Steering system and mobility including the same

Abstract

According to the present embodiments, a steering system including a steering input device including a steering shaft and a steering angle sensor that senses the rotation angle of the steering shaft, a first output shaft connected to a knuckle arm, a steering actuator including a steering motor connected to the first output shaft via a first reducer, a second output shaft to which a lean bar is coupled, and a lean actuator including a lean motor connected to the second output shaft via a second reducer, and an electronic control device that receives steering angle information from the steering angle sensor and controls the steering motor and the lean motor, and a mobility including the same can be provided.

Description

[Technical Field]

[0001] The present embodiments relate to a steering system and a mobility including the same. [Background technology]

[0002] Recently, interest in compact mobility vehicles has been increasing. Compact mobility vehicles can be used as urban mobility vehicles suitable for small passenger numbers and short-distance travel. Such compact mobility vehicles are designed with a lightweight body and a high center of gravity. To compensate for the reduced driving safety caused by the lightweight body and high center of gravity and to provide the driver with a dynamic driving experience, compact mobility vehicles can be equipped with a lean function that tilts the body depending on the direction of travel.

[0003] The steering system of the small mobility vehicle includes a steering input device to which the driver's steering wheel operation is input, a steering actuator that generates a steering force to steer the wheels in accordance with the driver's steering wheel operation, and a lean actuator for performing the lean function described above.

[0004] Considering the small size of the vehicle body and the applications of the miniature mobility vehicle, the steering system provided in the mobility vehicle must be small in size. Summary of the Invention [Problem to be solved by the invention]

[0005] The present embodiments have been devised in light of the above-mentioned background, and relate to a steering system having a compact structure and capable of improving the steering feel of the driver, and a mobility including the same. [Means for solving the problem]

[0006] According to the present embodiments, a steering system can be provided that includes a steering input device including a steering shaft and a steering angle sensor that senses the rotation angle of the steering shaft, a first output shaft connected to a knuckle arm, a steering actuator including a steering motor connected to the first output shaft via a first reducer, a second output shaft to which a lean bar is coupled, and a lean actuator including a lean motor connected to the second output shaft via a second reducer, and an electronic control device that receives steering angle information from the steering angle sensor and controls the steering motor and the lean motor.

[0007] Furthermore, according to the present embodiments, a mobility can be provided that includes a steering system including a steering input device including a steering shaft and a steering angle sensor that senses the rotation angle of the steering shaft, a first output shaft connected to a knuckle arm, a steering actuator including a steering motor connected to the first output shaft via a first reducer, a second output shaft to which a lean bar is coupled, and a lean actuator including a lean motor connected to the second output shaft via a second reducer, and an electronic control device that receives steering angle information from the steering angle sensor and controls the steering motor and the lean motor. [Effects of the Invention]

[0008] According to the present embodiments, a steering system having a compact structure and capable of improving the steering feel of the driver, and a mobility including the same, can be provided. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a configuration diagram of a steering system according to the present embodiment. [Figure 2] 2a, 2b, and 2c are diagrams for explaining mobility according to the present embodiment. [Figure 3] FIG. 3 is a perspective view of the steering input device of the steering system according to the present embodiment. [Figure 4] FIG. 4 is an exploded perspective view of the steering input device of the steering system according to the present embodiment. [Figure 5]FIG. 5 is a cross-sectional view of the steering input device of the steering system according to the present embodiment. [Figure 6] FIG. 6 is an exploded perspective view of a part of the steering input device of the steering system according to the present embodiment. [Figure 7] FIG. 7 is a front view of a part of the steering input device of the steering system according to the present embodiment. [Figure 8] FIG. 8 is a front view of a part of the steering input device of the steering system according to the present embodiment. [Figure 9] FIG. 9 is a diagram for explaining the operation of the steering input device of the steering system according to the present embodiment. [Figure 10] FIG. 10 is an exploded perspective view of a part of the steering input device of the steering system according to the present embodiment. [Figure 11] FIG. 11 is a plan view of a part of the steering input device of the steering system according to the present embodiment. [Figure 12] FIG. 12 is a cross-sectional view of a part of the steering input device of the steering system according to the present embodiment. [Figure 13] FIG. 13 is a plan view of a part of the steering input device of the steering system according to the present embodiment. [Figure 14] 14a and 14b are cross-sectional views of a part of the steering input device of the steering system according to the present embodiment. [Figure 15] FIG. 15 is a perspective view of a steering actuator of the steering system according to the present embodiment. [Figure 16] FIG. 16 is a perspective view of a steering actuator and a pitman arm of the steering system according to the present embodiment. [Figure 17] FIG. 17 is an exploded perspective view of a part of the steering actuator of the steering system according to the present embodiment. [Figure 18] FIG. 18 is a cross-sectional view of a steering actuator of the steering system according to the present embodiment. [Figure 19] FIG. 19 is an exploded perspective view of a part of the steering actuator of the steering system according to the present embodiment. [Figure 20] FIG. 20 is a cross-sectional view of a steering actuator of the steering system according to the present embodiment. [Figure 21] FIG. 21 is an exploded perspective view of the steering actuator of the steering system according to the present embodiment. [Figure 22] FIG. 22 is a bottom view of a part of the steering actuator of the steering system according to the present embodiment. [Figure 23] FIG. 23 is a plan view of a part of the steering actuator of the steering system according to the present embodiment. [Figure 24] FIG. 24 is a perspective view of the lean actuator of the steering system according to the present embodiment. [Figure 25] FIG. 25 is an exploded perspective view of the lean actuator of the steering system according to the present embodiment. [Figure 26] FIG. 26 is a cross-sectional view of the lean actuator of the steering system according to the present embodiment. [Figure 27] FIG. 27 is an exploded perspective view of a part of the lean actuator of the steering system according to the present embodiment. [Figure 28] FIG. 28 is a front view of a portion of the lean actuator of the steering system according to the present embodiment. [Figure 29] FIG. 29 is a front view of a portion of the lean actuator of the steering system according to the present embodiment. [Figure 30] FIG. 30 is an exploded perspective view of a part of the lean actuator of the steering system according to the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Some embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. When adding reference numerals to components in each drawing, identical components may be assigned the same numerals as much as possible, even if they appear in different drawings. Furthermore, when describing the embodiments, if it is determined that a detailed description of related known structures or functions may obscure the gist of the present technical concept, such a detailed description may be omitted. When terms such as "include," "have," and "be made" are used in this specification, other terms may be added unless "only" is used. When a component is expressed in the singular, it may also include a plural unless otherwise expressly stated.

