Steering system and vehicle

Abstract

The invention discloses a steering system and a vehicle, and relates to the technical field of vehicle steering. The steering system comprises a shell, a driving mechanism and a lock-up clutch, a steering driving shaft and a nut pair arranged on the steering driving shaft in a sleeving mode are movably arranged in the shell, a threaded section is arranged on the steering driving shaft, and the nut pair is in threaded connection with the threaded section; the driving mechanism comprises a driving part and a transmission assembly; an output wheel of the transmission assembly sleeves the steering driving shaft and is in transmission connection with the driving part; the lock-up clutch is arranged between the output wheel and the nut pair, and when the driving piece outputs power in the forward direction, the transmission assembly drives the nut pair to rotate through the lock-up clutch; when the steering driving shaft serves as reverse output power, the lock-up clutch is locked. The steering system can prevent the transmission assembly from skipping or slipping, so that the steering angle of the wheel is the same as the preset angle, and the risk that the vehicle is out of control is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle steering, and particularly to a steering system and a vehicle. Background Art

[0002] With the development of modern intelligent driving technology and the improvement of road conditions, people's requirements for the comfort and controllability of automobiles are getting higher and higher, making the rear-wheel steering technology a configuration favored by both automobile manufacturers and consumers. The steering system uses a ball screw structure for power transmission to improve the transmission efficiency.

[0003] In the prior art, the motor drives the nut pair to rotate through a transmission component, and then provides a steering force for the wheel. Since the ball screw structure does not have a self-locking function, it is easy for the motor to be affected by the reverse force brought by the wheel. Even if a locking clutch is provided between the motor and the transmission component for self-locking, in the case of a particularly large external force impact on the wheel side, the reverse force is likely to cause the transmission component to skip teeth or slip, increasing the risk of vehicle out of control. Summary of the Invention

[0004] The purpose of the present invention is to provide a steering system and a vehicle, which can avoid the transmission component from skipping teeth or slipping, so that the steering angle of the wheel is the same as the preset angle, reducing the risk of vehicle out of control.

[0005] To achieve this purpose, the present invention adopts the following technical solutions:

[0006] A steering system, comprising:

[0007] A housing, in which a steering drive shaft and a nut pair sleeved on the steering drive shaft are movably arranged. A threaded section is provided on the steering drive shaft, and the nut pair is threadedly connected to the threaded section;

[0008] A driving mechanism, including a driving member and a transmission component. The transmission component includes an output wheel, and the output wheel is sleeved on the steering drive shaft and is in transmission connection with the driving member;

[0009] A locking clutch is arranged between the output wheel and the nut pair. One end of the locking clutch is in transmission connection with the transmission component, and the other end of the locking clutch is in transmission connection with the nut pair; when the driving member outputs power forward, the transmission component drives the nut pair to rotate through the locking clutch; when the steering drive shaft outputs power reversely, the locking clutch will lock.

[0010] As an alternative to the above-mentioned steering system, the locking clutch includes a friction ring, a transmission member, and a plurality of movable members. The friction ring is fixedly arranged inside the housing. The transmission member is coaxially connected to the nut pair and rotates synchronously. The transmission member is provided with a radial protrusion. The movable members are arranged at intervals from each other. All the movable members are located inside the friction ring and are connected to the output wheel. The radial protrusion is located between adjacent movable members. When the driving member outputs power in the forward direction, the plurality of movable members move radially inwards to press against the radial protrusion, thereby driving the transmission member to rotate. When the steering drive shaft outputs power in the reverse direction, the movable members abut against the inner wall of the friction ring to restrict the rotation of the movable members relative to the friction ring.

[0011] As an alternative to the above-mentioned steering system, the locking clutch further includes a connecting rod. The connecting rod is pivotally connected to the output wheel through a first shaft, and the connecting rod is pivotally connected to one of the movable members through a second shaft. Along the radial direction of the locking clutch, the first shaft is located inside the second shaft.

[0012] As an alternative to the above-mentioned steering system, the locking clutch further includes an elastic member. The elastic member is arranged between two movable members that press against the radial protrusion and is connected to both of the two movable members. The elastic member is configured to drive the two movable members away from each other.

[0013] As an alternative to the above-mentioned steering system, the output wheel is convexly provided with a balancing portion, and the movable member is provided with a balancing groove. Along the circumferential direction of the locking clutch, at least one end of the balancing portion abuts against the inner wall corresponding to the balancing groove.

