CN211869498U

CN211869498U - Vehicle steering system and vehicle

Info

Publication number: CN211869498U
Application number: CN201922133198.1U
Authority: CN
Inventors: 张鹏
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2020-11-06
Anticipated expiration: 2029-11-29

Abstract

The present disclosure relates to a vehicle steering system and a vehicle, the vehicle steering system including a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft including a first shaft section and a second shaft section, the vehicle steering system including a clutch mechanism provided between the first shaft section and the second shaft section such that the first shaft section and the second shaft section have an engaged state in which a transmission connection is established between the first shaft section and the second shaft section and a disengaged state in which the transmission connection between the first shaft section and the second shaft section is disconnected, the vehicle steering system including a lead screw type clutch driving mechanism that drives one of the first shaft section and the second shaft section to be axially movable relative to the other thereof to effect switching of the engaged state and the disengaged state. Through the technical scheme, the vehicle steering system can realize the clutch between the steering wheel and the steering gear, so that the vehicle has two modes of real vehicle driving and simulated driving.

Description

Vehicle steering system and vehicle

Technical Field

The present disclosure relates to the field of vehicle technology, and in particular, to a vehicle steering system and a vehicle.

Background

In a vehicle, a steering column is a connecting part installed between a steering wheel and a steering gear, is mainly used for controlling the vehicle traveling direction, transmitting torque, and absorbing energy when the vehicle is impacted, and is an important component in a vehicle steering system.

In the related art, a steering shaft at an input end of a steering column is connected with a steering wheel, a steering shaft at an output end of the steering column is connected with a steering gear, and when the steering is performed, torque is transmitted to the steering gear through the steering column by operating the steering wheel so as to realize vehicle steering.

SUMMERY OF THE UTILITY MODEL

The purpose of this disclosure is to provide a vehicle steering system and vehicle, this vehicle steering system can realize the separation and reunion between steering wheel and the steering gear to make the vehicle have two kinds of modes of real driving and simulated driving.

In order to accomplish the above object, the present disclosure provides a vehicle steering system including a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft includes a first shaft section and a second shaft section, the vehicle steering system includes a clutch mechanism provided between the first shaft section and the second shaft section such that the first shaft section and the second shaft section have an engaged state and a disengaged state, in the engaged state, a driving connection is established between the first shaft section and the second shaft section, and in the disengaged state, the transmission connection between the first shaft section and the second shaft section is disconnected, the vehicle steering system comprises a screw rod type clutch driving mechanism, the screw clutch drive mechanism drives one of the first shaft section and the second shaft section to be axially movable relative to the other to effect switching between the engaged state and the disengaged state.

Optionally, the clutch mechanism includes a sliding sleeve capable of moving axially relative to the steering column, the first shaft section is supported in the sliding sleeve through a first bearing so as to guide the axial movement of the first shaft section through the sliding sleeve, and the screw clutch driving mechanism includes an actuating device and a screw transmission device, wherein the actuating device is in transmission connection with the sliding sleeve through the screw transmission device so as to drive the sliding sleeve to move axially.

Optionally, the clutch mechanism set up in the steering shaft just is located in the steering column, lead screw transmission includes screw and the screw of mutually supporting, the screw with actuating device transmission is connected in order to pass through actuating device drive the screw rotates around its self axis, the screw passes the dodge hole that steering column seted up and is fixed in the sliding sleeve.

Optionally, the actuating device is configured as an electric motor, and the spindle is connected to an output shaft of the electric motor via a coupling.

Optionally, the screw transmission device includes a screw and a nut that are engaged with each other, one end of the screw is fixed to the sliding sleeve, the screw extends in parallel with the axial direction, and the nut is in transmission connection with the actuating device to drive the nut to rotate around its own axis through the actuating device.

Optionally, the actuating device is configured as a motor, and the nut is coaxially connected to an output shaft of the motor.

Optionally, the first bearing is fixed to the first shaft section and to the sliding sleeve.

Optionally, the clutch mechanism includes a male fitting portion and a female fitting portion that are capable of being positively fitted to each other, one of the male fitting portion and the female fitting portion is formed at a lower end of the first shaft section, the other of the male fitting portion and the female fitting portion is formed at an upper end of the second shaft section, and the first shaft section and the second shaft section are in an engaged state when the male fitting portion and the female fitting portion are fitted.