[0011] Furthermore, in describing components of the present disclosure, terms such as first, second, A, B, (a), (b), etc. are used only to distinguish the component from other components, and do not limit the nature, order, sequence, or number of the corresponding component.

[0012] In describing the positional relationship of components, when two or more components are described as being "coupled," "coupled," or "connected," it should be understood that the two or more components can be directly "coupled," "coupled," or "connected," but that the two or more components can also be "coupled," "coupled," or "connected" through an additional "intervening" component. Here, the additional component can be included in one or more of the two or more components that are "coupled," "coupled," or "connected" to each other.

[0013] In describing the temporal flow relationship associated with components, operating methods, manufacturing methods, etc., when the temporal or flow sequence relationship is described using, for example, "after," "following," "next," or "before," it may include cases where the relationship is not consecutive unless "immediately" or "directly" is used.

[0014] On the other hand, when a numerical value or its corresponding information (e.g., level, etc.) for a component is mentioned, the numerical value or its corresponding information may be interpreted as including an error range that may occur due to various factors (e.g., process factors, internal or external impact, noise, etc.), even if not otherwise explicitly stated.

[0015] FIG. 1 is a configuration diagram of a steering system according to the present embodiment.

[0016] 2a, 2b, and 2c are diagrams for explaining mobility according to the present embodiment.

[0017] 3 is a perspective view of a steering input device of the steering system of the present embodiments, FIG. 4 is an exploded perspective view of the steering input device of the steering system of the present embodiments, FIG. 5 is a cross-sectional view of the steering input device of the steering system of the present embodiments, FIG. 6 is an exploded perspective view of a portion of the steering input device of the steering system of the present embodiments, FIG. 7 is a front view of a portion of the steering input device of the steering system of the present embodiments, FIG. 8 is a front view of a portion of the steering input device of the steering system of the present embodiments, FIG. 9 is a diagram for explaining the operation of the steering input device of the steering system of the present embodiments, FIG. 10 is an exploded perspective view of a portion of the steering input device of the steering system of the present embodiments, FIG. 11 is a plan view of a portion of the steering input device of the steering system of the present embodiments, FIG. 12 is a cross-sectional view of a portion of the steering input device of the steering system of the present embodiments, FIG. 13 is a plan view of a portion of the steering input device of the steering system of the present embodiments, and FIGS. 14a and 14b are cross-sectional views of a portion of the steering input device of the steering system of the present embodiments.

[0018] FIG. 15 is a perspective view of a steering actuator of the steering system according to the present embodiments, FIG. 16 is a perspective view of the steering actuator and pitman arm of the steering system according to the present embodiments, FIG. 17 is an exploded perspective view of a portion of the steering actuator of the steering system according to the present embodiments, FIG. 18 is a cross-sectional view of the steering actuator of the steering system according to the present embodiments, FIG. 19 is an exploded perspective view of a portion of the steering actuator of the steering system according to the present embodiments, FIG. 20 is a cross-sectional view of the steering actuator of the steering system according to the present embodiments, FIG. 21 is an exploded perspective view of the steering actuator of the steering system according to the present embodiments, FIG. 22 is a bottom view of a portion of the steering actuator of the steering system according to the present embodiments, and FIG. 23 is a plan view of a portion of the steering actuator of the steering system according to the present embodiments.

[0019] FIG. 24 is a perspective view of the lean actuator of the steering system according to the present embodiments, FIG. 25 is an exploded perspective view of the lean actuator of the steering system according to the present embodiments, FIG. 26 is a cross-sectional view of the lean actuator of the steering system according to the present embodiments, FIG. 27 is an exploded perspective view of a portion of the lean actuator of the steering system according to the present embodiments, FIG. 28 is a front view of a portion of the lean actuator of the steering system according to the present embodiments, FIG. 29 is a front view of a portion of the lean actuator of the steering system according to the present embodiments, and FIG. 30 is an exploded perspective view of a portion of the lean actuator of the steering system according to the present embodiments.

