CN217198335U - Rotating clutch rotating shaft device, land-air coupling steering system and hovercar - Google Patents

Abstract

The application relates to a rotating clutch rotating shaft device, a land-air coupling steering system and a flying automobile. The rotary clutch rotating shaft device comprises a first shaft, a second shaft and a rotary clutch mechanism, wherein the first shaft is rotatably connected with the air-ground coupling steering system. The second shaft is rotatably connected to the first shaft, and the second shaft is arranged coaxially with the first shaft. The rotation clutch mechanism comprises a rotation stopping connecting piece connected between the first shaft and the second shaft, and the rotation stopping connecting piece can be selectively connected with the first shaft or/and the second shaft in a rotation stopping way so as to limit or release the freedom degree of relative rotation between the first shaft and the second shaft. The rotary clutch rotating shaft device realizes the clutch of the rotary motion between the first shaft and the second shaft, and has simple structure and convenient operation.

Description

Rotation clutch rotating shaft device, land-air coupling steering system and hovercar

Technical Field

The application relates to the technical field of mechanical control, in particular to a rotary clutch rotating shaft device, a land-air coupling steering system and a flying automobile.

Background

The aerocar is a brand new technical field, can integrate a land mode and a flight mode, and can switch between the two modes.

In the related technology, the land-air coupling steering system of the aerocar can switch the steering of the aerocar in a land mode and a flight mode, the main switching structure is two rotating shafts which can rotate relatively or synchronously rotate, the existing clutch mechanism for controlling the relative motion between the two rotating shafts is very complex, the manufacturing cost is high, and the operation is complicated.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a rotating clutch rotating shaft device, a land-air coupling steering system and a flying automobile.

In a first aspect, an embodiment of the present application provides a rotation clutch rotating shaft device, which includes a first shaft, a second shaft, and a rotation clutch mechanism, where the first shaft is rotatably connected to a land-air coupling steering system. The second shaft is rotatably connected to the first shaft, and the second shaft is arranged coaxially with the first shaft. The rotation-stopping connecting piece can be selectively connected with the first shaft or/and the second shaft in a rotation-stopping way so as to limit or release the freedom degree of relative rotation between the first shaft and the second shaft.

In some alternative embodiments, the rotation-stopping connector is slidably sleeved at one end of the second shaft close to the first shaft, and the rotation-stopping connector moves axially relative to the second shaft to be matched with the first shaft so as to lock the first shaft.

In some optional embodiments, the rotation stopping connecting piece is provided with a through hole, the rotation stopping connecting piece is sleeved on the periphery of the second shaft through the through hole, and the rotating clutch mechanism further comprises a positioning bulge arranged on the inner wall of the through hole; one end of the second shaft close to the first shaft is provided with a first matching groove, and the positioning bulge is slidably accommodated in the first matching groove; the periphery wall of the first shaft is provided with a second matching groove, and when the second matching groove is communicated with the first matching groove relatively, the positioning protrusion can slide to the second matching groove through the first matching groove.

In some optional embodiments, the rotating clutch mechanism further comprises a movable driving member and a transmission assembly, the movable driving member is connected to the first shaft or the second shaft, the transmission assembly is connected between the movable driving member and the rotation stopping connecting member, and the movable driving member is used for controlling the transmission assembly to drive the rotation stopping connecting member to move to be connected with the first shaft in a rotation stopping mode.

In some optional embodiments, the transmission assembly includes a driving shaft, a linkage portion and a shifting shaft, the driving shaft is connected to the movable driving member, the shifting shaft is connected to the driving shaft through the linkage portion, the shifting shaft is limited to the rotation-stopping connector, and the movable driving member drives the driving shaft to rotate so as to drive the shifting shaft to drive the rotation-stopping connector to move through the linkage portion.

In some optional embodiments, the first shaft includes a main shaft body and an insertion part disposed at one end of the main shaft body; the second shaft is provided with a splicing cavity, the splicing part is movably contained in the splicing cavity, a first limiting part is arranged in the splicing cavity, one end of the main shaft body, which is close to the second shaft, is provided with a matching part, and at least part of the tail end of the first limiting part is movably contained in the matching part.

In some alternative embodiments, a rotational reset assembly is disposed between the insertion portion and the insertion cavity for driving the first shaft to be rotationally reset relative to the second shaft.

In a second aspect, an embodiment of the present application further provides a land-air coupling steering system, which includes the above-mentioned rotating clutch rotating shaft device, an electronic control steering gear assembly, and a housing. The electric control steering gear assembly is electrically connected to the second shaft of the rotary clutch rotating shaft device and steers according to the rotary motion of the second shaft. The rotary clutch rotating shaft device is connected to the shell.

In some optional embodiments, the rotation-stopping connecting member has a fixing portion, the housing has a fixing groove, the fixing portion is movably limited in the fixing groove, and the fixing portion is connected to the housing in a rotation-stopping manner when limited in the fixing groove.

In some optional embodiments, the ground-to-air coupling steering system further comprises a center console electrically connected to the electronically controlled steering gear assembly, the center console configured to: and controlling the electric control steering gear assembly to steer according to the rotation angle of the first shaft under the condition that the rotation freedom degree of the first shaft relative to the second shaft is limited.