[0014] As an alternative to the above-mentioned steering system, along the direction radially inwards of the locking clutch, the width of the balancing groove gradually decreases.

[0015] As an alternative to the above-mentioned steering system, the transmission member is provided with a plurality of the radial protrusions, and each radial protrusion is located between adjacent transmission members.

[0016] As an alternative to the above-mentioned steering system, the transmission member includes a transmission portion and a connecting portion. The radial protrusion protrudes from the side wall of the transmission portion, and the connecting portion is sleeved on the outer periphery of the nut pair.

[0017] As an alternative to the above-mentioned steering system, the transmission assembly further includes an input wheel and a transmission belt. The input wheel is drivingly connected to the driving member, and the transmission belt is sleeved outside the input wheel and the output wheel.

[0018] A vehicle includes two wheels and the above-mentioned steering system. The steering system is used to drive the two wheels to steer.

[0019] Advantages of the present invention:

[0020] The present invention provides a steering system and a vehicle. In this steering system, when the driving member outputs power in the forward direction to drive the output wheel to rotate, the output wheel will drive a plurality of movable members to rotate accordingly, and cause the movable members to move radially inward during rotation, thereby clamping the radial protrusions of the transmission member, driving the nut pair to rotate, and further controlling the axial movement of the steering drive shaft along its own axis to pull the wheel to achieve steering; when an external force impacts the wheel side to generate a reverse force, the steering drive shaft outputs power in the reverse direction, and the transmission member pushes the movable member to rotate through the radial protrusion. The movable member can abut against the inner wall of the friction ring to limit the rotation of the movable member relative to the friction ring, playing a locking role to prevent the reverse force from continuing to be transmitted.

[0021] That is to say, the reverse force generated on the wheel side will not be transmitted to the transmission assembly through the locking clutch, which can prevent the transmission assembly from jumping teeth or slipping, so that the steering angle of the wheel is the same as the preset angle, reducing the risk of vehicle out of control. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural diagram of a steering system according to an embodiment provided by the present invention;

[0023] Figure 2 is a schematic structural diagram of a steering system according to an embodiment provided by the present invention without the housing;

[0024] Figure 3 is a schematic structural diagram of a transmission assembly and a locking clutch according to an embodiment provided by the present invention;

[0025] Figure 4 is an exploded view of a transmission assembly and a locking clutch according to an embodiment provided by the present invention;

[0026] Figure 5 is a cross-sectional view of a transmission assembly and a locking clutch according to an embodiment provided by the present invention;

[0027] Figure 6 is a schematic structural diagram of a movable member according to an embodiment provided by the present invention.

[0028] In the figure:

[0029] 1. Steering drive shaft; 11. Threaded section;

[0030] 2. Housing; 21. Nut pair; 22. Locking ring;

[0031] 3. Driving mechanism; 31. Driving member; 32. Transmission assembly; 321. Input wheel; 322. Transmission belt; 323. Output wheel; 3231. Balancing portion;

[0032] 4. Locking clutch; 41. Friction ring; 42. Transmission member; 421. Transmission part; 422. Connection part; 423. Radial protrusion; 43. Movable part; 431. Balance groove; 44. Link; 45. First shaft; 46. Second shaft;

[0033] 5. Sensor;

[0034] 6. Controller. Detailed implementation manners

[0035] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present invention, and should not be construed as a limitation to the present invention.

[0036] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0037] Unless otherwise clearly defined and limited, the terms "installed", "connected", "connected", "fixed" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] Unless otherwise clearly defined and limited, the fact that the first feature is "above" or "below" the second feature may include the direct contact between the first feature and the second feature, or may include the situation where the first feature and the second feature are not in direct contact but are in contact through other features between them. Moreover, the fact that the first feature is "above", "over" and "on" the second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the horizontal height of the first feature is higher than that of the second feature. The fact that the first feature is "below", "beneath" and "under" the second feature includes that the first feature is directly below and obliquely below the second feature, or only means that the horizontal height of the first feature is lower than that of the second feature.

[0039] The technical solution of the present invention will be further described below in conjunction with the accompanying drawings and through specific embodiments.

[0040] With the development of modern intelligent driving technology and the improvement of road conditions, people's requirements for the comfort and controllability of automobiles are getting higher and higher, which makes automobile manufacturers increase their R & D investment in automobile chassis. This embodiment provides a vehicle, which includes a vehicle body and a steering system. Wheels are arranged on the vehicle body. Both ends of the steering system are rotatably connected with tie rods, and each tie rod is rotatably connected with a wheel. The steering system can control the wheels at both ends to rotate in the same direction, so as to realize the steering of the vehicle.