[0020] According to the present embodiments, a steering system 100 can be provided, including a steering input device 110 including a steering shaft 310 and a steering angle sensor 330 that senses the rotation angle of the steering shaft 310, a steering actuator 120 including a first output shaft 1530 connected to a knuckle arm and a steering motor 1510 connected to the first output shaft 1530 via a first reducer 1520, a lean actuator 130 including a second output shaft 2410 to which a lean bar is coupled and a lean motor 2420 connected to the second output shaft 2410 via a second reducer 2520, and an electronic control device 140 that receives steering angle information from the steering angle sensor 330 and controls the steering motor 1510 and the lean motor 2420.

[0021] Furthermore, according to the present embodiments, mobility including the steering system 100 according to the present embodiments can be provided.

[0022] Referring to FIG. 1 in detail, the steering system 100 according to the present embodiment includes a steering input device 110, a steering actuator 120, a lean actuator 130, and an electronic control unit 140.

[0023] The steering input device 110 receives input of steering wheel operation by the driver, and the electronic control unit 140 receives steering angle information from the steering angle sensor 330 of the steering input device 110 .

[0024] The electronic control unit 140 can control the steering actuator 120 and the lean actuator 130 based on the steering angle information received from the steering angle sensor 330 and other information, such as the vehicle speed, the driver's steering torque, and the yaw rate.

[0025] The information received by the electronic control unit 140 may further include rotation angle information of the first output shaft 1530 of the steering actuator 120 and / or rotation angle information of the second output shaft 2410 of the lean actuator 130. Through the control of the electronic control unit 140, the steering actuator 120 generates a steering force for steering the wheels, thereby performing steering of the mobility according to the present embodiments.

[0026] Also, under the control of the electronic control unit 140, the lean actuator 130 generates torque to rotate the lean bar, thereby performing the lean function of the mobility according to the present embodiment.

[0027] The lean function of the mobility according to the present embodiment will be described in more detail with reference to Figures 2a, 2b, and 2c. Figure 2a shows a state in which the lean function of the mobility according to the present embodiment is not being performed, such as a stopped, straight ahead, or reversed state.

[0028] 2b and 2c show the state in which the lean function of the mobility vehicle according to the present embodiment is performed, with Fig. 2b showing the state in which the vehicle body tilts due to the lean function when turning, and Fig. 2c showing the state in which the difference in height between the left and right wheels is offset by the lean function on uneven terrain. In other words, the lean function can improve driving safety when turning and provide the driver with a dynamic driving environment, as well as a suspension function that absorbs uneven ground.

[0029] The mobility according to the present embodiment includes a lean bar, both ends of which are connected to the left and right wheels to perform a lean function. Both ends of the lean bar are connected to the left and right wheels via a linkage structure. The lean actuator 130 of the steering system 100 according to the present embodiment includes a second output shaft 2410 to which the lean bar is coupled, and the lean function is performed by rotating the lean bar by the lean actuator 130.

[0030] According to one embodiment, the steering actuator 120 of the steering system 100 according to the present embodiments can steer the front wheels of the mobility device according to the present embodiments. Both front wheels of the mobility device according to the present embodiments can be connected to a lean bar to perform a lean function by the lean actuator 130 and can also be steered by the steering actuator 120.

[0031] First, the steering input device 110 of the steering system 100 according to the present embodiment will be described in detail with reference to FIGS.

[0032] 3, the steering input device 110 according to the present embodiment includes a steering shaft 310 and a steering angle sensor 330 that senses the rotation angle of the steering shaft 310. A steering wheel is coupled to the steering shaft 310, and a driver's steering wheel operation is input.

[0033] The steering angle sensor 330 senses the rotation angle of the steering shaft 310, and the steering angle information sensed by the steering angle sensor 330 is transmitted to the electronic control unit 140. The electronic control unit 140 receives the steering angle information and controls the steering actuator 120 and the lean actuator 130.

[0034] 4 to 11, according to one embodiment, the steering input device 110 may further include a rotor 410 connected to the steering shaft 310 and having a spring 413 with a circumferentially spaced apart space 413c formed between both ends thereof, a first support member 420 connected to the rotor 410 and positioned in the spaced apart space 413c, a housing 320 to accommodate the rotor 410 and to which the steering shaft 310 is rotatably connected, and a second support member 430 positioned in the spaced apart space 413c and supported in the circumferential direction by the housing 320.

[0035] Meanwhile, Figures 4 to 11 show a steering input device 110 according to one embodiment, in which the first support body 431 and the second support body 432 of the second support member 430 are fixed to the housing 320 at the slit 324 by the connecting member 440.

[0036] The steering input device 110 according to the present embodiments is not limited to those shown in Figures 4 to 11. According to one embodiment, as shown in Figure 12, the steering input device 110 according to the present embodiments may include an elastic member 1200 provided between the first support body 431 and the second support body 432.

[0037] The rotor 410 is coupled to the steering shaft 310 and rotates together with the steering shaft 310. Serrations may be formed on at least one side of the rotor 410 and the steering shaft 310. The rotor 410 and the steering shaft 310 are fixed to each other in the circumferential direction by the serrations and can rotate together. The steering shaft 310 is rotatably coupled to the housing 320. The steering shaft 310 may be coupled to the housing 320 by a bearing.

[0038] The housing 320 accommodates the rotor 410. The housing 320 may include a hollow main housing 151 accommodating the rotor 410, a cover housing 323 to which one side of the steering shaft 310 is coupled and connected to the main housing 151, and a sensor housing 322 to which the other side of the steering shaft 310 is coupled and which accommodates the steering angle sensor 330. The steering input device 110 according to the present embodiments may be installed when the main housing 151 is coupled to the vehicle body.

