same coupling position.
Referring to graph (c) of fig. 9, to eliminate the gap, the sleeve may be driven to continue moving upward; because the internal spline of the sleeve and the external spline of the steering wheel end shaft are trapezoidal splines, the upward moving sleeve can eliminate the gap between the internal spline of the sleeve and the external spline of the steering wheel end shaft, thereby solving the gap problem in the spline combination assembly in the decoupling device.
In addition, compared with the rectangular spline, the combined contact area of the trapezoidal spline is increased, and the abrasion is favorably reduced; and the precision machining requirement and the assembly requirement of the assembly surface of the trapezoidal spline or the key slot are lower than those of the rectangular spline, so that the cost is saved.
Preferably, the outer diameter of the axial section of the steering end shaft 200 having the first external splines is different from the outer diameter of the axial section of the steering end shaft 300 having the second external splines. For example, the outer diameter of the axial section of the steering end shaft 200 having the first external splines is larger than the outer diameter of the axial section of the steering end shaft 300 having the second external splines, and accordingly, the inner diameter of the axial section of the sleeve 21 having the first internal splines is larger than the inner diameter of the axial section of the sleeve 21 having the second internal splines. In this way, a stopper step between the first internal spline and the second internal spline is formed on the inner peripheral surface of the sleeve 21. When the sleeve 21 is translated upward in the axial direction of the steering wheel end shaft 200 and the steering end shaft 300, the limit step may abut against the bottom end of the steering wheel end shaft 200, thereby limiting the limit position of the sleeve 21 that moves upward in the axial direction, at which the steering end shaft 300 and the steering wheel end shaft 200 are coupled.
As described above, the slider is driven by the driving member to move up and down. In a preferred embodiment, in order to avoid that the steering wheel end shaft 200 and the steering end shaft 300 drive the driving part to rotate when rotating, the sleeve 21 is installed in the bearing 22 in an interference manner, the outer ring of the bearing 22 is fixedly connected with the driving part, and the bearing 22 is driven by the driving part to drive the sleeve 21 to axially translate so as to realize the coupling or decoupling between the steering wheel end shaft 200 and the steering end shaft 300.
Referring to fig. 5 to 6, in order to limit the downward axial displacement of the bearing 22, a ring of radially outwardly extending support surfaces is formed on the outer circumferential surface of the sleeve 21 along the circumferential direction, and the lower end surface of the inner ring of the bearing 22 abuts against the upper end surface of the support surfaces.
Further, in order to restrict the axial upward displacement of the bearing 22 with respect to the sleeve 21, a ring of grooves is formed on the outer circumferential surface of the sleeve 21 in the circumferential direction. When the bearing 22 is installed, the sleeve 21 is firstly assembled into the bearing 22 in an interference manner, so that the supporting surface is abutted against the lower end face of the inner ring of the bearing 22, then the annular bearing retainer ring 23 is installed in the groove of the sleeve 21, the lower surface of the bearing retainer ring 23 is attached to the upper end face of the inner ring of the bearing 22, and therefore the bearing 22 is stably sleeved outside the sleeve 21.
The driving member is mounted on a stationary member, and when the steering wheel end shaft 200 and/or the steering end shaft 300 rotate, only the inner race of the bearing 22 is driven to rotate, and the outer race of the bearing 22 is connected to the driving member and remains stationary. Thereby avoiding the influence of the steering wheel and/or the turning of the steering end shaft 300 on the driving parts. It should be noted that when the steering wheel and the wheels are in the decoupled state, the wheels may be deflected by other external forces, thereby causing the steering end shaft 300 to rotate. Therefore, there is a case where the steering end shaft 300 described above is rotated alone.
Referring to fig. 3 to 4, further, the driving part includes a power element, a lead screw 15 connected to an output shaft of the power element for synchronous rotation, and a driving block 16 in threaded connection with the lead screw 15, and the driving block 16 is fixed to an outer ring of the bearing 22. The power element may comprise, for example, a motor 11, and when the motor 11 is powered on, the screw rod 15 fixed on the output shaft of the power element is driven to rotate, and since the driving block 16 is in threaded connection with the screw rod 15, the screw rod 15 will drive the driving block 16 to translate along the axial direction of the screw rod 15 when rotating. The axial direction of the lead screw 15 is parallel to the axial direction of the steering wheel end shaft 200 and the steering end shaft 300, and the driving block 16 is fixed with the outer ring of the bearing 22, so that the driving block 16 axially translates and simultaneously drives the bearing 22 to translate up and down, and further drives the sleeve 21 to translate up and down.