[0041] Among them, the rotational connection between the steering mechanism and the tie rod and the rotational connection between the tie rod and the wheel can be realized by ball joints or pin shafts, which provide degrees of freedom for the relative movement between the steering mechanism, the tie rod and the wheel, and avoid jamming.

[0042] It should be noted that the steering system can be located at the front of the vehicle as a front-wheel steering system, then the wheels correspond to the two front wheels of the vehicle, or it can be located at the rear of the vehicle as a rear-wheel steering system, then the wheels correspond to the two rear wheels of the vehicle. In this embodiment, the rear-wheel steering system is taken as an example for description. Through the technology of the rear-wheel steering system, cooperating with the rotation of the front wheels driven by the steering wheel in the front-wheel steering system, when the vehicle is running at a low speed or there is understeer, the rear wheels are controlled to rotate in the opposite direction to the front wheels, so as to achieve the purpose of reducing the turning radius and improving the flexibility of the vehicle; when the vehicle has a tendency of oversteer, especially high-speed fishtailing, the rear wheels and the front wheels rotate in the same phase, so as to reduce the side slip angle of the vehicle's center of mass and reduce the steady-state overshoot of the vehicle's yaw rate, and achieve the effect of smooth lane change.

[0043] As Figure 1 and Figure 2 shown, in this embodiment, the steering system includes a steering drive shaft 1 and a housing 2. The steering drive shaft 1 is axially movably arranged in the housing 2. The housing 2 is used to be fixedly connected with the vehicle body to ensure the stability of the steering system, and both ends of the steering drive shaft 1 are connected with the corresponding tie rods. The steering drive shaft 1 reciprocates along its own axis, so as to steer the wheels through the tie rods.

[0044] In order to accurately control the movement of the steering drive shaft 1, the steering system further includes a driving mechanism 3. The driving mechanism 3 includes a driving part 31 and a transmission component 32. A nut pair 21 is arranged in the housing 2, a threaded section 11 is arranged on the steering drive shaft 1, and the nut pair 21 is threadedly connected with the threaded section 11. The driving part 31 drives the nut pair 21 to rotate through the transmission component 32, so as to make the steering drive shaft 1 move axially.

[0045] In some embodiments, the driving member 31 is a driving motor, and the transmission assembly 32 includes a plurality of transmission gears. One of the transmission gears is sleeved on the output shaft of the driving motor, and one of the transmission gears is sleeved on the steering drive shaft 1 and connected to the nut pair 21, thereby playing a role in power transmission.

[0046] In some embodiments, the nut pair 21 can be a ball screw nut pair or a planetary roller screw nut pair. In other embodiments, the nut pair 21 can also be other forms of nut pairs, as long as it can drive the steering drive shaft 1 to reciprocate axially through the threaded section 11.

[0047] As Figures 2 to 4 shown, the transmission assembly 32 includes an input wheel 321, a transmission belt 322, and an output wheel 323. The output wheel 323 is sleeved on the steering drive shaft 1 and connected to the nut pair 21 and can rotate synchronously. The input wheel 321 is drivingly connected to the driving member 31, and the transmission belt 322 is sleeved outside the input wheel 321 and the output wheel 323. The transmission belt 322 can transmit the power of the input wheel 321 to the output wheel 323, so that the driving motor can drive the nut pair 21 to rotate.

[0048] It should be noted that the transmission belt 322 is a synchronous belt, the input wheel 321 and the output wheel 323 are both synchronous wheels, or the transmission assembly 32 further includes a tensioning wheel that abuts against the transmission belt 322 to tension the transmission belt 322, thereby preventing the transmission belt 322 from slipping.

[0049] To better realize the steering function of the vehicle, the steering system further includes a controller 6. The controller 6 is electrically connected to the driving member 31. The controller 6 can issue a control instruction to the driving member 31, and the driving member 31 drives the wheels to rotate at an appropriate speed and angle according to the control instruction.

[0050] In this embodiment, the steering system further includes a sensor 5. The sensor 5 is fixedly arranged on the housing 2 and communicates with the controller 6. The sensor 5 can detect the rotation angle of the wheels in real time, ensure the structural safety of the rotation angle of the wheels and the control instruction issued by the controller 6, and can also control the motor to output an appropriate torque according to the steering angle of the rear wheels, so as to suppress the reverse force brought by the wheels on the road surface and avoid the interference of the rear wheel steering caused by the road surface impact.