[0039] The rotor 410 is provided with a spring 413. As the steering shaft 310 rotates, the torque generated by the spring 413 twisting is provided to the steering shaft 310 as a reaction torque, improving the driver's steering feel. In addition, the torque provided by the spring 413 allows the rotating steering wheel to return to a neutral position.

[0040] A circumferential space 413c (see FIG. 7) is formed between one end (see reference numeral 413a) and the other end (see reference numeral 413b) of the spring 413. A first support member 420 and a second support member 430 are positioned in the space 413c formed between both ends of the spring 413 (see FIG. 8).

[0041] Since the steering feel provided to the driver must be the same regardless of the direction of rotation of the steering wheel, both ends of the spring 413, the first support member 420, and the second support member 430 are provided symmetrically. The first support member 420 has a load shape parallel to the steering axis 310 as shown in the drawing, and can support both ends of the spring 413.

[0042] The second support member 430 may include a first support 431 supporting one end of the spring 413 and a second support 432 supporting the other end of the spring 413, as will be described in detail below.

[0043] The first support member 420 is coupled to the rotor 410 and rotates together with the steering shaft 310, while the second support member 430 is supported in the circumferential direction by the housing 320 and does not rotate. That is, when the steering shaft 310 rotates, the first support member 420 rotates but the second support member 430 is fixed.

[0044] As will be described in detail later, the second support member 430 is inserted into the slit 324 and is movable axially relative to the housing 320, but may be fixed in the circumferential direction. As the steering shaft 310 rotates, the first support member 420 is supported by one end or the other end of the spring 413 and rotates, and the other end or one end of the spring 413 is supported by the second support member 430 and is fixed.

[0045] Therefore, the spring 413 is twisted, and a reaction torque is applied to the steering shaft 310. The mechanism for providing the reaction torque by the torsion of the spring 413 will be described in detail later.

[0046] 5, according to one embodiment, the steering input device 110 may further include a damper 511 coupled to the steering shaft 310 and the housing 320. The damper 511 may be coupled to an end of the steering shaft 310 and to the sensor housing 322. The damper 511 provides damping in the rotational direction to the steering shaft 310, thereby improving the steering feel.

[0047] 6, according to one embodiment, a first stopper 411a is formed on the rotor 410, and a second stopper 323a that can be supported in the circumferential direction by the first stopper 411a is formed on the housing 320. The rotation of the steering shaft 310 is stopped by the first stopper 411a being supported by the second stopper 323a.

[0048] According to an embodiment, the rotor 410 may include a first rotor 410 to which the first support member 420 is coupled and a second rotor 410 to which the spring 413 is seated.

[0049] According to one embodiment, a first stopper 411a may be formed on the first rotor 410, and a second stopper 323a may be formed on the housing 320 that may be supported in the circumferential direction by the first stopper 411a. The rotation of the steering shaft 310 is stopped by the first stopper 411a being supported by the second stopper 323a.

[0050] According to one embodiment, the first stopper 411a may be formed on one axial side of the first rotor 410, and the first support member 420 may be coupled to the other axial side of the first rotor 410.

[0051] The second stopper 323a is formed on the inner surface of the sensor housing 322, and the first stopper 411a and the second stopper 323a are formed on the opposing surfaces of the first rotor 410 and the sensor housing 322, respectively. The first support member 420 may be coupled to the other axial side of the first rotor 410, i.e., the side opposite to the side on which the first stopper 411a is formed.

[0052] According to one embodiment, the spring 413 may be seated on an outer surface of the second rotor 410. The second rotor 410 may be coupled to the other axial side of the first rotor 410, i.e., the surface to which the first support member 420 is coupled.

[0053] Therefore, the first rotor 410 and the second rotor 410 rotate together. The spring 413 is seated on the outer surface of the second rotor 410, and as will be described later, both ends are bent to protrude radially from the outer surface of the second rotor 410.

[0054] According to one embodiment, the second rotor 410 may include a first bushing 521 having a first protrusion 521a formed on its outer surface, which is coupled to the first rotor 410 and supported by the spring 413 at one axial side, and a second bushing 522 having a second protrusion 522a formed on its outer surface, which is coupled to the first bushing 521 and supported by the spring 413 at the other axial side.

[0055] The first bushing 521 and the second bushing 522 are axially coupled, and the spring 413 is positioned between the first protrusion 521a and the second protrusion 522a on the outer surfaces of the first bushing 521 and the second bushing 522 (see FIG. 5).

[0056] 7 and 8, according to one embodiment, one end and the other end of the spring 413 may be bent and extended radially to form a space 413c. The ends of the spring 413 are spaced apart in the axial direction and form a space 413c in the circumferential direction.

[0057] According to one embodiment, one end of the spring 413 may be simultaneously supported by the first support member 420 and the second support member 430 on one circumferential side, and the other end of the spring 413 may be simultaneously supported by the first support member 420 and the second support member 430 on the other circumferential side. That is, one end and the other end of the spring 413 may be simultaneously supported by the first support member 420 and the second support member 430 on opposite sides of each other.

[0058] One end of the spring 413 is supported on one circumferential side by the first support member 420, and the other end of the spring 413 is supported on the other circumferential side by the first support member 420. That is, one end and the other end of the spring 413 are supported on opposite sides by the first support member 420 positioned in the spaced apart space 413c. When the rotor 410 rotates in one circumferential direction together with the steering shaft 310, the first support member 420 is supported by one end of the spring 413 and rotates.