Optionally, the male mating portion is configured as a protrusion protruding axially from the corresponding end surface, the female mating portion is configured as a groove recessed axially from the corresponding end surface, the protrusion is configured as a wedge-shaped protrusion tapering in a direction away from the corresponding end surface, the groove is configured as a wedge-shaped groove tapering from the notch to the bottom of the groove, and the wedge-shaped protrusion and the wedge-shaped groove are adapted to each other in shape.

On the basis of the technical scheme, the vehicle comprises the vehicle steering system.

Through the technical scheme, when the vehicle steering system works, the screw rod type clutch driving mechanism drives one of the first shaft section and the second shaft section to move axially relative to the other one of the first shaft section and the second shaft section so that the clutch mechanism is in an engaged state, at the moment, transmission connection is established between the first shaft section and the second shaft section, and the torque of a driver for operating a steering wheel is transmitted to the steering gear through the upper shaft, the first shaft section, the second shaft section and the transmission shaft so as to realize vehicle steering; the screw rod type clutch driving mechanism drives one of the first shaft section and the second shaft section to move axially relative to the other one of the first shaft section and the second shaft section so that the clutch structure is in a separation state, at the moment, the first shaft section and the second shaft section are disconnected in transmission, the steering wheel and the steering gear are disconnected, the steering gear cannot work when the steering wheel is rotated, but the steering wheel still can drive components such as a combination switch, a clock spring, an angle sensor and the like to normally run, the steering wheel in the state can be used as a simulator for vehicle driving, steering wheel corner signals can be output to vehicle-mounted equipment or external equipment, and therefore simulated driving is achieved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a schematic perspective view of a vehicle steering system according to a first embodiment of the present disclosure;

fig. 2 is a cross-sectional schematic view of a partial structure of a vehicle steering system provided in a first embodiment of the present disclosure, in which a first shaft segment and a second shaft segment are shown in an engaged state;

fig. 3 is a cross-sectional schematic view of a partial structure of a vehicle steering system provided in a first embodiment of the present disclosure, in which a first shaft segment and a second shaft segment are shown in a separated state;

FIG. 4 is a cross-sectional schematic view of a clutching mechanism of a vehicle steering system provided by a first embodiment of the present disclosure, showing a first shaft segment and a second shaft segment in an engaged state;

FIG. 5 is a cross-sectional schematic view of the clutch mechanism of the vehicle steering system provided by the first embodiment of the present disclosure, showing the first and second shaft segments in a disengaged state;

fig. 6 is a cross-sectional schematic view of a partial structure of a vehicle steering system provided in a second embodiment of the present disclosure, in which a first shaft segment and a second shaft segment are shown in an engaged state;

fig. 7 is a cross-sectional schematic view of a partial structure of a vehicle steering system provided in a second embodiment of the present disclosure, in which a first shaft segment and a second shaft segment are shown in a separated state;

FIG. 8 is a cross-sectional schematic view of a clutching mechanism of a vehicle steering system provided by a second embodiment of the present disclosure, showing a first shaft segment and a second shaft segment in an engaged state;

fig. 9 is a cross-sectional schematic view of a clutch mechanism of a vehicle steering system according to a second embodiment of the present disclosure, in which a first shaft segment and a second shaft segment are shown in a disengaged state.

Description of the reference numerals

101-upper shaft, 102-first shaft section, 103-second shaft section, 1041-positive fit, 1042-negative fit, 105-steering column, 106-sliding sleeve, 1062-stop flange, 107-first bearing, 108-second bearing, 109-elastic bias, 1010-sliding bearing, 112-stop, 113-circlip, 114-steering knuckle;

520-motor, 531-lead screw and 532-nut.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise stated, the use of the directional terms such as "up and down" is defined on a vehicle basis, and "up and down" refers to the corresponding up and down directions in the height direction of the vehicle, and for a steering system of the vehicle, the rotation of the steering wheel input is transmitted in the direction of the steering shaft, the steering transmission shaft, and the steering gear, and may be considered to be transmitted in the direction from the top to the bottom. Further, "inside and outside" are "inside and outside" with respect to the contour of the corresponding component itself. Furthermore, the terms "first, second, etc. are used herein to distinguish one element from another, and are not necessarily sequential or significant. Furthermore, in the following description, when referring to the figures, the same reference numbers in different figures denote the same or similar elements, unless otherwise explained. The foregoing definitions are provided to illustrate and describe the present disclosure only and should not be construed to limit the present disclosure.