In a preferred embodiment, the output shaft of the motor 11 may be connected to the lead screw 15 through a worm and gear mechanism, and the worm and gear mechanism is configured to reduce the output rotational speed output of the motor 11 and increase the output torque output of the motor 11, so that the motor 11 with smaller power and volume may be selected to drive the sliding block to axially translate, so as to reduce the occupied space and volume of the motor 11, facilitate the installation of the clutch mechanism 100, and precisely control the axial translation of the clutch mechanism 100.
In order to ensure the structural stability of the driving component, in a preferred embodiment, the clutch mechanism 100 further includes a mounting bracket 13, the power element is mounted on the mounting bracket 13, and the power element is mounted on the mounting bracket 13 and connected to the lead screw 15 penetrating the mounting bracket 13.
As shown in fig. 3-4, the power element is secured to the mounting bracket 13, in particular, by means of 3 bolts 12 with spring washers and flat washers, the presence of which makes the threaded connection more reliable. The mounting bracket 13 is mounted to the other stationary workpiece by two fixing bolts 14. The motor 11 converts the motion form of high rotating speed and low torque output by the motor 11 into the motion form of low rotating speed and high torque through a worm gear mechanism. The threaded spindle 15 is fixed to the mounting bracket 13, and the mounting bracket 13 only retains the freedom of axial rotation and limits the other 5 degrees of freedom. The external spline is processed at the lower end of the screw rod 15 and is matched with the internal spline processed by the power element, so that the force output by the power element is smoothly transmitted to the screw rod 15. Meanwhile, the upper end of the screw rod 15 is provided with external threads which are matched with internal threads processed by a driving block 16, such as a screw nut, and the screw nut is arranged on the screw rod 15 to form a screw nut mechanism. When the screw rod 15 rotates along the axial direction, the screw rod nut can be driven to move up and down along the axial direction.
The screw nut is fixedly connected with the outer ring of the bearing 22 outside the sleeve 21. The fixed connection is in various ways, and in a preferred embodiment, the bearing 22 is fixedly connected with the lead screw nut through a bearing mounting ring 17.
Referring to fig. 5 to 6, specifically, the outer ring of the bearing 22 is interference-mounted in a bearing mounting ring 17, a lug protruding radially outward is formed on the outer peripheral surface of the bearing mounting ring 17, a first through hole is formed on the lug, a connecting portion connected and fixed to the lug is formed on the lead screw nut, a second through hole is formed on the connecting portion, and the bearing mounting ring 17 and the lead screw nut are fixedly connected by a connecting member, such as a bolt, penetrating through the first through hole and the second through hole.
Preferably, a support surface contacting with a lower end surface of the outer ring of the bearing 22 is processed on an inner peripheral surface of the bearing mounting ring 17, and the bearing 22 is more stably mounted in the bearing mounting ring 17 through the support surface.
In a preferred embodiment, in order to ensure the coaxiality of the steering wheel end shaft 200 and the steering end shaft 300, the clutch mechanism 100 can reliably decouple or couple the steering wheel end shaft 200 and the steering end shaft 300. The clutch mechanism 100 provided by the embodiment of the present invention further includes a skeleton 51 having a cavity formed therein, the slider is accommodated in the cavity, and the driving component is located outside the cavity; the steering wheel end shaft 200 and the steering end shaft 300 respectively extend into the cavity of the framework 51 from the two axial ends of the framework 51 and are axially spaced; the steering end shaft 300 is fixed to the frame 51, and the steering wheel end shaft 200 is rotatably connected to the frame 51 through a rotary bearing 31.
Specifically, the frame 51 may have a cylindrical shape, for example, and a cavity is formed inside the frame, and the steering wheel end shaft 200 extends into the cavity from the upper end of the frame 51. A limit step for installing the rotary bearing 31 is formed on the inner circumferential surface of the upper end opening part of the framework 51, the bearing 31 can be assembled in the upper end opening of the framework 51 in an interference fit mode, the limit step is abutted against the lower end face of the outer ring of the bearing 31, and the axial downward position of the bearing 31 is limited by the limit step.
Further, after the bearing 31 is assembled to the frame 51, for example, 4 equally-circumferentially-distributed limit hooks may be formed at an edge portion of the upper end opening of the frame 51, and the limit hooks are attached to an upper end surface of the outer ring of the bearing 31 to limit the upward axial displacement of the bearing 31.