[0059] However, the other end of the spring 413 is supported in the circumferential direction by the housing 320 and is supported by the non-rotatable second support member 430, so that it is fixed and cannot rotate, and thus the spring 413 twists, providing a reaction torque to the steering shaft 310.

[0060] Conversely, when the rotor 410 rotates in the other circumferential direction together with the steering shaft 310, the first support member 420 is supported by the other end of the spring 413 and rotates. Since one end of the spring 413 is fixed and cannot rotate but is supported by the second end, the spring 413 is twisted and a reaction torque is applied to the steering shaft 310.

[0061] Furthermore, if both ends of the spring 413 cannot be supported by the first support member 420 and the second support member 430 simultaneously, the driver's steering feeling will be reduced.

[0062] In other words, if both ends of spring 413 are supported only by first support member 420 when the steering wheel is in a neutral state and there is a gap between both ends of spring 413 and both sides of second support member 430, when steering shaft 310 rotates in the circumferential direction, torsion of spring 413 is not generated until the end of spring 413 is supported by second support member 430, and therefore no reaction torque can be provided, resulting in a deterioration in steering feel.

[0063] In addition, when the steering wheel is in a neutral position, if both ends of the spring 413 are supported only by the second support member 430 and there is a gap between both ends of the spring 413 and both sides of the first support member 420, the steering shaft 310 will rotate freely until the end of the spring 413 is supported by the first support member 420, thereby reducing the steering feel.

[0064] Furthermore, if both ends of the spring 413 cannot be supported by either the first support member 420 or the second support member 430 when the steering wheel is in a neutral position, the driver's steering feel will be degraded. Therefore, in order to provide the driver with a good steering feel, both ends of the spring 413 need to be supported by both the first support member 420 and the second support member 430 at the same time.

[0065] 8 shows a state in which both ends of spring 413 are simultaneously supported by first support member 420 and second support member 430 at the neutral position. FIG. 9 shows a state in which steering shaft 310 is rotated counterclockwise in the drawing at the neutral position, with one end of spring 413 being supported and fixed by second support member 430 and the other end of spring 413 being supported and rotated by first support member 420.

[0066] As shown in FIG. 8, in the neutral state, both ends of the spring 413 are simultaneously supported by the first support member 420 and the second support member 430. As shown in FIG. 9, when the steering shaft 310 is rotated, one end or the other of the spring 413 is not moved by the second support member 430 even when the first support member 420 is rotated.

[0067] Therefore, as soon as the driver rotates the steering wheel in the neutral position, the spring 413 twists and provides a reaction torque.

[0068] If there is a gap between the end of the spring 413 and the second support member 430, the spring 413 will not twist before the driver rotates the steering wheel by that distance, resulting in a reduced steering feel. Through this structure, the steering input device 110 according to the present embodiments can provide the driver with a high steering feel.

[0069] However, when considering manufacturing tolerances, assembly tolerances, etc., it is impossible to assemble actual parts so that both ends of spring 413 are supported simultaneously by first support member 420 and second support member 430. Therefore, a design for assembling the device so that both ends of spring 413 are supported simultaneously by first support member 420 and second support member 430 is required.

[0070] According to an embodiment, the second support member 430 may include a first support 431 on which one end of the spring 413 is supported and a second support 432 on which the other end of the spring 413 is supported.

[0071] The first support member 420 is configured as a single body and is supported simultaneously on both ends of the spring 413, and the second support member 430 is separated into a first support 431 and a second support 432, each of which may be supported on one end and the other end of the spring 413. That is, one end of the spring 413 may be supported simultaneously by the first support member 420 and the first support 431, and the other end of the spring 413 may be supported simultaneously by the first support member 420 and the second support 432.

[0072] 10, according to one embodiment, the housing 320 may be formed with slits 324 into which the first support 431 and the second support 432 are inserted so as to be movable in the axial direction. The slits 324 are formed along the axial direction, and the first support 431 and the second support 432 are inserted into the slits 324 so as to be movable in the axial direction relative to the housing 320 but are fixed in the circumferential direction.

[0073] Referring to FIG. 11 in detail, according to an embodiment, the first support 431 and the second support 432 may be formed to have a narrower width along the axial direction.

[0074] When positioned axially inward on the slit 324, the first support 431 and the second support 432 are not supported by both ends of the spring 413, but by moving along the slit 324, the first support 431 and the second support 432 naturally come to be supported by both ends of the spring 413 that is supported by the first support member 420. Therefore, both ends of the spring 413 can be supported by the first support member 420 and the second support member 430 simultaneously.

[0075] According to one embodiment, the first support 431 and the second support 432 may be fixed to the housing 320 at the slit 324 by the coupling member 440. That is, the first support 431 and the second support 432 may be brought into close contact with one end and the other end of the spring 413 along the slit 324, respectively, and then the positions of the first support 431 and the second support 432 may be fixed by the coupling member 440.

[0076] With both ends of the spring 413 supported on both sides of the first support member 420, the first support 431 and the second support 432 can be coupled to the housing 320 so as to be in close contact with one end and the other end of the spring 413, respectively, in the space 413c.

[0077] Therefore, one end of the spring 413 can be supported by the first support member 420 and the first support member 431 simultaneously, and the other end of the spring 413 can be supported by the first support member 420 and the second support member 432 simultaneously.

