Vehicle suspension system

Abstract

A vehicle suspension system includes: a support member coupled to a vehicle body; a damper connecting the support member and the vehicle body and absorbing a road impact; a steering section pivotally mounted on the support member; and an in-wheel motor section linked to the steering section and mounted on the wheel to provide a driving force. According to the present disclosure, since the steering section is pivotally supported on the support member and the steering angle of the wheel and the in-wheel motor section coupled to the steering section can be independently adjusted, various driving modes can be implemented while improving driving stability without a pull rod.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to a vehicle suspension system, and more particularly, to a vehicle suspension system that omits a tie rod to ensure a packaging space, enables various driving modes, and can be used for both front and rear wheels. Background Art

[0002] In recent years, vehicles have become more than just means of transportation and have become an extension of living spaces, and purpose-built vehicles (PBVs) with spacious interior spaces have received increasing attention. These purpose-built vehicles expand the interior space by applying in-wheel motors that directly drive the wheels by arranging drive motors inside the respective wheels, rather than arranging the drive motors in the position of internal combustion engines as in conventional electric vehicles.

[0003] However, due to the adoption of in-wheel motors, the space inside the wheels is more restricted compared to conventional configurations, the turning radius increases, and wheel alignment deteriorates during large steering movements. Therefore, improvement of the above problems is required.

[0004] The background art of the present disclosure is disclosed in the unexamined Korean Patent Publication No. 10-2019-0041855 (published on April 23, 2019) with the title "Steering System for In-Wheel Motor Vehicles". Summary of the Utility Model

[0005] Respective embodiments relate to a vehicle suspension system that omits a tie rod to ensure a packaging space, enables various driving modes, and can be used for both front and rear wheels.

[0006] In one embodiment, a vehicle suspension system includes: a support member coupled to a vehicle body; a shock absorber connected to the support member and the vehicle body and absorbing road surface shocks; a steering section pivotally mounted on the support member; and an in-wheel motor section coupled to the steering section in a linked manner and mounted on a wheel to provide a driving force.

[0007] The support member includes: an upper support portion to which an upper portion of the steering section is coupled; and a lower support portion to which a lower portion of the steering section is pivotally coupled.

[0008] The upper support portion includes: an upper connection portion coupled to the steering section; an upper ball joint portion coupled to the upper connection portion; and a plurality of upper arm portions pivotally mounted along an axial direction of the upper ball joint portion and connected to the vehicle body.

[0009] The upper spherical joint portion includes a plurality of upper spherical joint portions spaced apart from each other, and a plurality of the upper arm portions are respectively mounted on the plurality of the upper spherical joint portions.

[0010] The lower support portion includes: a lower spherical joint portion coupled to the steering section; and a lower arm portion, the lower spherical joint portion being pivotally mounted on the lower arm portion, the lower arm portion being coupled to the vehicle body, and the shock absorber being connected to the lower arm portion.

[0011] The steering section includes: a steering housing portion coupled to the in-wheel motor section; a steering gear portion pivotally received in the steering housing portion and coupled to the support member; and a steering motor portion mounted on the steering housing portion to provide a rotational force to the steering gear portion.

[0012] The steering housing portion includes: a first housing portion coupled to the steering motor portion to receive the steering gear portion in the first housing portion, and the first housing portion having a housing orifice; a second housing portion coupled to the first housing portion to cover the housing orifice, and a portion of the steering gear portion passing through the second housing portion; a third housing portion extending from the first housing portion and coupled to the in-wheel motor section; and a fourth housing portion extending from the third housing portion and coupled to the support member.

[0013] The steering housing portion further includes: a fifth housing portion formed in the second housing portion and meshing with a portion of the steering gear portion.

[0014] The steering gear portion includes: a worm gear pivotally mounted on the steering housing portion and meshing with the steering motor portion to rotate together with the steering motor portion; a sun gear interlocked with the worm gear to rotate together with the worm gear; a plurality of planet gears circumferentially arranged around the sun gear in a meshing manner with the sun gear to rotate together with the sun gear; a carrier structure supporting the plurality of planet gears and fixed to the support member through the steering housing portion; and an annular gear arranged around the planet gears and connected to the steering housing portion to output a rotational force to the steering housing portion.

[0015] The steering motor portion includes: a motor housing portion mounted on the steering housing portion; a motor drive portion received in the motor housing portion; and a motor shaft portion connected to the motor drive portion and inserted into the steering housing portion to provide a rotational force to the steering gear portion.