The steering wheel end shaft 200 is provided with a mounting bearing 31 and is mounted with an inner race of the bearing 31, for example, by interference fit. Preferably, in order to fix the bearing 31 to the outer side of the steering wheel end shaft 200, a circle of radially outwardly protruding support surface is formed on the outer circumferential surface of the steering wheel end shaft 200 along the circumferential direction, and the support surface is in contact with the lower end surface of the inner ring of the bearing 31, thereby limiting the axial downward displacement of the bearing 31 relative to the steering wheel end shaft 200. Further, in order to prevent the bearing 31 from being displaced axially upward relative to the steering wheel end shaft 200, a groove is further formed in the outer circumferential surface of the steering wheel end shaft 200 along the circumferential direction, and after the bearing 31 is mounted on the steering wheel end shaft 200, a bearing retainer 32 is mounted in the groove, and the lower surface of the bearing retainer 32 is in contact with the upper end surface of the inner ring of the bearing 31, thereby preventing the bearing 31 from being displaced axially upward relative to the steering wheel end shaft 200.
The steering end shaft 300 extends into the cavity from the lower end of the framework 51, and the outer side wall of the steering end shaft is fixedly connected with the framework 51.
Further, an opening is formed on the outer side wall of the framework 51, so that the driving block 16 of the driving part located outside the framework 51 can extend into the cavity of the framework 51 from the opening and be fixed with the bearing mounting ring 17 in the cavity.
In a preferred embodiment, in order to limit the axial downward displacement of the slider, a second limit surface capable of abutting against the first limit surface formed on the outer side wall of the slider at the coupling position to limit the axial downward displacement of the slider is formed in the cavity.
As shown in fig. 5 to 6, taking the sliding block as the sleeve 21 as an example, the second limiting surface is formed at the lower part of the cavity of the framework 51, and both the first limiting surface and the second limiting surface are tapered surfaces, and the end with the larger radial dimension of the tapered surface is closer to the steering wheel end shaft 200. When the sleeve 21 moves axially downward until the first limit surface abuts against the second limit surface, the sleeve 21 cannot move downward continuously, and at this time, the steering wheel end shaft 200 and the steering end shaft 300 are in a decoupling state.
Based on the clutch mechanism 100 provided in the first aspect of the embodiment of the present invention, a second aspect of the embodiment of the present invention provides a steering system, which includes a steering wheel end shaft 200, a steering end shaft 300, and the clutch mechanism 100 for decoupling or coupling the steering wheel end shaft 200 and the steering end shaft 300; wherein, the clutch mechanism 100 is the clutch mechanism 100 according to the first aspect of the embodiment of the present invention.
Referring to fig. 10, a third aspect of the embodiment of the present invention provides an automobile including the steering system according to the second aspect of the embodiment of the present invention, based on the steering system provided in the second aspect of the embodiment of the present invention.
The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical idea of the invention, many simple modifications can be made to the technical solution of the invention. Including each of the specific features, are combined in any suitable manner. The invention is not described in detail in order to avoid unnecessary repetition. Such simple modifications and combinations should be considered within the scope of the present disclosure as well.
Claims (10)
1. A clutch mechanism, characterized in that: the clutch mechanism (100) includes:
a slider mounted outside of coaxially disposed first and second end shafts and configured to be translatable along axial directions of the first and second end shafts to decouple or couple the first and second end shafts;
and the driving component is used for driving the sliding block to translate along the axial directions of the first end shaft and the second end shaft which are coaxially arranged.
2. The clutch mechanism according to claim 1, wherein the first end shaft is a steering wheel end shaft (200), the second end shaft is a steering end shaft (300), and the slider is a sleeve (21); the inner peripheral surface of the sleeve (21) is formed with first and second internal splines that can be spline-connected with the steering wheel end shaft (200) and the steering end shaft (300), respectively, and the first and/or second internal splines are trapezoidal splines that are arranged in parallel with the axial direction of the sleeve.
3. Clutch mechanism according to claim 2, wherein the inner diameter of the axial section of the sleeve (21) with the first internal splines is different from the inner diameter of the axial section of the sleeve (21) with the second internal splines; and/or the presence of a gas in the gas,
a bearing (22) is coaxially fixed outside the sleeve (21), and the outer ring of the bearing (22) is connected with the driving part so as to drive the sleeve (21) to translate under the driving of the driving part.
4. The clutch mechanism according to claim 3, wherein the outer peripheral surface of the sleeve (21) is provided with an inner ring limiting structure which is respectively abutted against the end surfaces of two ends of the inner ring of the bearing (22) to limit the axial position of the bearing (22); and/or the presence of a gas in the gas,
the bearing (22) is arranged in a bearing mounting ring (17) in an interference manner, and a supporting surface which is abutted against the lower end face of the outer ring of the bearing (22) is formed on the inner circumferential surface of the bearing mounting ring (17); the outer peripheral surface of the bearing mounting ring (17) is formed with lugs protruding radially outwards for connection with the driving part.