[0078] 12 and 13, according to one embodiment, an elastic member 1200 may be provided between the first support body 431 and the second support body 432. The elastic member 1200 has both ends supported by the first support body 431 and the second support body 432, and provides an elastic force to both supports in the axial outward direction.

[0079] Due to the elastic force of the elastic member 1200, the first support 431 and the second support 432 are respectively pressed against one end and the other end of the spring 413, so that one end of the spring 413 is simultaneously supported by the first support member 420 and the first support 431, and the other end of the spring 413 is simultaneously supported by the first support member 420 and the second support 432.

[0080] Referring to FIG. 14a, an example of a method for closely contacting the first support 431 and the second support 432 with both ends of the spring 413 using the elastic force of the elastic member 1200 will be described in detail.

[0081] First, in an initial state, the elastic member 1200 is compressed by the jig 1401 coupled to the first support 431 and the second support 432. After the assembly is completed, the jig 1401 is removed, and the first support 431 and the second support 432 are moved axially outward along the slit 324 by the elastic force of the elastic member 1200, and are brought into close contact with one end and the other end of the spring 413, respectively.

[0082] Through this process, both ends of the spring 413 can be easily supported by the first supporting member 420 and the second supporting member 430 at the same time.

[0083] Referring to FIG. 14b in detail, after the first support 431 and the second support 432 are supported on both ends of the spring 413 using the elastic force of the elastic member 1200, the positions of both supports can be fixed using the fixing member 1402.

[0084] After the positions of both supports are fixed, the elastic member 1200 can be removed between the first support 431 and the second support 432.

[0085] Next, the steering actuator 120 of the steering system 100 according to the present embodiment will be described in detail with reference to FIGS.

[0086] 15, the steering actuator 120 according to the present embodiment includes a first output shaft 1530 connected to the knuckle arm, and a steering motor 1510 connected to the first output shaft 1530 via a first reducer 1520.

[0087] The steering motor 1510 and the first output shaft 1530 are connected by the first reducer 1520 , and the power of the steering motor 1510 is reduced by the first reducer 1520 to rotate the first output shaft 1530 .

[0088] The first output shaft 1530 is connected directly or indirectly to a knuckle arm (not shown) by, for example, a linkage structure, and the wheels of the vehicle are steered by the rotation of the first output shaft 1530.

[0089] As will be described in detail later, the first housing 1541 accommodates the first reducer 1520 and is coupled to the steering motor 1510, and the second housing 1542 accommodates the first output shaft 1530 and is coupled to the first housing 1541.

[0090] The second housing 1542 includes a lower housing and an upper housing, and the lower housing and the upper housing can be coupled together with the first output shaft 1530 accommodated therebetween. A first coupling portion 1551 is formed in the first housing 1541, and a second coupling portion 1552 is formed in the second housing 1542, and they are coupled together by a coupling member 1553.

[0091] 16, according to one embodiment, a pitman arm 1600 connected to a knuckle arm may be coupled to the first output shaft 1530. The pitman arm 1600 is coupled to the first output shaft 1530 and rotates together with the rotation of the first output shaft 1530. The pitman arm 1600 may be directly or indirectly connected to the knuckle arm, for example, via a linkage structure.

[0092] According to one embodiment, the first output shaft 1530 and the pitman arm 1600 may be coupled with serrations. An end of the first output shaft 1530 may be configured to protrude from the housing, and the protruding end of the first output shaft 1530 may be formed with serrations to which the pitman arm 1600 is coupled.

[0093] Referring to FIG. 17 in more detail, according to one embodiment, the steering actuator 120 of the steering system 100 according to the present embodiments may include a sensor 1740 for sensing the rotation angle of the first output shaft 1530.

[0094] The first housing 1541 may be coupled with a sensor cover 1741 that houses a sensor 1740. The sensor 1740 senses the rotation angle of the first output shaft 1530, and the sensed rotation angle information may be transmitted to the electronic control device 140 that controls the steering motor 1510.

[0095] The electronic control device 140 can control the steering motor 1510 based on information about the rotation angle of the first output shaft 1530 and other information. The sensor 1740 can indirectly sense the rotation angle of the first output shaft 1530 from the rotation angle of the second shaft 1720 of the first reducer 1520, as shown in the drawing.

[0096] Hereinafter, the structure in which the power of the steering motor 1510 is reduced and transmitted to the first output shaft 1530 will be described in detail with reference to FIGS.

[0097] According to one embodiment, the first reducer 1520 may include a first shaft 1710 coupled to the motor shaft of the steering motor 1510, and a second shaft 1720 having a reduction ratio and rotated by the rotation of the first shaft 1710.

[0098] The first shaft 1710 may be provided coaxially with the motor shaft of the steering motor 1510 and may rotate together with the motor shaft, and the second shaft 1720 may be rotated at a reduction ratio relative to the first shaft 1710.

[0099] The reduction ratio of the second shaft 1720 to the first shaft 1710 is less than 1, and therefore the power of the steering motor 1510 is transmitted from the first shaft 1710 to the second shaft 1720 and is primarily reduced in speed.

[0100] According to one embodiment, the first shaft 1710 may be a worm shaft, and the second shaft 1720 may be provided with a worm wheel 1721 that meshes with the worm shaft.