[0016] In the vehicle suspension system according to the present disclosure, since the steering section is pivotally supported on the support member and since the steering angle of the wheel and the in-wheel motor section coupled to the steering section are adjusted independently, the tie rod is eliminated and various driving modes can be achieved while improving driving stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a view schematically showing a vehicle suspension system according to an embodiment of the present disclosure;

[0018] Figure 2 is a view schematically showing a support member according to an embodiment of the present disclosure;

[0019] Figure 3 is a perspective view schematically showing an upper support portion according to an embodiment of the present disclosure;

[0020] Figure 4 is a sectional view taken along line A-A in Figure 3 ;

[0021] Figures 5A to 5C is a view schematically showing the arrangement of the upper support portion according to an embodiment of the present disclosure;

[0022] Figure 6 is a perspective view schematically showing a lower support portion according to an embodiment of the present disclosure;

[0023] Figure 7 is a sectional view taken along line B-B in Figure 6 ;

[0024] Figure 8 is an exploded perspective view schematically showing a steering section according to an embodiment of the present disclosure;

[0025] Figure 9 is an assembled perspective view schematically showing a steering housing portion according to an embodiment of the present disclosure;

[0026] Figure 10 is an exploded perspective view schematically showing a steering housing portion according to an embodiment of the present disclosure;

[0027] Figure 11 is an assembled perspective view schematically showing a steering gear portion according to an embodiment of the present disclosure;

[0028] Figure 12 is an exploded perspective view schematically showing a steering gear portion according to an embodiment of the present disclosure;

[0029] Figure 13is a cross-sectional view schematically showing a steering gear portion according to an embodiment of the present disclosure; and

[0030] Figure 14 is a view schematically showing a steering motor portion according to an embodiment of the present disclosure. Detailed Embodiments

[0031] Hereinafter, a vehicle suspension system according to an embodiment of the present disclosure will be described with reference to the accompanying drawings. In the specification, for clarity and convenience of description, the thickness of the lines or the dimensions of the components shown in the drawings may be enlarged. In addition, the terms to be described later are terms defined in consideration of the functions in the present disclosure, and these terms may be changed according to the intention of the user or operator or the conventional practice in the art. Therefore, the definitions of these terms should be made based on the entire content of this specification.

[0032] Figure 1 is a view schematically showing a vehicle suspension system according to an embodiment of the present disclosure. Referring to Figure 1 , the vehicle suspension system 1 includes a support member 10, a shock absorber 20, a steering section 30, and an in-wheel motor section 40.

[0033] The support member 10 may be coupled to the vehicle body 100. In one example, there may be two support members 10 respectively arranged above and below.

[0034] The shock absorber 20 may connect the support member 10 and the vehicle body 100, and may absorb road surface shocks. In one example, the shock absorber 20 may have an upper portion coupled to the vehicle body 100 and a lower portion coupled to the support member 10. The shock absorber 20 may adjust its own length using hydraulic pressure or spring force to absorb shocks.

[0035] The steering section 30 is pivotally mounted on the support member 10. The steering section 30 may be supported on the support member 10, and may provide power to cause the wheel 200 to turn and steer when power is provided.

[0036] The in-wheel motor section 40 may be coupled to the steering section 30 in a linked manner. The in-wheel motor section 40 may be mounted on the wheel 200 to provide driving force. In one example, the in-wheel motor section 40 is mounted inside the wheel 200 and may include a stator and a rotor.

[0037] By providing the in-wheel motor section 40 and the steering section 30 coupled to the in-wheel motor section 40 for each wheel 200, each wheel 200 can be independently steered. Since the steering section 30 combined with the in-wheel motor section 40 is supported on the support member 10 to adjust the steering angle of the wheel 200, tie rods can be omitted, thereby increasing the interior space of the vehicle and enabling various driving modes (zero turn, diagonal driving, crab driving).

[0038] Figure 2 is a view schematically showing a support member according to an embodiment of the present disclosure. Referring to Figure 2 , the support member 10 may include an upper support portion 11 and a lower support portion 12.

[0039] An upper portion of the steering section 30 may be coupled to the upper support portion 11. In one example, the upper support portion 11 combined with the upper portion of the steering section 30 may limit the rotation of a part of the steering section 30. The upper support portion 11 is pivotally coupled to the vehicle body 100.

[0040] A lower portion of the steering section 30 is pivotally coupled to the lower support portion 12. In one example, the lower support portion 12 combined with the lower portion of the steering section 30 may cause an axial rotation of the steering section 30.