[0051] It should be noted that the steering system uses a ball screw structure for power transmission, which can improve the transmission efficiency. However, the ball screw structure does not have a self-locking function and is easily affected by the reverse force brought by the wheels to the motor. Even if a locking clutch 4 is provided between the motor and the transmission assembly 32 for self-locking, in the case of a particularly large external force impact on the wheel side, the reverse force is likely to cause the transmission assembly 32 to skip teeth or slip, increasing the risk of vehicle out of control.

[0052] As Figures 2 to 5 shown, to solve the above problems, the steering system further includes a locking clutch 4, which is arranged between the transmission component 32 and the nut pair 21. One end of the locking clutch 4 is drivingly connected to the transmission component 32, and the other end of the locking clutch 4 is drivingly connected to the nut pair 21. When the driving member 31 outputs power in the forward direction, the transmission component 32 drives the nut pair 21 to rotate through the locking clutch 4, and then drives the steering drive shaft 1 to axially move to realize the steering of the vehicle. When an external force impacts the wheel side and generates a reverse force, the steering drive shaft 1 outputs power in the reverse direction. The movement of the steering drive shaft 1 drives the nut pair 21 to rotate, and the locking clutch 4 will lock.

[0053] Among them, the driving member 31 outputting power in the forward direction means that the driving member 31 outputs power to the locking clutch 4 to generate torque, and this power is generated by the rotor assembly of the driving member 31. The steering drive shaft 1 outputting power in the reverse direction means that the steering drive shaft 1 outputs power to the locking clutch 4 to generate torque, and this power is driven by the impact force received on the wheel side to move the steering drive shaft 1, and then drives the nut pair 21 to rotate. That is to say, the reverse force generated on the wheel side will not be transmitted to the transmission component 32 through the locking clutch 4, which can avoid the transmission component 32 from jumping teeth or slipping, so that the steering angle of the wheel is the same as the preset angle, reducing the risk of vehicle out of control.

[0054] In this embodiment, the locking clutch 4 includes a friction ring 41, a transmission member 42, and a plurality of movable members 43. The friction ring 41 is fixedly arranged in the housing 2. The transmission member 42 is coaxially connected to the nut pair 21 and rotates synchronously. That is to say, when the steering drive shaft 1 moves axially, the transmission member 42 makes a rotational motion. The transmission member 42 is provided with a radial protrusion 423. The movable members 43 are arranged at intervals in the friction ring 41, and the radial protrusion 423 is located between adjacent movable members 43. When the driving member 31 outputs power in the forward direction, the plurality of movable members 43 approach each other. When the steering drive shaft 1 outputs power in the reverse direction through the transmission member 42, the movable members 43 abut against the inner wall of the friction ring 41 to limit the rotation of the movable members 43 relative to the friction ring 41.

[0055] In this steering system, when the driving member 31 drives the output wheel 323 to rotate, the output wheel 323 will drive the plurality of movable members 43 to rotate accordingly, and make the movable members 43 approach each other during the rotation, so as to clamp the radial protrusion 423 of the transmission member 42, drive the nut pair 21 to rotate through the transmission member 42, and then control the steering drive shaft 1 to axially move along its own axis, pulling the wheel to realize steering. When an external force impacts the wheel side and generates a reverse force, the transmission member 42 pushes the movable members 43 through the radial protrusion 423, and part of the positions of the movable members 43 can abut against the inner wall of the friction ring 41 to play a locking role, avoiding the continuous transmission of the reverse force, and having a fast response speed and high reliability.

[0056] In this embodiment, the multiple movable members 43 need to be able to move closer to each other along the radial direction of the clutch to clamp the radial protrusions 423 when the driving member 31 outputs power, and also need to rotate eccentrically when the radial protrusions 423 generate power on the movable members 43. To achieve the above object, the locking clutch 4 further includes a connecting rod 44, and each movable member 43 is pivotally connected to the output wheel 323 through the connecting rod 44. Due to the existence of the connecting rod 44, the degree of freedom of the movable member 43 becomes higher, so that different actions can be generated for power inputs in different directions.

[0057] Specifically, the connecting rod 44 is pivotally connected to the output wheel 323 through a first shaft 45, and the connecting rod 44 is pivotally connected to a movable member 43 through a second shaft 46. Along the radial direction of the locking clutch 4, the first shaft 45 is located inside the second shaft 46. When the output wheel 323 rotates as a power input, the first shaft 45 will pull the connecting rod 44 to rotate, and at the same time the connecting rod 44 will drive the second shaft 46 to move inward, thereby driving the movable member 43 to move inward, and the multiple movable members 43 can clamp the radial protrusions 423; when the nut pair 21 rotates as a power input, the radial protrusions 423 will abut against the movable member 43, and the abutting force is an eccentric force, which can make the movable member 43 rotate around the second shaft 46, so that the movable member 43 can partially abut against the friction wheel and play a locking role.