In a third aspect, an embodiment of the present application further provides a flying automobile, which includes a land-based driving system, a flying driving system, and the land-air coupling steering system. The land drive system is arranged on the vehicle body and is used for providing power for the flying vehicle to run on the land; the flight driving system is arranged on the vehicle body and used for providing power for the flying vehicle to run in the air; the air-ground coupling steering system is connected to the vehicle body.

Compared with the prior art, in the rotary clutch rotating shaft device provided by the embodiment of the application, the rotation stopping connecting piece is controlled to be connected with the first shaft and the second shaft in a rotation stopping way, so that the degree of freedom of the first shaft in rotation relative to the second shaft is limited; the rotation-stopping connecting piece is controlled to be connected with the second shaft in a rotation-stopping way, namely, the freedom degree of the first shaft rotating relative to the second shaft is released. The rotary clutch rotating shaft device realizes the clutch of the rotary motion between the first shaft and the second shaft, and has simple structure and convenient operation.

Drawings

In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

Fig. 1 is a schematic overall structural diagram of a land-air coupled steering system according to an embodiment of the present application.

Fig. 2 is a schematic overall structure diagram of a rotary clutch rotating shaft device according to an embodiment of the present application.

Fig. 3 is a schematic view of the overall structure of the first shaft of the rotary clutch rotating shaft device shown in fig. 2.

Fig. 4 is a schematic view of the overall structure of the second shaft of the rotary clutch rotating shaft device shown in fig. 2.

Fig. 5 is a schematic orthographic view of an end face of the first shaft shown in fig. 3.

Fig. 6 is a schematic view of the overall structure of the rotary reset assembly of the rotary clutch spindle assembly shown in fig. 2.

Fig. 7 is a partial structural view of a rotation clutch mechanism of the rotation clutch rotation shaft device shown in fig. 2.

Fig. 8 is a schematic view of the rotation stop coupling of the rotating clutch mechanism shown in fig. 7.

Fig. 9 is a schematic view showing the overall structure of a housing of the air-ground coupled steering system shown in fig. 1.

Fig. 10 is an enlarged view of the area a of the rotary clutch spindle assembly shown in fig. 2.

Fig. 11 is a schematic structural diagram of a center console of the air-ground coupled steering system shown in fig. 1.

Fig. 12 is a schematic overall structural diagram of an aircraft provided in an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.

In the description of the present invention, it is to be understood that the terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, are used in an orientation or positional relationship indicated in the drawings for convenience in describing the present invention and to simplify the description, but are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting the present invention.

In the description of the present invention, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected unless otherwise explicitly stated or limited. Either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Referring to fig. 1, an embodiment of the present invention provides a rotating clutch shaft device 100 and a land-air coupled steering system 200 configured with the rotating clutch shaft device 100, wherein the rotating clutch shaft device 100 can be applied to the land-air coupled steering system 200, so that the land-air coupled steering system 200 can switch between land-mode steering and flight-mode steering of a flying vehicle 300.

In the embodiment of the present application, the air-ground coupled steering system 200 may include an electronically controlled steering gear assembly 20, a connecting shaft 60, a housing 40, and a rotating clutch shaft assembly 100.

The electronically controlled steering assembly 20 may be used in a flying vehicle 300, the electronically controlled steering assembly 20 is connected to wheels 32 of a land-driven system 320 of the flying vehicle 300 (see fig. 12), and the electronically controlled steering assembly 20 may include steering components such as a controller 21, a steering motor 23, a speed reducer 24, and an axle 25. The controller 21 is electrically connected to the rotating clutch shaft device 100 and is configured to receive a steering signal of the rotating clutch shaft device 100, the steering motor 23 is electrically connected to the controller 21, the transmission structure such as the speed reducer 24 is connected to the steering motor 23 in a transmission manner, and the axle 25 is connected between the speed reducer 24 and the wheel 32. The steering motor 23 drives a transmission structure such as a speed reducer 24 to drive the axle 25 to steer the wheels 32 based on the steering signal received by the controller 21.

The connecting shaft 40 is connected between the electric steering gear assembly 20 and the rotating clutch shaft device 100, and is used for transmission and installation of components such as a speed reducer, and the structure of the connecting shaft 40 is not limited in this specification.

Referring to fig. 1, the housing 40 is connected to a body 310 (see fig. 12) of a flying vehicle 300 and is used to mount the rotating clutch shaft assembly 100. In the present embodiment, the housing 40 includes a main housing 41 and a supporting member 43 connected to the main housing 41, and the main housing 41 is substantially in a cylindrical shape with two ends penetrating through and is used for mounting and accommodating the rotary clutch rotating shaft device 100. The support member 43 is attached to the outer peripheral wall of the main casing 41.

The supporting member 43 includes a connecting portion 432 and two clamping portions 434, the connecting portion 432 is connected between the two clamping portions 434, and the two clamping portions 434 are respectively clamped on two sides of the main housing 41 and are fixedly connected with the main housing 41.