[0041] Figure 3 is a perspective view schematically showing an upper support portion according to an embodiment of the present disclosure, Figure 4 is a cross-sectional view taken along line A-A in Figure 3 , and Figures 5A to 5C is a view schematically showing the arrangement of the upper support portion according to an embodiment of the present disclosure. Referring to Figures 3 to 5C , the upper support portion 11 may include an upper connection portion 13, an upper spherical joint portion 14, and an upper arm portion 15.

[0042] The upper connection portion 13 may be coupled to the steering section 30. In one example, the upper connection portion 13 may include: a first upper connection portion 131, which is interlocked with the steering gear portion of the steering section 30 to partially limit the rotation of the gear portion; and a second upper connection portion 132, which extends from the first upper connection portion 131.

[0043] The upper spherical joint portion 14 may be coupled to the upper connection portion 13. In one example, the upper spherical joint portion 14 may include an upper spherical portion 141 having a spherical shape and an upper stud portion 142 extending from the upper spherical portion 141.

[0044] A plurality of upper arm portions 15 are pivotally mounted along the axial direction of the upper spherical joint portion 14. The upper arm portion 15 may be connected to the vehicle body 100. In one example, the upper arm portion 15 may include: a first upper arm 151, which is coupled to the upper spherical portion 141 so as to be able to rotate around the axial direction of the upper spherical joint portion 14; and a second upper arm 152, which is coupled to the upper stud portion 142 so as to be able to rotate around the axial direction of the upper spherical joint portion 14. The first upper arm 151 and the second upper arm 152 are pivotally mounted on the vehicle body 100.

[0045] In addition, a plurality of upper spherical joint portions 14 may be coupled to the upper connection portion 13. In this case, the upper arm portions 15 may be respectively mounted on the upper spherical joint portions 14. In one example, a second upper connection portion 132 incorporating two upper spherical joint portions 14 may be constrained to the central portion connecting the two upper spherical joint portions 14 to rotate only in the axial direction, such that the upper connection portion 13 is fixed during steering. In this case, each upper spherical joint portion 14 may be coupled not only directly, but also in various orientations according to vehicle packaging and the geometry of the joint. That is, the upper spherical portion 141 of the upper spherical joint portion 14 may be disposed on the upper side of the second upper connection portion 132 (see Figure 5A ) or the lower side (see Figure 5B ). In addition, the upper spherical portions 141 of the upper spherical joint portion 14 may be respectively disposed on the upper side and the lower side of the second upper connection portion 132 (see Figure 5C ). In addition, the above components may be combined in various ways to provide the behavior of a spherical joint. For example, a stud - stud connection, a stud - pillow ball bushing connection, or a bushing - bushing connection may be made.

[0046] Figure 6 is a perspective view schematically showing a lower support portion according to an embodiment of the present disclosure, and Figure 7 is a cross - sectional view taken along line B - B in Figure 6 . Referring to Figure 6 and Figure 7 , the lower support portion 12 may include a lower spherical joint portion 16 and a lower arm portion 17.

[0047] The lower spherical joint portion 16 may be coupled to the lower portion of the steering section 30. In one example, the lower spherical joint portion 16 may include a lower spherical portion 161 having a spherical shape and a lower stud portion 162 extending from the lower spherical portion 161. The lower stud portion 162 may be coupled to the lower portion of the steering section 30, and the lower spherical portion 161 may be disposed on the lower side of the steering section 30.

[0048] The lower spherical joint portion 16 is pivotally mounted on the lower arm portion 17. The lower arm portion 17 is coupled to the vehicle body 100, and the shock absorber 20 may be connected to the lower arm portion. In one example, the lower arm portion 17 may include: a first lower arm 171 pivotally coupled to surround the lower spherical portion 161; second and third lower arms 172 and 173 extending from the first lower arm 171; and a plurality of fourth lower arms 174 formed at the ends of the second lower arm 172 and the third lower arm 173 and pivotally coupled to the vehicle body 100. The shock absorber 20 may be combined with the second lower arm 172 and the third lower arm 173.

[0049] Figure 8 is an exploded perspective view schematically showing a steering section according to an embodiment of the present disclosure. Referring to Figure 8 , the steering section 30 may include a steering housing portion 50, a steering gear portion 60, and a steering motor portion 70.