[0101] The first shaft 1710 and the second shaft 1720 are arranged perpendicular to each other, and the worm gear of the worm shaft is engaged with the worm wheel 1721 to reduce the power of the steering motor 1510. One end of the worm shaft may be coupled to the motor shaft of the steering motor 1510 by, for example, a damping coupler 1811. In addition, bearings 1812 that support both ends of the first shaft 1710 may be coupled to the first housing 1541.

[0102] According to one embodiment, a pressure member 1730 that presses the first shaft 1710 in a direction to engage with the second shaft 1720 may be provided.

[0103] The pressure member 1730 applies pressure to the other end of the first shaft 1710, applying pressure to the first shaft 1710 in a direction that causes it to mesh with the worm wheel 1721 of the second shaft 1720. The pressure applied by the pressure member 1730 reduces noise that occurs when the first shaft 1710 and the second shaft 1720 are driven.

[0104] The first housing 1541 has a coupling hole into which the pressing member 1730 is inserted, and the pressing member 1730 can press the other end of the first shaft 1710 through the coupling hole of the first housing 1541 .

[0105] The pressure member 1730 may include a support member supported on the other end of the first shaft 1710, a coupling member coupled to the first housing 1541, and an elastic member provided between the support member and the coupling member.

[0106] According to one embodiment, the second shaft 1720 may be formed with a first gear portion 1722 , and the first output shaft 1530 may be formed with a second gear portion 1911 that meshes with the first gear portion 1722 .

[0107] According to one embodiment, the reduction ratio of the first output shaft 1530 to the second shaft 1720 may be less than 1. That is, the power of the steering motor 1510 is first reduced by being transmitted from the first shaft 1710 to the second shaft 1720, and then secondarily reduced by being transmitted from the second shaft 1720 to the first output shaft 1530. Therefore, a high reduction ratio can be achieved with a compact structure.

[0108] According to one embodiment, the first gear portion 1722 may be a pinion gear, and the second gear portion 1911 may be a sector gear. The second shaft 1720 and the first output shaft 1530 are arranged in parallel, and the first gear portion 1722 and the second gear portion 1911 may be formed at overlapping portions in the axial direction and may be meshed with each other.

[0109] Meanwhile, noise may be generated between the gears as the power of the steering motor 1510 is transmitted in the order of first shaft 1710, second shaft 1720, and first output shaft 1530, but as described above, the noise between the first shaft 1710 and second shaft 1720 is reduced by the pressure member 1730. The noise reduction structure of the second shaft 1720 and first output shaft 1530 will be described in detail below.

[0110] Referring to Figures 20 and 21 in more detail, according to one embodiment, the steering actuator 120 of the steering system 100 according to the present embodiments further includes a first housing 1541 to which the steering motor 1510 is connected and which houses the first reducer 1520, and a second housing 1542 connected to the first housing 1541 and which houses the first output shaft 1530, and the first housing 1541 and the second housing 1542 can be connected to rotate relatively around the center of gravity via an eccentric shaft that is eccentric with respect to the center of gravity axis of the second shaft 1720.

[0111] The relative rotational center axis of first housing 1541 and second housing 1542 is eccentric with respect to the center axis of second shaft 1720, and the relative rotation of the two housings adjusts the axial distance between second shaft 1720 and first output shaft 1530.

[0112] The center distance between the second shaft 1720 and the first output shaft 1530 is adjusted, and the clearance between the first gear portion 1722 and the second gear portion 1911 is adjusted, thereby reducing noise.

[0113] The relative rotation center axis between the first housing 1541 and the second housing 1542 may be formed by the coupling portion 2011 and the coupling hole 2012. That is, the first housing 1541 has a first communication hole 2111 through which the second shaft 1720 passes, and the second shaft 1720 is configured such that the first gear portion 1722 protrudes to the outside of the first housing 1541. The second housing 1542 has a second communication hole 2112 in which the second gear portion 1911 is accommodated, and the first gear portion 1722 can mesh with the second gear portion 1911 through the second communication hole 2112.

[0114] The first housing 1541 may have a coupling part 2011 formed therein that protrudes in the axial direction of the second shaft 1720 and that has a first communication hole 2111 formed therein, and the second housing 1542 may have a coupling hole 2012 into which the coupling part 2011 is inserted.

[0115] When the first housing 1541 and the second housing 1542 are coupled together, the coupling portion 2011 is inserted into the coupling hole 2012. The coupling hole 2012 and the coupling portion 2011 have a circular shape, and when the coupling portion 2011 is inserted into the coupling hole 2012, the first housing 1541 and the second housing 1542 can rotate relatively around the central axis of the coupling portion 2011 and the coupling hole 2012.

[0116] 22 and 23, since the coupling portion 2011 and the coupling hole 2012 are eccentric with respect to the first communication hole 2111, the relative rotational center axis of the first housing 1541 and the second housing 1542 can be eccentric with respect to the center axis of the second shaft 1720.

[0117] The coupling portion 2011 and the coupling hole 2012 are coaxial, but may be eccentric to the first communicating hole 2111. Therefore, when the first housing 1541 and the second housing 1542 are coupled together, the first housing 1541 and the second housing 1542 rotate relative to each other based on the central axis of the coupling portion 2011 and the coupling hole 2012, thereby increasing or decreasing the inter-axial distance between the central axis of the coupling portion 2011 and the coupling hole 2012 and the central axis of the second shaft 1720 and the first communicating hole 2111.