The rotating clutch rotating shaft device 100 is connected between the housing 40 and the electric control steering gear assembly 20, and is used for realizing the function of switching the land-air coupling steering system 200 between the land-going mode steering and the flight mode steering of the aerocar 300.

Referring to fig. 3 and fig. 4, in the present embodiment, the rotating clutch shaft device 100 may include a first shaft 10, a second shaft 30 and a rotating clutch mechanism 50. The second shaft 30 is disposed through the main housing 41 and connected to the electric steering gear assembly 20 through a connecting shaft 60, and the second shaft 30 drives the electric steering gear assembly 20 to steer by its own rotation. The first shaft 10 is disposed through the main housing 41 and is coaxial with the second shaft 30,

in the process of "driving" the electronically controlled steering gear assembly 20 to steer by the rotational motion of the second shaft 30, the "driving" may be understood as "mechanically driving to rotate" or may be understood as "indirectly driving by using a rotational parameter", for example, the rotational motion of the second shaft 30 may be transmitted to a driving component of the electronically controlled steering gear assembly 20, so that the electronically controlled steering gear assembly 20 is controlled to move; as another example, the rotational parameters of the second shaft 30 may be transmitted to the controller 21 of the electronically controlled steering assembly 20, and the controller 21 controls the drive member to move based on the rotational parameters. Further, "coupling" in "movably coupling" may include indirect coupling or direct coupling, for example, the first shaft 10 and the main housing 41 may be coupled by a bearing, and for example, the first shaft 10 and the main housing 41 may be coupled by a rotation fit via a protrusion and a groove disposed on the first shaft.

The rotating clutch mechanism 50 is connected between the housing 40 and the first shaft 10, and serves to restrict or release the degree of freedom of relative rotation between the second shaft 30 and the first shaft 10. When the degree of freedom of relative rotation between the second shaft 30 and the first shaft 10 is released, the first shaft 10 can rotate relative to the second shaft 30. When the freedom of relative rotation between the second shaft 30 and the first shaft 10 is limited, the first shaft 10 can drive the second shaft 30 to rotate synchronously.

In some embodiments, the housing 40 may be omitted and the first shaft 10 and the second shaft 30 are connected to the electronically controlled steering assembly 20. The rotating clutch mechanism 50 is connected between the first shaft 10 and the second shaft 30, and is used for limiting or releasing the freedom of relative rotation between the first shaft 10 and the second shaft 30, and still achieving the effect of the rotating clutch mechanism 50.

The rotating clutch mechanism 50 limits the degree of freedom of relative rotation between the first shaft 10 and the second shaft 30, and when the first shaft 10 is driven to rotate by an external force, the first shaft controls the electric control steering assembly 20 through the second shaft 30 and the connecting shaft 60, so that the steering movement of the wheels 32 is controlled. The rotary clutch mechanism 50 releases the degree of freedom of relative rotation between the first shaft 10 and the second shaft 30, when the first shaft 10 is driven by external force to rotate, the second shaft 30 does not rotate along with the first shaft 10, and at the moment, the land-air coupling operation system 200 is controlled to realize the steering of the aerocar 300 in the air.

Referring to fig. 2 and 3, in the present embodiment, the first shaft 10 may include a main shaft body 12 and an insertion part 14 disposed at one end of the main shaft body 12, the main shaft body 12 is substantially accommodated in the main housing 41 of the casing 40 and is connected to an inner wall of the main housing 41 through a bearing, so that there is a relative rotational freedom between the main shaft body 12 and the casing 40.

In this embodiment, the insertion part 14 is used for cooperating with the second shaft 30, for example, the insertion part 14 is in insertion fit with the second shaft 30, and the two can rotate relatively. Further, the plug part 14 is connected to an end portion of the spindle body 12 close to the second shaft 30, and an outer diameter of the plug part 14 is smaller than an outer diameter of the spindle body 12, so that when the plug part 14 is in plug fit with the second shaft 30, an outer surface of the second shaft 30 can be connected with an outer surface of the spindle body 12.

The second shaft 30 is arranged at one end of the plug part 14, is used for connecting the electric control steering gear assembly 20 through the connecting shaft 60, and rotates along with the rotation of the first shaft 10 under the condition that the first shaft 10 and the second shaft 30 can rotate relatively, so that the electric control steering gear assembly 20 is controlled to steer, and the land-air coupling operation system 200 is used for controlling the steering of the flying automobile 300 in the land-going mode. One end of the second shaft 30 close to the first shaft 10 is provided with a plug cavity 32, and the second shaft 30 is rotatably matched with the first shaft 10 through the plug cavity 32. Specifically, the socket 14 is rotatably received in the socket cavity 32, such that there is rotational freedom between the first shaft 10 and the second shaft 30. In the embodiment of the present application, the rotational degree of freedom thereof satisfies the requirement of the rotation angle range of the yaw angle in the flight steering mode of the air-ground coupling operation system 200, for example, the rotation angle range of the plug portion 14 and the plug cavity 32 is controlled to be between-90 ° and 90 °, the angle range can be realized by the matching structure between the second shaft 30 and the first shaft 10, for example, the first limit portion 34 can be arranged on the second shaft 30, and the matching portion 18 (shown in fig. 5) which is matched with the first limit portion 34 can be arranged on the first shaft 10.