[0050] The steering housing portion 50 may be coupled to the in-wheel motor section 40. In one example, similar to a conventional knuckle, the steering housing portion 50 may support the wheel 200 and the tire and may change the direction of the wheel 200.

[0051] The steering gear portion 60 is rotatably received in the steering housing portion 50 and may be coupled to the support member 10. In one example, a part of the steering gear portion 60 may be fixedly coupled to the upper support portion 11, such that the steering housing portion 50 itself can rotate.

[0052] The steering motor portion 70 may be mounted on the steering housing portion 50 to provide a rotational force to the steering gear portion 60. In one example, when powered, the steering motor portion 70 may generate power.

[0053] Figure 9 is an assembled perspective view schematically showing a steering housing portion according to an embodiment of the present disclosure, and Figure 10 is an exploded perspective view schematically showing a steering housing portion according to an embodiment of the present disclosure. Referring to Figure 9 and Figure 10 , the steering housing portion 50 may include a first housing part 51, a second housing part 52, a third housing part 53, and a fourth housing part 54.

[0054] The first housing part 51 may be coupled to the steering motor portion 70. A housing orifice 59 may be formed in the upper side of the first housing part 51. In one example, the first housing part 51 may have an internal space for receiving the steering gear portion 60. A connection orifice 58 may be formed in the side portion of the first housing part 51.

[0055] The second housing part 52 may be coupled to the first housing part 51 to cover the housing orifice 59. A part of the steering gear portion 60 may pass through the second housing part 52. In one example, a seal may be provided between the second housing part 52 and the steering gear portion 60 to prevent foreign matter from entering.

[0056] The third housing part 53 may extend from the first housing part 51 and may be coupled to the in-wheel motor section 40. In one example, the third housing part 53 may extend downward from the first housing part 51 and may be coupled to the central portion of the in-wheel motor section 40.

[0057] The fourth housing part 54 may extend from the third housing part 53 and may be coupled to the support member 10. In one example, the fourth housing part 54 may extend laterally from a lower part of the third housing part 53 and may be coupled to the lower stud part 162.

[0058] According to an embodiment of the present disclosure, the steering housing part 50 may further include a fifth housing part 55. The fifth housing part 55 may be formed in the second housing part 52 and may engage with a part of the steering gear part 60. In one example, the fifth housing part 55 may extend downward from the second housing part 52. The fifth housing part 55 may be integrally formed with the second housing part 52 or may be separately molded and then coupled to the second housing part 52. When the second housing part 52 is coupled to the first housing part 51, the fifth housing part 55 may pass through the housing aperture 59 and be spline-engaged with an output part of the steering gear part 60. Accordingly, the rotational force of the steering gear part 60 may be transmitted to the steering housing part 50 to rotate the steering housing part 50 and the in-wheel motor section 40 connected to the steering housing part 50, thereby adjusting the steering angle of the wheel 200.

[0059] Figure 11 is a schematic perspective assembled view showing a steering gear part according to an embodiment of the present disclosure, Figure 12 is a schematic perspective exploded view showing a steering gear part according to an embodiment of the present disclosure, and Figure 13 is a schematic cross-sectional view showing a steering gear part according to an embodiment of the present disclosure. Referring Figures 11 to 13 , the steering gear part 60 may include a worm gear 61, a sun gear 63, planet gears 64, a carrier structure 65, and a ring gear 66.

[0060] The worm gear 61 is pivotally mounted on the steering housing part 50 and may be interlocked with the steering motor part 70 to rotate together with the steering motor part. In one example, the worm gear 61 may have gear teeth formed circumferentially. The worm gear 61 is rotatably supported by bearings.

[0061] The sun gear 63 may rotate together with the worm gear 61, and a plurality of planet gears 64 may be circumferentially arranged around the sun gear 63. The sun gear 63 may extend from a central axis of the worm gear 61. The sun gear 63 may be integrally molded with the worm gear 61. The planet gears 64 are rotatably interlocked with an outer circumferential surface of the sun gear 63.

[0062] The carrier structure 65 can support a plurality of planetary gears 64 and can be fixed to the support member 10 through the steering housing portion 50. In one example, the carrier structure 65 can include: a first carrier structure portion 651 that interlocks the rotation between the plurality of planetary gears and the sun gear while maintaining the spacing between the plurality of planetary gears 64 and the sun gear 63; and a second carrier structure portion 652 that extends from the first carrier structure portion 651. The second carrier structure portion 652 can be fixedly mounted on the first upper connection portion 131 through the second housing portion 52. Therefore, the carrier structure 65 is restricted from rotating on its own axis, and the planetary gears 64 can rotate around the axis without circumferential offset. In addition, the steering angle sensor 653 can be rotatably mounted on the second carrier structure portion 652 to surround the second carrier structure portion 652. The steering angle sensor 653 can be interlocked with the steering housing portion 50 in a linkage manner such that the steering angle sensor can measure the steering angle while rotating together with the linked steering housing portion 50.