According to a specific embodiment of the present disclosure, a vehicle steering system is provided, which comprises a steering shaft and a steering transmission shaft, the steering shaft or the steering transmission shaft comprising a first shaft segment 102 and a second shaft segment 103, the vehicle steering system comprising a clutch mechanism arranged between the first shaft segment 102 and the second shaft segment 103, such that the first shaft segment 102 and the second shaft segment 103 have an engaged state in which a transmission connection is established between the first shaft segment 102 and the second shaft segment 103, and a disengaged state in which the transmission connection between the first shaft segment 102 and the second shaft segment 103 is disconnected. The vehicle steering system includes a lead screw type clutch driving mechanism that drives one of the first shaft segment 102 and the second shaft segment 103 to be axially movable relative to the other thereof to effect switching of the engaged state and the disengaged state.

In the engaged state, a transmission connection is established between the first shaft section 102 and the second shaft section 103, so that a transmission connection state is formed between the steering wheel and the steering gear, and at the moment, the rotation of the steering wheel operated by a driver can be transmitted to the steering gear to realize the steering of the vehicle; under the separation state, the transmission connection between the first shaft section 102 and the second shaft section 103 is disconnected, so that the transmission connection between the steering wheel and the steering gear is disconnected, at the moment, the rotation of the steering wheel cannot be transmitted to the steering gear to further enable the steering gear to work, but the rotation of the steering wheel still can drive components such as a combination switch, a clock spring, an angle sensor and the like to normally run, namely the steering wheel can send a corner signal as usual, so that the steering wheel in the state can be used as a simulator for vehicle driving, the corner signal of the steering wheel can be output to vehicle-mounted equipment or external equipment, and the driving can be simulated.

The screw type clutch driving mechanism has self-locking capacity and can lock the first shaft section 102 and the second shaft section 103 in an engaged state or a separated state.

Generally, in a vehicle steering system, a steering wheel, a steering shaft, a steering transmission shaft, and a steering gear are connected in this order. In order to enable the driver to drive the vehicle in a comfortable posture, the steering shaft may include an upper shaft 101 and a lower shaft, an upper end of the upper shaft 101 is used for connecting a steering wheel, a lower end of the lower shaft is used for connecting a steering transmission shaft, a lower end of the upper shaft 101 and an upper end of the lower shaft are in transmission connection (for example, connected through a spline structure), and the upper shaft 101 is axially movable relative to the lower shaft to enable height adjustment of the steering wheel.

Therefore, the above-described clutch mechanism may be provided on at least any one of the steering transmission shaft, the upper shaft 101, and the lower shaft. In some embodiments, the clutch mechanism is disposed on the lower shaft. At this time, in order to facilitate the arrangement of the clutch mechanism, the lower shaft is divided into the first shaft segment 102 and the second shaft segment 103, an upper end of the first shaft segment 102 is connected to the upper shaft 101, and a lower end of the first shaft segment 102 is connected to an upper end of the second shaft segment 103 through the clutch mechanism and is movable in the axial direction with respect to the second shaft segment 103. In other embodiments, a clutch mechanism is provided on upper shaft 101. At this time, the upper shaft 101 is divided into the first shaft segment 102 and the second shaft segment 103, an upper end of the second shaft segment 103 is connected to a steering wheel, a lower end of the second shaft segment 103 is connected to an upper end of the first shaft segment 102 through the clutch mechanism, and the first shaft segment 102 is movable in an axial direction with respect to the second shaft segment 103. Under the action of an external force, the first shaft segment 102 moves up and down in the axial direction relative to the second shaft segment 103 to switch the first shaft segment 102 and the second shaft segment 103 between the disengaged state and the engaged state.

In this regard, the present disclosure is not particularly limited, and is described in detail below only with an example in which the clutch mechanism is provided on the lower shaft and the first shaft section is movable. Wherein the sliding sleeve 106 can be directly supported in the steering column 105 through the sliding bearing 1010 to reduce sliding friction between the sliding sleeve 106 and the steering column 105, reduce wear of the sliding sleeve 106, and thereby reduce resistance of the sliding sleeve 106 during the axial movement.

In the specific embodiments provided by the present disclosure, the clutch mechanism may be configured in any suitable manner. The clutch mechanism will be described below by way of example in only two configurations, however, the disclosure is not limited thereto and the clutch mechanism may be configured in other suitable manners.