Specifically, the first stopper portion 34 is substantially block-shaped, is provided at one end of the second shaft 30 facing the first shaft 10, and protrudes from an end surface of the second shaft 30. The matching part 18 can be a groove structure matched with the first limit part 34, and the arc length of the groove is arranged to limit the moving range of the first limit part 34; in other embodiments, it may also be a protrusion opposite to the first position-limiting portion 34, and the limitation of the position-limiting angular range is realized by designing the redundancy at the position where the protrusion cooperates with the first position-limiting portion 34. In the embodiment of the present application, the fitting portion 18 is a limiting groove, the limiting groove is substantially arc-shaped, and the limiting groove is disposed around the outer wall of the insertion portion 14, is located on the end surface of the main shaft body 12 close to the insertion portion 14, and is disposed around the outer wall of the insertion portion 43. When the inserting portion 14 is received in the inserting cavity 32, at least a portion of the first position-limiting portion 34 near the end of the main shaft body 12 is movably received in the matching portion 18; when the plug part 14 and the plug cavity 32 rotate relatively, one end of the first limiting part 34 slides in the groove-shaped matching part 18. By setting the circumferential arc length of the mating portion 18, it is achieved that the first shaft 10 is rotated between-90 ° and +90 ° with respect to the second shaft 30. The initial angle of the first shaft 10 at the initial position may be set to 0, and the rotation angle may be a rotation angle of itself with respect to the initial angle.

In some embodiments, to achieve the resetting of the first shaft 10, the rotating clutch rotating shaft device 100 may further include a rotating resetting assembly 70, wherein the rotating resetting assembly 70 is disposed between the first shaft 10 and the second shaft 30, and the rotating resetting assembly 70 drives the first shaft 10 to rotate and reset relative to the second shaft 30 by using a torsional force. The present application is not limited to the specific structure of the rotating return assembly 70, for example, the rotating return assembly 70 may be a spring or other elastic body (e.g., a spring, a torsion spring, an elastic sleeve, etc.) capable of driving the first shaft 10 to rotate relative to the second shaft 30. In the present embodiment, the rotating return element 70 is a rubber torsion spring structure, which is located in the insertion part 14 and connected between the first shaft 10 and the second shaft 30. When the first shaft 10 rotates relative to the second shaft 30 under the external force, the first shaft 10 and the second shaft 30 respectively drive two ends of the rubber torsion spring to rotate/twist relative to each other, and the rubber torsion spring generates elastic deformation; when the external force is removed, the rubber torsion spring resets and drives the first shaft 10 to reset.

Further, in order to accommodate the rotating reset assembly 70, an accommodating cavity 141 (see fig. 3) is formed at an end of the insertion part 14 close to the bottom of the insertion cavity 32, and the accommodating cavity 141 is formed along an axial direction of the insertion part 14 and penetrates through an end of the insertion part 14 facing away from the main shaft body 12. Referring to fig. 5, the bottom of the accommodating cavity 141 and the bottom of the inserting cavity 32 are both provided with a mounting groove 1412, and the mounting groove 1412 is used for mounting the rotating reset assembly 70.

Referring to fig. 4 to fig. 6, the rotating-resetting assembly 70 of the present embodiment may include an elastic element 72 and a supporting shaft 74. The specific structure of the elastic member 72 is not limited in the present application, for example, the elastic member 72 may be a spring or other elastic body (e.g., rubber, torsion spring, elastic sleeve, etc.) capable of driving the first shaft 10 to rotate relative to the second shaft 30. In the embodiment of the present application, the elastic member 72 is made of rubber. The elastic member 72 is located in the accommodating chamber 141 and may include a first connection end 721, a second connection end 723, and a plurality of deformation portions 725. The first connection end 721 is connected to the first shaft 10, specifically, the first connection end 721 is accommodated in the installation slot 1412 at the bottom of the accommodating cavity 141 to realize the rotation stop connection with the first shaft 10, that is, the first connection end 721 rotates along with the rotation of the first shaft 10; the second connecting end 723 is connected to the second shaft 30, and the second connecting end 723 is limited in the mounting groove 1412 at the bottom of the inserting cavity 32 to achieve rotation-stopping connection with the second shaft 30, that is, the second connecting end 723 rotates along with rotation of the second shaft 30. The first connecting end 721 and the second connecting end 723 are both in a block shape, and the two mounting grooves 1412 are in a strip groove shape matched with the first connecting end 721 and the second connecting end 723, so that rotation stopping connection between the first connecting end 721 and the second connecting end 723 in a mutual matching manner is realized, an additional mounting structure is omitted, and the structure can be further simplified.

Each deformation part 725 is connected between the first connection end 721 and the second connection end 723, and two adjacent deformation parts 725 are spaced to form an elastically deformed space. The support shaft 74 is located between the first connection end 721 and the second connection end 723, and is disposed in the direction of the central axis of the first shaft 10. The plurality of deformation portions 725 surround the supporting shaft 74, so that the supporting shaft 74 can support the deformation portions 725, the elastic deformation of the deformation portions 725 is not deviated from the central axis of the first shaft 10, and the elastic deformation of the deformation portions 725 is basically a twisting motion surrounding the central axis, which is beneficial to providing a uniform torque for the rotational reset of the first shaft 10. In this embodiment, the supporting shaft 74 is made of magnesium-aluminum alloy, which has a light weight and can effectively support the elastic member 72; the elastic piece 72 adopts a rubber sleeve, and has strong deformation capability and good resetting effect.