[0063] The ring gear 66 can be arranged to surround the planetary gears 64 and can engage with the steering housing portion 50 to output the rotational force to the steering housing portion 50. In one example, the inner circumferential surface of the ring gear 66 can engage with the planetary gears 64, and the outer circumferential surface of the ring gear 66 can engage with the fifth housing portion 55.

[0064] Figure 14 is a diagram schematically showing a steering motor portion according to an embodiment of the present disclosure. Refer to Figure 14 , the steering motor portion 70 can include a motor housing portion 71, a motor drive portion 72, and a motor shaft portion 73.

[0065] The motor housing portion 71 can be mounted on the steering housing portion 50. In one example, the motor housing portion 71 can be coupled to the side of the first housing portion 51 to cover the connection orifice 58. In addition, the motor drive portion 72 can be accommodated in the motor housing portion 71.

[0066] The motor shaft portion 73 can be connected to the motor drive portion 72 and can be inserted into the steering housing portion 50 to provide rotational force to the steering gear portion 60. In one example, the motor shaft portion 73 is inserted through the connection orifice 58 into the first housing portion 51. A rod of a length of the motor shaft portion has a gear-shaped outer circumferential surface, and the motor shaft portion can rotate around the axis. The motor shaft portion 73 can be interlocked with the worm gear 61 to rotate the worm gear 61.

[0067] The operation of a vehicle suspension system according to an embodiment of the present disclosure having the above structure will be described below.

[0068] When the steering gear section 60 and the steering motor section 70 are mounted on the steering housing section 50, the motor shaft portion 73 engages with the worm gear 61, and the load-bearing structure 65 passes through the second housing portion 52. Then, a fifth housing portion 55 extending downward from the second housing portion 52 engages with a ring gear 66, which is responsible for the output of the steering gear section 60.

[0069] To mount the assembled steering section 30 on the in-wheel motor section 40, the third housing portion 53 is engaged with the central portion of the in-wheel motor section 40.

[0070] When the third housing portion 53 is coupled to the in-wheel motor section 40, the fourth housing portion 54 is supported on the lower arm portion 17 via a lower spherical joint portion 16, and an upper connection portion 13 combined with the load-bearing structure 65 exposed to the outside is supported on a pair of upper arm portions 15 via an upper spherical joint portion 14. In addition, a shock absorber 20 is connected to the lower support portion 12 to absorb road surface shocks.

[0071] When power is applied to the steering motor section 70 in the above state, the motor shaft portion 73 rotates to rotate the worm gear 61. When the worm gear 61 rotates, the sun gear 63 connected to the worm gear 61 rotates. When the sun gear 63 rotates, three planetary gears 64 engaged with the sun gear 63 rotate without changing their positions while being supported on the load-bearing structure 65, thereby rotating the ring gear 66. When the ring gear 66 rotates, the steering housing section 50 rotates due to the engagement of the fifth housing portion 55 with the ring gear 66. Thus, the steering angle of the wheel 200 coupled to the in-wheel motor section 40 can be adjusted.

[0072] In the vehicle suspension system 1 according to the present disclosure, the steering section 30 is mounted on the in-wheel motor section 40 coupled to the wheel 200, so that the steering angle of the wheel 200 can be independently adjusted. Therefore, a conventional tie rod can be omitted to achieve various driving modes (zero turn, diagonal driving, crab driving).

[0073] In Figure 2 a virtual line connecting the load-bearing structure 65 and the lower spherical joint portion 16 becomes the steering axis x, and a virtual line connecting the lower spherical joint portion 16 and the upper spherical joint portion 14 becomes the motion axis y of the suspension. Since the steering axis x and the motion axis y can be pivotally spaced apart from each other, during a relatively large degree of steering, the steering angle can be increased and the alignment can be stably maintained.

[0074] A suspension having a conventional vertical steering system omits a tie rod that affects the toe change and camber change during the bump and rebound behavior of the wheel, thereby reducing factors affecting the wheel alignment. Therefore, a driving performance comparable to that of a common mass-produced vehicle cannot be achieved.