[0058] In this embodiment, the locking clutch 4 further includes an elastic member (not shown in the figure). The elastic member is disposed between the two movable members 43 that press against the radial protrusions 423 and is connected to both of the two movable members 43. The elastic member is configured to drive the two movable members 43 to move away from each other. The setting of the elastic member can improve the stability of the two movable members 43, so that when the two movable members 43 are not subjected to the force transmitted by the nut pair 21 through the radial protrusions 423, the deflection of the movable members 43 is prevented, and a stable distance between the movable members 43 and the friction ring 41 is ensured.

[0059] In addition, the transmission member 42 is provided with a plurality of radial protrusions 423, and each radial protrusion 423 is located between adjacent transmission members 42. The setting of the plurality of radial protrusions 423 makes the transmission of the internal force of the clutch stable and symmetric regardless of the rotation directions of the transmission member 42 and the output wheel 323.

[0060] To ensure the balance of the multiple movable members 43 in the clutch, the multiple movable members 43 have a symmetric structure. An elastic member is disposed between every two adjacent movable members 43 in the clutch, and the multiple elastic members are the same. The multiple elastic members act together on the multiple movable members 43 to make the acting forces of the multiple movable members 43 evenly distributed.

[0061] For example, when the driving member 31 outputs power in the forward direction, at this time, the output wheel 323 rotates at a low speed and has a small torque. The multiple movable members 43 are stably close to each other under the drive of their respective connecting rods 44, and the acting forces between them are evenly distributed in the circumferential direction, so that the multiple movable members 43 jointly clamp the multiple radial protrusions 423, thereby enabling the transmission member 42 to rotate stably; when the transmission member 42 outputs power in the reverse direction, the multiple radial protrusions 423 of the transmission member 42 respectively abut against one movable member 43 on one side, and the rotation speed is high and the torque is high. At this time, the movable member 43 is subjected to a large torque and rotates around its respective second shaft 46 and abuts against the inner side of the friction ring 41. That is to say, the positions where the multiple movable members 43 abut against the inner side of the friction ring 41 are evenly distributed in the circumferential direction of the clutch, ensuring that the clutch can still have stable power and disperse the load when it is subjected to a large impact inside, ensuring stability and improving the service life.

[0062] As Figures 4 to 6 shown, the output wheel 323 is convexly provided with a balance portion 3231, and the movable member 43 is provided with a balance groove 431. Along the circumferential direction of the locking clutch 4, at least one end of the balance portion 3231 abuts against the corresponding inner wall of the balance groove 431. By the balance portion 3231 abutting against the inner wall of the balance groove 431, a force can be provided to maintain the stability of the movable member 43 in the circumferential direction of the clutch when the movable member 43 is in a stable state. When the output wheel 323 rotates, the balance portion 3231 can also ensure that the movable members 43 rotate smoothly and approach each other.

[0063] Preferably, both ends of the balance portion 3231 abut against the corresponding inner walls of the balance groove 431 to further improve the stability of the movable member 43.

[0064] Further, along the direction radially inward of the locking clutch 4, the width of the balance groove 431 gradually decreases. That is to say, there is a large degree of freedom between the balance portion 3231 and the balance groove 431. The balance portion 3231 only abuts against both ends of the balance groove 431 to further improve the stability of the movable member 43 when the movable member 43 is in a stable state; when the transmission member 42 is used as power, the balance portion 3231 will not hinder the rotation of the movable member 43 around the second shaft 46, and thus will not affect the locking function of the locking clutch 4.

[0065] As Figure 4 shown, the transmission member 42 includes a transmission portion 421 and a connection portion 422. The radial protrusion 423 is convexly provided on the side wall of the transmission portion 421, and the connection portion 422 is sleeved on the outer periphery of the nut pair 21. Among them, the transmission portion 421 extends into the friction ring 41 so that the radial protrusion 423 can be located between the movable members 43, and the connection portion 422 is sleeved on the outer periphery of the nut pair 21. On the one hand, it can make the force more uniform when torque is transmitted between the two, and on the other hand, it can ensure the coaxiality between the transmission member 42 and the nut pair 21.