When the rotational clutch mechanism 50 releases the rotational degree of freedom of the first shaft 10 relative to the second shaft 30, the first shaft 10 rotates relative to the second shaft 30, the first shaft 10 drives the insertion part 14 to rotate relative to the insertion cavity 32, the insertion part 14 drives the first connection end 721 to rotate, and the second connection end 723 is connected to the second shaft 30 which is stationary relative to the first shaft 10, so that the deformation part 725 is deformed by the torsional force. When the twisting force on the first shaft 10 is removed, the deformation portion 725 releases the elastic potential energy, and drives the first shaft 10 to rotate and reset relative to the second shaft 30.

Referring to fig. 2 and 7, the rotating clutch mechanism 50 may include a movable driving member 52 and a rotation-stopping connection member 54. The movable driving member 52 is connected to the housing 40 (if the housing 40 is omitted, the movable driving member 52 may be connected to the second shaft 30), and the rotation-stopping connector 54 is disposed on the second shaft 30 and selectively connected to the second shaft 30 or/and the first shaft 10 in a rotation-stopping manner, so as to limit or release the degree of freedom of the relative rotation between the second shaft 30 and the first shaft 10. Further, the rotating clutch mechanism 50 may further include a transmission assembly 56, wherein the transmission assembly 56 is connected between the movable driving member 52 and the rotation stopping connector 54, and under the driving of the movable driving member 52, the rotation stopping connector 54 is driven to move relative to the second shaft 30 to be matched with the first shaft 10, so as to lock the degree of freedom of rotation of the first shaft 10 relative to the second shaft 30.

Referring to fig. 7 and 8, the rotation stopping connector 54 may further include a main body 540, the main body 540 is substantially cylindrical with two ends penetrating through, the main body 540 has a predetermined axis O, and the axis O is substantially the same as the central axis of the first shaft 10. The fitting body 540 is provided with a through hole 541 along the axis O direction thereof, so that the rotation-stopping connector 54 can be sleeved on the outer periphery of the second shaft 30 through the through hole 541. The rotation stopping connection member 54 may further include a positioning protrusion 543, and the positioning protrusion 543 is disposed on the inner wall of the through hole 541 and extends along the axis O direction. The positioning projection 543 is used for cooperating with the second shaft 30 to prevent the rotation-stop joint 54 from rotating relative to the second shaft 30, and is also used for cooperating with the first shaft 10 to prevent the rotation-stop joint 54 from rotating relative to the first shaft 10. For example, referring to fig. 3 and fig. 4 again, a first matching groove 36 is formed on an outer peripheral wall of one end of the second shaft 30 close to the first shaft 10, the first matching groove 36 extends axially along the second shaft 30 and penetrates through an end surface of the second shaft 30 close to the first shaft 10, and the positioning protrusion 543 is slidably received in the first matching groove 36. Further, a second matching groove 110 is formed in the outer peripheral wall of the first shaft 10, the second matching groove 110 extends axially along the first shaft 10 and penetrates through the end face of the first shaft 10 close to the second shaft 30, and the second matching groove 110 is used for accommodating the positioning protrusion 543.

In these embodiments, when the plug portion 14 is received in the plug cavity 32, the end surface of the main shaft body 12 is substantially overlapped with the end surface of the second shaft 30, and the outer peripheral walls of the main shaft body 12 and the second shaft 30 are substantially continuous, so that when the first shaft 10 rotates relative to the second shaft 30, the second matching groove 110 can rotate to be communicated with the first matching groove 36, so that the positioning protrusion 543 can slide into the second matching groove 110 through the first matching groove 36. The first matching groove 36 and the second matching groove 110 are designed to be in relative communication according to the relative position of the first limiting part 34 abutting against one end wall of the matching part 18, namely the first shaft 10 and the second shaft 30 when the rotation angle is 0, so that the first matching groove 36 and the second matching groove 110 are ensured to be in relative communication when the rotary resetting component 70 drives the first shaft 10 to reset to the rotation angle of 0.

Further, in the present embodiment, the length of the first mating groove 36 in the direction of the axis O is twice the length of the second mating groove 110 in the direction of the axis O, and the length of the positioning projection 543 in the direction of the axis O is slightly smaller than the length of the first mating groove 36 in the direction of the axis O, so that when the positioning projection 543 is only received in the first mating groove 36, the rotation locking of the rotation stopping connection 54 on the first shaft 10 can be released. However, due to the existence of the rotating reset assembly 70, the rotation of the first shaft 10 may drive the second shaft 30 to rotate, and therefore, the rotation-stopping connection member 54 may further include a fixing portion 545, wherein the fixing portion 545 is connected to the outer circumference of the mating body 540 and is used for limiting the second shaft 30. When the positioning protrusion 543 is only received in the first engaging recess 36, the fixing portion 545 is limited on the housing 40 and is connected to the housing 40 in a rotation-stopping manner, so that the second shaft 30 is limited on the housing 40, and the first shaft 10 can rotate independently relative to the second shaft 30.