[0075] The vehicle suspension system 1 according to an embodiment of the present disclosure can be developed such that the second upper arm 152 is provided to serve as a tie rod to have K&C characteristics equivalent to those of a mass-produced vehicle, and the hard points of the upper arm portion 15 and the hard points of the lower arm portion 17 are slightly corrected within the swing angle range to satisfy the K&C characteristics of the rear wheels. Accordingly, the design freedom of the front and rear wheels can be increased, and part sharing and standardization can be achieved.

[0076] The vehicle suspension system 1 according to an embodiment of the present disclosure is configured such that the steering section 30 is pivotally supported on the support member 10, and the steering angle of the wheel 200 and the in-wheel motor section 40 coupled to the steering section 30 can be independently adjusted, so that it is possible to omit the tie rod and achieve various driving modes while improving driving stability.

[0077] The present disclosure has been described with reference to the respective embodiments shown in the drawings, but these embodiments are merely exemplary. Those skilled in the art to which the present technology pertains should understand that various modifications and other equivalent embodiments can be made without departing from the spirit and scope of the present disclosure.

Claims

1. A vehicle suspension system, characterized in that, The vehicle suspension system includes: A support member, coupled to the vehicle body; A shock absorber, connecting the support member and the vehicle body and absorbing road surface impacts; A steering section, pivotally mounted on the support member; and An in-wheel motor section, coupled to the steering section in a linked manner and mounted on the wheel to provide driving force.

2. The vehicle suspension system according to claim 1, characterized in that, The support member includes: An upper support portion, to which an upper portion of the steering section is coupled; and A lower support portion, to which a lower portion of the steering section is pivotally coupled.

3. The vehicle suspension system according to claim 2, wherein, The upper support portion includes: An upper connection portion, coupled to the steering section; An upper spherical joint portion, coupled to the upper connection portion; and A plurality of upper arm portions, pivotally mounted along the axial direction of the upper spherical joint portion and connected to the vehicle body.

4. The vehicle suspension system according to claim 3, characterized in that, The upper spherical joint portion includes a plurality of upper spherical joint portions spaced apart from each other, and the plurality of upper arm portions are respectively mounted on the plurality of upper spherical joint portions.

5. The vehicle suspension system according to claim 2, characterized in that, The lower support portion includes: A lower spherical joint portion, coupled to the steering section; and A lower arm portion, on which the lower spherical joint portion is pivotally mounted, the lower arm portion being coupled to the vehicle body, and the shock absorber being connected to the lower arm portion.

6. The vehicle suspension system according to claim 1, wherein The steering section includes: A steering housing portion, combined with the in-wheel motor section; A steering gear portion, pivotally accommodated in the steering housing portion and coupled to the support member; and A steering motor portion, mounted on the steering housing portion to provide a rotational force to the steering gear portion.

7. The vehicle suspension system according to claim 6, characterized in that, The steering housing portion includes: A first housing portion, which is combined with the steering motor portion to accommodate the steering gear portion in the first housing portion, and the first housing portion has a housing orifice; A second housing portion, combined with the first housing portion to cover the housing orifice, and a part of the steering gear portion passes through the second housing portion; A third housing portion, extending from the first housing portion and combined with the in-wheel motor section; and A fourth housing portion, extending from the third housing portion and combined with the support member.

8. The vehicle suspension system according to claim 7, wherein The steering housing portion further includes: A fifth housing portion, formed in the second housing portion and meshing with a part of the steering gear portion.

9. The vehicle suspension system according to claim 6, wherein The steering gear portion includes: A worm gear, pivotally mounted on the steering housing portion and meshing with the steering motor portion to rotate together with the steering motor portion; A sun gear, interlocked with the worm gear to rotate together with the worm gear; A plurality of planetary gears, circumferentially arranged around the sun gear in a meshing manner with the sun gear to rotate together with the sun gear; A carrier structure, supporting the plurality of planetary gears and fixed to the support member through the steering housing portion; and An annular gear, arranged around the planetary gears and connected to the steering housing portion to output a rotational force to the steering housing portion.

10. The vehicle suspension system according to claim 6, characterized in that, The steering motor portion includes: A motor housing portion, mounted on the steering housing portion; A motor drive portion, accommodated in the motor housing portion; and The motor shaft portion is connected to the motor driving portion and inserted into the steering housing portion to provide a rotational force to the steering gear portion.

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