First construction mode of the clutch mechanism: referring to fig. 4 and 5, the first bearing 107 is fixed to the first shaft segment 102 by a stopper of a circlip 113, and an outer ring of the first bearing 107 is clearance-fitted in the sliding sleeve 106 to move axially in the sliding sleeve 106 together with the first shaft segment 102. The second shaft section 103 is supported and fixed in the steering column 105 by a second bearing 108. The lower port of the sliding sleeve 106 is configured with a stop flange 1062 extending radially inward to restrain the first bearing 107 in the sliding sleeve 106, and a resilient biasing member 109 is provided between the first bearing 107 and the sliding sleeve 106, the resilient biasing member 109 pressing the first bearing 107 toward the stop flange 1062.

Second construction of the clutch mechanism: referring to fig. 8 and 9, the first bearing 107 is fixed in the sliding sleeve 106, the first bearing 107 is fixed to the first shaft segment 102 by a stop of a circlip 113, an outer ring of the first bearing 107 is interference-fitted in the sliding sleeve 106, and a lower port of the sliding sleeve 106 is configured with a stop flange 1062 extending radially inward to limit the position of the first bearing 107 in the sliding sleeve 106 together with the circlip 113. Unlike the clutch mechanism shown in fig. 5 and 6, the first bearing 107 is fixed in the sliding sleeve 106, and therefore, the elastic biasing member 109 and the stopper 112 are not provided.

In the specific implementation manner provided by the present disclosure, the screw clutch driving mechanism includes an actuating device and a screw transmission device, and the actuating device is in transmission connection with the sliding sleeve 106 through the screw transmission device to drive the sliding sleeve 106 to move along the axial direction.

Wherein, the screw transmission device may include a screw 531 and a nut 532 which are matched with each other. Alternatively, the lead screw 531 is in transmission connection with the actuator to drive the lead screw 531 to rotate around its own axis through the actuator, and the nut 532 passes through an avoiding hole formed in the steering column 105 and is fixed to the sliding sleeve 106. Thus, rotation of the lead screw 531 can be converted into axial movement of the sliding sleeve 106 by the nut 532. The forward rotation of the screw 531 can move the sliding sleeve 106 in one direction, the reverse rotation of the screw 531 can move the sliding sleeve 106 in the opposite direction, and when the screw 531 stops rotating, the movement of the sliding sleeve 106 also stops immediately, so that the locking is realized. Therefore, it is not necessary to provide an additional locking mechanism, which is advantageous in reducing the number of parts, simplifying the assembly process, and reducing the cost.

Wherein the actuating device may be configured as a motor 520, and the lead screw 531 may be connected to an output shaft of the motor 520 through a coupling, such that the lead screw and the motor rotate synchronously.

Alternatively, one end of the lead screw 531 is fixed to the sliding sleeve 106, and the lead screw 531 extends in parallel with the axial direction, and the nut 532 is drivingly connected to the actuator to drive the nut 532 to rotate about its own axis by the actuator, whereby the rotation can be converted into linear motion of the sliding sleeve 106 through the lead screw 531.

In this case, the actuator may be configured as a motor 520, and the nut 532 may be coaxially connected with the output shaft of the motor 520 so as to rotate in synchronization with the output shaft of the motor 520.

Fig. 2 and 3 show a first embodiment of the present disclosure, in which the clutch mechanism is constructed in the manner shown in fig. 4 and 5.

The working principle thereof will be described below with reference to fig. 2 to 5:

the first and

second shaft segments

102 and 103 may be considered initially in a disengaged state as shown in fig. 3 and 5, in which the resilient biasing member 109 urges the first bearing 107 against the stop flange 1062. If the motor rotates to drive the sliding sleeve 106 to move downwards through the matching of the lead screw 531 and the nut 532, the first shaft segment 102 is driven to move downwards synchronously. When the first shaft segment 102 comes into contact with the second shaft segment 103, the switching from the disengaged state to the engaged state is completed. While in the process, the resilient biasing member 109 is not deformed. If the screw-type clutch driving mechanism drives the sliding sleeve 106 to move downwards, the first shaft segment 102 will not move axially, but the elastic biasing member 109 is compressed along with the movement of the first bearing 107 and the stop member 112, and the elastic force generated thereby presses the first shaft segment 102 towards the second shaft segment 103, so as to provide a reliable engagement state therebetween, as shown in fig. 2 and 4. Thereafter, when the sliding sleeve 106 abuts against the second bearing 108, the sliding sleeve cannot move continuously.