Referring to fig. 7 and 8, further, the fixing portion 545 is substantially in the shape of a sharp tooth and is located at an end of the rotation stop connecting member 54 away from the first shaft 10, and the tooth tip thereof is located away from the rotation stop connecting member 54. The number of the fixing portions 545 may be two, and the two fixing portions 545 are uniformly distributed with respect to the circumferential direction of the rotation-stopping connection 54. Referring to fig. 9, the main housing 41 further includes a mounting ring block 412, the mounting ring block 412 is fixedly disposed on an inner sidewall of the main housing 41, one side of the mounting ring block 412 near the rotation stopping connecting member 54 is provided with two fixing slots 4121, and the number of the fixing slots 4121 may be two. The two fixing portions 545 are respectively limited in the two fixing grooves 4121, and the groove bottoms of the fixing grooves 4121 are matched with the fixing portions 545 in shape. When the rotation stopping connecting member 54 releases the rotational freedom of the first shaft 10 and the second shaft 30, the rotation stopping connecting member 54 is located on the second shaft 30, and the fixing portion 545 is embedded in the fixing groove 4121, so that the second shaft 30 is limited by the main housing 41 and is connected with the main housing 41 in a rotation stopping manner, and therefore the first shaft 10 can rotate relative to the second shaft 30 without involving the rotation of the second shaft 30.

In other embodiments, the rotation-stopping connector 54 may be connected to the first shaft 10 and the second shaft 30 through other structures, for example, the rotation-stopping connector 54 is connected to the first shaft 10 and the second shaft 30 through a slidable key connection structure, and the rotation-stopping connector 54 may also be connected to the first shaft 10 or/and the second shaft 30. In other embodiments, the rotating clutch mechanism 65 may not include the rotation stop coupling 54, and the degree of freedom between the first shaft 10 and the second shaft 30 may be locked/released by a link structure connected between the first shaft 10 and the second shaft 30.

Referring again to fig. 2, in the present embodiment, the movable driving member 52 is connected to the housing 40 and is used for controlling the transmission assembly 56 to drive the rotation-stopping connecting member 54 to move to be connected with the first shaft 10 in a rotation-stopping manner. The specific structure of the movable driving member 52 is not limited in the present application, for example, the movable driving member 52 may be a motor or a gear transmission capable of driving the transmission assembly 56 to move the rotation stopping connection member 54, in this embodiment, the movable driving member 52 is a rotating motor, for example, the movable driving member 52 is located on a side of the clamping portion 434 away from the second shaft 30, that is, outside the housing 40.

Referring to fig. 7, in the present embodiment, the transmission assembly 56 may include a driving shaft 561, a linkage portion 563, and a shifting shaft 565.

The drive shaft 561 is connected to an output shaft of the movable drive member 52 and is driven to rotate by the movable drive member 52. The link portion 563 is connected to the driving shaft 561 and is rotated by the driving shaft 561. Specifically, the drive shaft 561 is inserted into the clamp portion 434, and the interlocking portion 563 is attached to the clamp portion 434 adjacent to the movable driver 52. The link portion 563 has a substantially long ring shape (e.g., a rectangular ring, an elliptical ring, a waist ring, etc.), one end of the ring shape is fixed to the driving shaft 561 relatively (e.g., a welded connection is formed therebetween), and when the driving shaft 561 rotates, one end of the link portion 563 away from the driving shaft 561 swings around an axis of the driving shaft 561.

The shifting shaft 565 is movably connected between the rotation stopping connection piece 54 and the linkage portion 563, and drives the rotation stopping connection piece 54 to move along the axis O by the linkage portion 563. Specifically, one end of the shifting shaft 565 is movably inserted through one end of the linkage portion 563 away from the driving shaft 561, and the other end is movably engaged with the rotation stopping connector 54. Further, the dial 656 is substantially parallel to the drive shaft 561 and is substantially equal in length, and has an axis substantially perpendicular to the axis O. In operation, the movable driving member 52 drives the driving shaft 561 to rotate, and the driving shaft 561 rotates to drive the linkage portion 563 to rotate, thereby driving the shifting shaft 565 to move.

In order to achieve the movable engagement of the dial shaft 565 and the rotation stop connector 54, the rotation stop connector 54 may further include a second stopper 547 for engaging with the dial shaft 565 to move the rotation stop connector 54 following the dial shaft 565. The second limiting portion 547 is disposed on an outer sidewall of the rotation stopping connector 54, and in this embodiment, the second limiting portion 547 is an annular groove formed by two flanges formed by protruding from an outer peripheral wall of the rotation stopping connector 54 at an interval. The end of the shifting shaft 565 far away from the linking portion 563 is located between the two flanges, so as to be embedded in the annular groove, and thereby is limited by the second limiting portion 547. The movable driving member 52 drives the driving shaft 561 to rotate, and the driving shaft 561 rotates to drive the shifting shaft 565 to move through the linkage portion 563, so as to drive the rotation stopping connecting member 54 to move axially on the second shaft 30 towards or away from the first shaft 10, so as to limit or release the degree of freedom of relative rotation between the first shaft 10 and the second shaft 30.