[0066] Furthermore, a limiting ring groove is formed on the surface of the nut pair 21, and a locking ring 22 is arranged in the limiting ring groove. A part of the locking ring 22 protrudes from the surface of the nut pair 21. When the connecting part 422 is sleeved on the outer periphery of the nut pair 21, the connecting part 422 presses the locking ring 22 to ensure the stability of the connection between the transmission part 42 and the nut pair 21.

[0067] The above content is only a preferred embodiment of the present invention. For those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. The content of this specification should not be construed as a limitation to the present invention.

Claims

1. A steering system, characterized in that: include: A housing (2), wherein a steering drive shaft (1) and a nut pair (21) sleeved on the steering drive shaft (1) are movably arranged in the housing (2), a threaded section (11) is arranged on the steering drive shaft (1), and the nut pair (21) is threadedly connected to the threaded section (11); A driving mechanism (3) comprises a driving member (31) and a transmission assembly (32), wherein the transmission assembly (32) comprises an output wheel (323), wherein the output wheel (323) is sleeved on the steering drive shaft (1) and is in transmission connection with the driving member (31); A locking clutch (4) is arranged between the output wheel (323) and the nut pair (21); one end of the locking clutch (4) is drivingly connected to the transmission assembly (32), and the other end of the locking clutch (4) is drivingly connected to the nut pair (21); when the driving member (31) outputs power in the forward direction, the transmission assembly (32) drives the nut pair (21) to rotate through the locking clutch (4); when the steering drive shaft (1) outputs power in the reverse direction, the locking clutch (4) will be locked.

2. The steering system according to claim 1, characterized in that: The locking clutch (4) comprises a friction ring (41), a transmission member (42) and a plurality of movable members (43); the friction ring (41) is fixedly arranged in the housing (2); the transmission member (42) is coaxially connected to the nut pair (21) and rotates synchronously; the transmission member (42) is provided with a radial protrusion (423); the movable members (43) are arranged at intervals from each other; all the movable members (43) are located on the friction ring (41) and connected to the output wheel (323); ), the radial protrusion (423) is located between adjacent movable parts (43); when the driving part (31) outputs power in the forward direction, the plurality of movable parts (43) move radially inward to press against the radial protrusion (423), thereby driving the transmission part (42) to rotate; when the steering drive shaft (1) outputs power in the reverse direction, the movable part (43) abuts against the inner wall of the friction ring (41) to limit the rotation of the movable part (43) relative to the friction ring (41).

3. The steering system according to claim 2, characterized in that: The locking clutch (4) further comprises a connecting rod (44), wherein the connecting rod (44) is pivotally connected to the output wheel (323) via a first shaft (45), and the connecting rod (44) is pivotally connected to one of the movable members (43) via a second shaft (46), and along the radial direction of the locking clutch (4), the first shaft (45) is located on the inner side of the second shaft (46).

4. The steering system according to claim 2, characterized in that: The locking clutch (4) further comprises an elastic member, which is arranged between the two movable members (43) pressed against the radial protrusion (423) and connected to both movable members (43), and the elastic member is configured to drive the two movable members (43) to move away from each other.

5. The steering system according to claim 4, characterized in that: The output wheel (323) is provided with a balancing portion (3231) protruding therefrom, and the movable member (43) is provided with a balancing groove (431). Along the circumference of the locking clutch (4), at least one end of the balancing portion (3231) abuts against an inner wall corresponding to the balancing groove (431).

6. The steering system according to claim 5, characterized in that: Along the radial inward direction of the locking clutch (4), the width of the balancing groove (431) gradually decreases.

7. The steering system according to claim 2, characterized in that: The transmission member (42) is provided with a plurality of radial protrusions (423), and each radial protrusion (423) is located between adjacent transmission members (42).

8. The steering system according to claim 2, characterized in that: The transmission member (42) comprises a transmission portion (421) and a connection portion (422), the radial protrusion (423) is protruding from the side wall of the transmission portion (421), and the connection portion (422) is sleeved on the outer periphery of the nut pair (21).

9. The steering system according to claim 1, characterized in that: The transmission assembly (32) further comprises an input wheel (321) and a transmission belt (322); the input wheel (321) is transmission-connected to the driving member (31); and the transmission belt (322) is sleeved on the outside of the input wheel (321) and the output wheel (323).

10. A vehicle, characterized in that: The invention comprises two wheels and a steering system according to any one of claims 1 to 9, wherein the steering system is used for driving the two wheels to steer.

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