5. The clutch mechanism according to claim 1, characterized in that the clutch mechanism (100) further comprises a skeleton (51) having a cavity formed therein, the slider being accommodated in the cavity, the driving member being located outside the cavity; one end of the second end shaft and one end of the first end shaft can respectively extend into a cavity of the framework (51); the second end shaft is used for being fixed with the framework (51), and the first end shaft is used for being rotatably connected with the framework (51) through a rotating bearing (32).
6. The clutch mechanism according to claim 5, wherein a second stopper surface capable of abutting against a first stopper surface formed on an outer side wall of the slider at the decoupling position to restrict an amount of displacement of one side in an axial direction of the slider is formed in the cavity; and/or the presence of a gas in the gas,
the rotating bearing (32) is arranged in the framework (51) in an interference manner, and an outer ring limiting structure which is respectively abutted against the end faces of two ends of the outer ring of the rotating bearing (32) is further formed on the framework (51); the first end shaft (200) can be inserted into the rotary bearing (32).
7. The clutched mechanism of claim 1, wherein the drive member comprises:
a power element for providing a driving force;
a screw (15), the screw (15) being axially rotatable under the drive of a power element;
a drive block (16), the drive block (16) being mounted on the lead screw (15) and connected to the slide block to convert rotation of the lead screw (15) into translation of the slide block to decouple or couple the first and second end shafts.
8. The clutched mechanism of claim 7, wherein the power element comprises:
a motor (11);
the worm gear mechanism is connected with the motor (11);
the lead screw (15) is connected with an output shaft of the worm gear mechanism to synchronously rotate; and/or the presence of a gas in the gas,
the clutch mechanism (100) further comprises a mounting bracket (13), and the power element is mounted on the mounting bracket (13) and connected with the lead screw (15) arranged in the mounting bracket (13) in a penetrating manner.
9. A steering system, characterized by comprising a first end shaft, a second end shaft, and a clutch mechanism (100) for decoupling or coupling the first end shaft and the second end shaft; wherein the clutch mechanism (100) is a clutch mechanism (100) according to any one of claims 1-8.
10. An automobile characterized in that the automobile comprises the steering system according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911023027.1A CN112706826A (en) | 2019-10-25 | 2019-10-25 | Clutch mechanism, steering system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911023027.1A CN112706826A (en) | 2019-10-25 | 2019-10-25 | Clutch mechanism, steering system and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112706826A true CN112706826A (en) | 2021-04-27 |
Family
ID=75540683
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911023027.1A Pending CN112706826A (en) | 2019-10-25 | 2019-10-25 | Clutch mechanism, steering system and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112706826A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10039136A1 (en) * | 2000-08-07 | 2002-02-21 | Mercedes Benz Lenkungen Gmbh | Steering device for vehicle has spindle in roller bearings, of which at least one can move axially and/or radially relative to housing |
| CN203822885U (en) * | 2014-02-12 | 2014-09-10 | 天津市松正电动汽车技术股份有限公司 | Clutch used for shaft connection and hybrid power system comprising same |
| CN105667578A (en) * | 2016-01-08 | 2016-06-15 | 普天新能源（深圳）有限公司 | Steering device, automobile steering control system and automobile |
| CN110217236A (en) * | 2019-07-04 | 2019-09-10 | 爱驰汽车有限公司 | Driving mode switching system, method, equipment and the storage medium of automatic Pilot |
| KR20190106786A (en) * | 2018-03-07 | 2019-09-18 | 아우디 아게 | Steering system |
-
2019
- 2019-10-25 CN CN201911023027.1A patent/CN112706826A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10039136A1 (en) * | 2000-08-07 | 2002-02-21 | Mercedes Benz Lenkungen Gmbh | Steering device for vehicle has spindle in roller bearings, of which at least one can move axially and/or radially relative to housing |
| CN203822885U (en) * | 2014-02-12 | 2014-09-10 | 天津市松正电动汽车技术股份有限公司 | Clutch used for shaft connection and hybrid power system comprising same |
| CN105667578A (en) * | 2016-01-08 | 2016-06-15 | 普天新能源（深圳）有限公司 | Steering device, automobile steering control system and automobile |
| KR20190106786A (en) * | 2018-03-07 | 2019-09-18 | 아우디 아게 | Steering system |
| CN110217236A (en) * | 2019-07-04 | 2019-09-10 | 爱驰汽车有限公司 | Driving mode switching system, method, equipment and the storage medium of automatic Pilot |
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