Referring to fig. 7 and 10, in some embodiments, the transmission assembly 56 may further include a driving turntable 567 and a pressing disk 569, wherein the driving turntable 567 is coaxially sleeved on the driving shaft 561 and is located on a side of the clamping portion 434 away from the main housing 41. The driving turntable 567 is connected to the driving shaft 561 and can be driven by the driving shaft 561 to rotate by the moving driver 52. The driving turntable 567 is provided with a plurality of first toggle parts 5672 on the side departing from the movable driving element 52, and the plurality of first toggle parts 5672 are uniformly arranged along the circumferential direction of the driving turntable 567 and are arranged at intervals. A pressing disc 569 is slidably sleeved on the driving shaft 561 and is disposed coaxially with the driving shaft 561, the pressing disc 569 is substantially opposite to and overlapped with the driving turntable 567, and the pressing disc 569 is located between the driving turntable 567 and the second clamping portion 434. One side of the pressing disc 569 facing the driving turntable 567 is provided with a plurality of second poking parts 5692, and the plurality of second poking parts 5692 are uniformly arranged along the circumferential direction of the pressing disc 569 and are arranged at intervals. The first tumblers 5672 are respectively inserted into the spaces between the second tumblers 5692, and are arranged to intersect the second tumblers 5692.

When the land-air coupling steering system 200 controls the flying car 300 to switch from the land-going mode to the flying mode, the rotation-stopping connecting piece 54 is driven to be located on the second shaft 30, the driving piece 52 is moved to drive the rotating disc 567 to rotate simultaneously in the process of moving the rotation-stopping connecting piece 54, the first toggle part 5672 rotates relative to the first toggle part 5692, the first toggle part 5692 moves away from the rotating disc 567 through relative movement and extrusion between the first toggle part 5672 and the first toggle part 5692, so that the pressing disc 569 is abutted on the supporting piece 43, the interlocking part 563 is abutted to limit rotation, the rotation-stopping connecting piece 54 is locked on the second shaft 30 through the toggle shaft 565, the possibility of movement of the rotation-stopping connecting piece 54 is reduced, and the stability of rotation of the first shaft 10 is improved.

Referring to fig. 11, in some embodiments, the ground-to-air coupling steering system 200 may further include a center console 80. The console 80 is electrically connected to the electronically controlled steering gear assembly 20 and the movable drive 52, and is configured to: in the case where the rotational degree of freedom of the first shaft 10 with respect to the second shaft 30 is limited (land mode), the steering of the electronically controlled steering gear assembly 20 is controlled in accordance with the rotational angle of the first shaft 10; in the case where the rotational degree of freedom of the first shaft 10 with respect to the second shaft 30 is released (flight mode), the steering in the air-steer mode of the land-air coupling steering system 200 is controlled in accordance with the rotational angle of the first shaft 10.

The specific form of the console 80 is not limited in this application, for example, the console 80 may be button-type, screen-type, or mechanical, electronic, non-touch-controlled (e.g., voice, gesture, etc.). In the present embodiment, the center console 80 includes a button 81 and an HMI (human machine interface) large screen 83. The button 81 and the HMI large screen 83 are electrically connected to the movable driving member 52 to control the movable driving member 52 to drive the rotation stopping connecting member 54 to move, limit or release the rotational freedom between the first shaft 10 and the second shaft 30.

In the embodiment of the present application, the electrical connection means controlling the state of the land-air coupled steering system 200 by means of an electrical signal manipulation servo system, so that the manipulation device of the land-air coupled steering system 200 is more compact and the manipulation manner is more flexible.

Referring to fig. 1 and fig. 12, based on the above-mentioned rotating clutch rotating shaft device 100 and the land-air coupling steering system 200, the present application also provides a flying car 300. The aerocar can switch between a land running mode and a flying mode under the drive of the land-air coupling steering system 200.

The hovercar 300 may include a body 310, a land-driven system 320, a flight-driven system 330, and the land-air coupled steering system 200 provided in any of the embodiments. The vehicle body 310 is used for loading passengers and/or cargo. A land drive system 320 may be provided to body 310 for providing forward power and braking resistance to hovercar 300 in land mode, and land drive system 320 may include tracks, wheels 32, or other structures capable of providing land-based driving power to hovercar 300 under the drive of a drive mechanism. A flight drive system 330 may be provided to the vehicle body 310 for providing a propulsive thrust for the hovercar 300 in flight mode. The flight drive system 330 may include a jet engine and/or a propeller to provide propulsion to the hovercar 300 in different directions depending on the jet state of the jet engine and/or the blade state of the propeller.