If it is desired to switch from the engaged state to the disengaged state (i.e., from the state shown in fig. 2 to the state shown in fig. 3, the motor 520 is reversed to move the sliding sleeve 106 upward, in the process, the first shaft segment 102 does not initially move with the movement of the sliding sleeve 106, but the movement of the sliding sleeve 106 causes the first bearing 107 and the stopper 112 to move away from each other, so that the elastic biasing member 109 is deformed until the first bearing 107 abuts against the stopper flange 1062. after that, the first shaft segment 102 starts to move synchronously with the sliding sleeve 106 to move away from the second shaft segment 103, so as to switch from the engaged state to the disengaged state.

Therefore, by controlling the forward and reverse rotations of the motor 520, the length of the rotation, and the like, the engagement or disengagement between the first shaft segment 102 and the second shaft segment 103 can be switched as required.

Fig. 6 and 7 show a second embodiment of the present disclosure, in which the clutch mechanism is constructed in the manner shown in fig. 8 and 9.

In this embodiment, because first shaft segment 102 is fixed to sliding sleeve 106, first shaft segment 102 moves synchronously with sliding sleeve 106. And the sliding sleeve 106 moves synchronously with the nut 532 or the lead screw 531 thereon, so that the real-time position of the first shaft section 102 can be controlled by controlling the forward rotation and the reverse rotation of the motor 520, the rotating time length and the like, thereby requiring switching of the engagement or the disengagement between the first shaft section 102 and the second shaft section 103.

Furthermore, in particular embodiments provided by the present disclosure, the clutch mechanism includes a clutch structure. Taking the example that the clutch mechanism is disposed on the lower shaft, referring to fig. 2 to 9, the clutch structure may include a male fitting portion 1041 and a female fitting portion 1042 capable of being positively fitted to each other, one of the male fitting portion 1041 and the female fitting portion 1042 is formed at a lower end of the first shaft segment 102, the other of the male fitting portion 1041 and the female fitting portion 1042 is formed at an upper end of the second shaft segment 103, and when the male fitting portion 1041 and the female fitting portion 1042 are fitted, the first shaft segment 102 and the second shaft segment 103 are in an engaged state to realize transmission of a rotation torque between the steering wheel and the steering gear. It should be noted here that the mutual fit between the male fitting portion 1041 and the female fitting portion 1042 allows an axial movement between the first shaft segment 102 and the second shaft segment 103 relative to each other, i.e. allows the first shaft segment 102 and the second shaft segment 103 to be freely switched between the engaged state and the disengaged state.

The male mating portions 1041 and the female mating portions 1042, among others, can be configured in any suitable manner. In some embodiments, the male mating portion 1041 may be configured as an external spline and the female mating portion 1042 may be configured as an internal spline shaft bore. When the male matching portion 1041 and the female matching portion 1042 are matched with each other, a transmission connection is established between the first shaft segment 102 and the second shaft segment 103, and the first shaft segment 102 and the second shaft segment 103 cannot rotate relative to each other, and in the process that the male matching portion 1041 and the female matching portion 1042 are converted from a mutual matching state to a disengagement state, the first shaft segment 102 can move axially relative to the second shaft segment 103, so that the male matching portion 1041 and the female matching portion 1042 are separated from each other (i.e., disengaged, and thus the transmission connection between the steering wheel and the steering gear is disconnected.

In other embodiments, referring to fig. 2 to 9, the male fitting portion 1041 may be configured as a protrusion protruding axially from the corresponding end surface, and the female fitting portion 1042 may be configured as a groove recessed axially from the corresponding end surface, for example, the protrusion may be a cross-shaped protrusion or a straight protrusion, and correspondingly, the groove may be a cross-shaped groove or a straight groove. As shown in fig. 2 to 9, the protrusion may be configured as a wedge-shaped protrusion that tapers in a direction away from the corresponding end surface, the groove is configured as a wedge-shaped groove that tapers from the notch to the groove bottom, and the wedge-shaped protrusion and the wedge-shaped groove are adapted to each other in shape, and when the first shaft segment 102 and the second shaft segment 103 are in an engaged state and a pressing force is applied therebetween, the protrusion and the groove can be closely fitted, so that a gap between the first shaft segment 102 and the second shaft segment 103 can be eliminated, and reliable transmission of torque is facilitated.