The operation of the hovercar provided by the embodiments of the present application is explained as follows:

when the hovercar 300 is in the land mode, the positioning protrusions 543 of the anti-rotation connector 54 are simultaneously received in the first matching groove 36 and the second matching groove 110, and the rotational freedom of the first shaft 10 with respect to the second shaft 30 is limited. At this time, the first shaft 10 is driven by external force to rotate to drive the second shaft 30 to rotate, so as to drive the electronically controlled steering gear assembly 20 to steer. When the hovercar 300 is switched to the flying mode, the movable driving member 52 drives the driving shaft 561 to rotate, the driving shaft 561 rotates to drive the shifting shaft 565 to move through the linkage portion 563, so as to drive the rotation stopping connecting member 54 to axially move on the second shaft 30 away from the first shaft 10, so as to release the degree of freedom of relative rotation between the first shaft 10 and the second shaft 30. At this time, the first shaft 10 is rotated, and the second shaft 30 is not rotated.

The rotary clutch rotating shaft device 100 realizes the clutch of the rotary motion between the first shaft 10 and the second shaft 30, and has simple structure and convenient operation.

In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

Finally, it should be noted that: the above examples are only for illustrating the technical solutions of the present application, and are not limited thereto. Although the present application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: modifications of the technical solutions described in the embodiments or equivalent replacements of some technical features may still be made. Such modifications and substitutions do not necessarily depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims (11)

1. A rotary clutch rotating shaft device is applied to a land-air coupling steering system, and comprises:

the first shaft is rotatably connected to the air-ground coupling steering system;

a second shaft rotatably connected to the first shaft, the second shaft being disposed coaxially with the first shaft; and

the rotation stopping connecting piece can be selectively connected with the first shaft or/and the second shaft in a rotation stopping way so as to limit or release the freedom degree of relative rotation between the first shaft and the second shaft.

2. The rotary clutched rotary shaft device of claim 1, wherein the rotation-stop connector is slidably disposed at an end of the second shaft adjacent to the first shaft, and the rotation-stop connector moves axially relative to the second shaft to engage with the first shaft to lock the first shaft.

3. The rotary clutch spindle assembly according to claim 2, wherein the rotation stopping connector has a through hole, the rotation stopping connector is sleeved on the outer periphery of the second shaft through the through hole, and the rotary clutch mechanism further includes a positioning protrusion provided on an inner wall of the through hole; a first matching groove is formed in one end, close to the first shaft, of the second shaft, and the positioning protrusion is slidably accommodated in the first matching groove; the periphery wall of primary shaft is equipped with second cooperation recess, second cooperation recess with when first cooperation recess communicates relatively, the location arch can be via first cooperation recess slides extremely in the second cooperation recess.

4. The rotary clutch spindle assembly as claimed in claim 2, wherein the rotary clutch mechanism further comprises a movable driving member and a transmission assembly, the movable driving member is connected to the first shaft or the second shaft, the transmission assembly is connected between the movable driving member and the rotation stopping connecting member, and the movable driving member is used for controlling the transmission assembly to drive the rotation stopping connecting member to move to be connected with the first shaft in a rotation stopping manner.

5. The rotary clutch spindle assembly according to claim 4, wherein the transmission assembly includes a driving shaft, a linkage portion and a shifting shaft, the driving shaft is connected to the movable driving member, the shifting shaft is connected to the driving shaft through the linkage portion, the shifting shaft is limited to the rotation-stopping connector, and the movable driving member drives the driving shaft to rotate so as to drive the shifting shaft to drive the rotation-stopping connector to move through the linkage portion.

6. The rotary clutch shaft assembly as claimed in claim 1, wherein the first shaft includes a main shaft body and an insertion part disposed at one end of the main shaft body; the second shaft is provided with an inserting cavity, the inserting part is movably contained in the inserting cavity, a first limiting part is arranged in the inserting cavity, a matching part is arranged at one end of the main shaft body close to the second shaft, and at least part of the tail end of the first limiting part is movably contained in the matching part.

7. The rotary clutch shaft assembly of claim 6 wherein a rotary reset assembly is disposed between the plug portion and the plug cavity for rotationally resetting the first shaft relative to the second shaft.

8. An air-ground coupled steering system, comprising:

the rotary clutch spindle assembly of any one of claims 1 to 7;

the electric control steering gear assembly is electrically connected to the second shaft of the rotary clutch rotating shaft device and steers according to the rotary motion of the second shaft; and

a housing; the rotary clutch rotating shaft device is connected to the shell.

9. The air-ground coupling steering system according to claim 8, wherein the rotation stopping connecting member has a fixing portion, the housing has a fixing groove, the fixing portion is movably retained in the fixing groove, and the fixing portion is connected to the housing in a rotation stopping manner when retained in the fixing groove.

10. The land-air coupled steering system of claim 8, further comprising a center console electrically connected to the electronically controlled steering gear assembly, the center console configured to:

and under the condition that the rotation freedom degree of the first shaft relative to the second shaft is limited, controlling the electric control steering gear assembly to steer according to the rotation angle of the first shaft.

11. A flying automobile, comprising:

a vehicle body;

the land driving system is arranged on the vehicle body and is used for providing power for the flying vehicle to run on the land;

the flight driving system is arranged on the vehicle body and is used for providing power for the flying vehicle to run in the air; and

the land-air coupled steering system of any one of claims 8-10, connected to the vehicle body.

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