Therefore, in one embodiment provided by the present disclosure, as shown in fig. 2 to 5, in the case where the wedge-shaped groove and the wedge-shaped protrusion are provided together with the elastic biasing member 109, the interaction force between the first shaft segment 102 and the second shaft segment 103 can be increased by compressing the elastic biasing member 109, so that the wedge-shaped groove and the wedge-shaped protrusion are closely fitted, and the rotation from the steering wheel can be accurately transmitted downward to the steering gear.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A vehicle steering system comprising a steering shaft and a steering transmission shaft, characterized in that the steering shaft or the steering transmission shaft comprises a first shaft section (102) and a second shaft section (103), the vehicle steering system comprising a clutch mechanism arranged between the first shaft section (102) and the second shaft section (103) such that the first shaft section (102) and the second shaft section (103) have an engaged state in which a transmission connection is established between the first shaft section (102) and the second shaft section (103) and a disengaged state in which the transmission connection between the first shaft section (102) and the second shaft section (103) is broken, the vehicle steering system comprising a lead screw clutch drive mechanism driving one of the first shaft section (102) and the second shaft section (103) to be axially movable relative to the other, to effect switching between the engaged state and the disengaged state.

2. The vehicle steering system according to claim 1, characterized in that the clutch mechanism comprises a sliding sleeve (106) which is axially movable relative to a steering column (105), the first shaft section (102) being supported in the sliding sleeve (106) by a first bearing (107) for guiding an axial movement of the first shaft section (102) by the sliding sleeve (106),

the screw type clutch driving mechanism comprises an actuating device and a screw transmission device, wherein the actuating device is in transmission connection with the sliding sleeve (106) through the screw transmission device so as to drive the sliding sleeve (106) to move along the axial direction.

3. The vehicle steering system according to claim 2, wherein the clutch mechanism is disposed on the steering shaft and located in the steering column (105), the screw transmission device includes a screw (531) and a nut (532) that are engaged with each other, the screw (531) is in transmission connection with the actuator device to drive the screw (531) to rotate around its own axis through the actuator device, and the nut (532) passes through an avoiding hole formed in the steering column (105) and is fixed to the sliding sleeve (106).

4. A vehicle steering system according to claim 3, characterized in that the actuating means is configured as a motor (520), the lead screw (531) being connected to an output shaft of the motor (520) via a coupling.

5. A vehicle steering system according to claim 2, wherein the lead screw transmission comprises a lead screw (531) and a nut (532) cooperating with each other, one end of the lead screw (531) being fixed to the sliding sleeve (106) and the lead screw (531) extending parallel to the axial direction of the steering column (105), the nut (532) being in transmission connection with the actuating means to drive the nut (532) about its own axis by the actuating means.

6. The vehicle steering system according to claim 5, characterized in that the actuating means is configured as an electric motor (520), the nut (532) being coaxially connected with an output shaft of the electric motor (520).

7. The vehicle steering system according to claim 2, characterized in that the first bearing (107) is fixed to the first shaft section (102) and to the sliding sleeve (106).

8. The vehicle steering system according to any one of claims 1 to 7, characterized in that the clutch mechanism comprises a male fitting portion (1041) and a female fitting portion (1042) that are positively fitted to each other, one of the male fitting portion (1041) and the female fitting portion (1042) being formed at a lower end of the first shaft segment (102), the other of the male fitting portion (1041) and the female fitting portion (1042) being formed at an upper end of the second shaft segment (103), the first shaft segment (102) and the second shaft segment (103) being in an engaged state when the male fitting portion (1041) and the female fitting portion (1042) are fitted.

9. The vehicle steering system according to claim 8, wherein the male engagement portion (1041) is configured as a protrusion protruding axially out of the respective end face, the female engagement portion (1042) is configured as a recess recessed axially into the respective end face, the protrusion is configured as a wedge-shaped protrusion tapering in a direction away from the respective end face, the recess is configured as a wedge-shaped recess tapering from the notch to the bottom of the recess, and the wedge-shaped protrusion and the wedge-shaped recess are shaped to fit each other.

10. A vehicle characterized in that the vehicle comprises a vehicle steering system according to any one of claims 1 to 9.