[0118] For example, the second housing 1542 may be fixedly coupled to the vehicle body, and the first housing 1541 may be rotated relative to the second housing 1542 based on the central axis of the coupling portion 2011 and the coupling hole 2012 .

[0119] Relative rotation of the first housing 1541 and the second housing 1542 increases or decreases the axial distance between the center axis of gravity of the connecting portion 2011 and the connecting hole 2012 and the center axis of gravity of the second shaft 1720 and the first communicating hole 2111, thereby also increasing or decreasing the axial distance between the second output shaft 1530 fixed to the second housing 1542 and the second shaft 1720.

[0120] Therefore, it is possible to adjust the clearance between the gears of the first gear portion 1722 of the second shaft 1720 and the second gear portion 1911 of the first output shaft 1530, and to reduce noise.

[0121] According to one embodiment, the first housing 1541 is formed with one or more first coupling parts 1551 each having a long hole concentric with the coupling part 2011 and the coupling hole 2012, and the second housing 1542 is formed with a second coupling part 1552 each having a hole, and the first housing 1541 and the second housing 1542 can be coupled together by a coupling member 1553 coupled to the first coupling part 1551 and the second coupling part 1552.

[0122] That is, in order to adjust the clearance between the gears of the first gear portion 1722 and the second gear portion 1911, the first housing 1541 and the second housing 1542 can be rotated relative to each other, and then the first housing 1541 and the second housing 1542 can be fixed with the connecting member 1553.

[0123] The first coupling portion 1551 formed on the first housing 1541 has an arc-shaped long hole formed therein, and the long hole is formed concentrically with the coupling portion 2011 and the coupling hole 2012 .

[0124] According to one embodiment, the connecting member 1553 may be a bolt. The connecting member 1553 may be inserted into the long hole of the first connecting part 1551 and the hole of the second connecting part 1552, and a nut may be fastened to the connecting member 1553, thereby fastening the first housing 1541 and the second housing 1542 to each other.

[0125] The long hole of the first connecting part 1551 is formed concentrically with the connecting part 2011 and the connecting hole 2012, so that relative rotation between the first housing 1541 and the second housing 1542 is possible when the connecting member 1553 is inserted into the long hole of the first connecting part 1551 and the hole of the second connecting part 1552.

[0126] That is, with the nut loosely connected to the connecting member 1553, the clearance between the gears can be adjusted through relative rotation, and then the nut can be tightened to easily fix the first housing 1541 and the second housing 1542 together.

[0127] Next, the lean actuator 130 of the steering system 100 according to the present embodiment will be described in detail with reference to FIGS.

[0128] The lean actuator 130 of the steering system 100 according to the present embodiment includes a second output shaft 2410 to which a lean bar is coupled, and a lean motor 2420 connected to the second output shaft 2410 via a second reducer 2520. The power of the lean motor 2420 is reduced by the second reducer 2520 to rotate the second output shaft 2410, and as the second output shaft 2410 rotates, a lean function is performed.

[0129] Looking more closely with reference to Figures 24 and 25, the lean actuator 130 of the steering system 100 according to the present embodiments may further include an input shaft 2510 coupled to the motor shaft 2421 of the lean motor 2420 and connected to the second reducer 2520, and a housing 2430 including the second reducer 2520 and to which the lean motor 2420 is coupled.

[0130] According to one embodiment, the motor shaft 2421 and the input shaft 2510 may be coupled with serrations. The input shaft 2510 coupled to the motor shaft 2421 is housed in a housing cover 2530 together with a locking gear 2511. An end of the housing input shaft 2510 protrudes from a sensor cover 2441 and is coupled to the second reducer 2520. A locking member 2540 is coupled to one side of the housing cover 2530.

[0131] According to one embodiment, the second output shaft 2410 may include a coupling portion 2411 having serrations formed thereon to which a lean bar is coupled. The housing 2430 accommodates the second reducer 2520, and the coupling portion 2411 of the second output shaft 2410 protrudes from the housing 2430.

[0132] The lean bar is coupled to a coupling portion 2411 of the second output shaft 2410 protruding from the housing 2430. The coupling portion 2411 of the lean bar is coupled to the serration, and a nut for fixing the lean bar to the second output shaft 2410 can be coupled to the coupling portion 2411.

[0133] According to one embodiment, a bearing 2611 that supports the rotation of the second output shaft 2410 may be coupled to the housing 2430. As will be described in detail below, one end of the second output shaft 2410 may be provided as a gear portion 2412 between the fixed gear 2521 and the rotating cam 2522, and the other end of the second output shaft 2410 may be provided as a coupling portion 2411 to which a lean bar is coupled. The bearing 2611 may support a middle portion of the second output shaft 2410 in the housing 2430.

[0134] 26 and 27, according to one embodiment, the second reducer 2520 includes a rotating cam 2522 to which the input shaft 2510 is coupled and a fixed gear 2521 coupled to the housing 2430, and the second output shaft 2410 may include a gear portion 2412 coupled to the rotating cam 2522 and meshing with the fixed gear 2521. That is, the second reducer 2520 includes the rotating cam 2522 and the fixed gear 2521, and the second output shaft 2410 may include a coupling portion 2411 and a gear portion 2412.

[0135] Although omitted in Figures 24 to 27 for ease of illustration and understanding, as shown in Figure 28, a gear may be formed on the inner surface of the fixed gear 2521, whose outer surface is supported and coupled to the housing 2430, and a gear that meshes with the gear of the fixed gear 2521 may be formed on the outer surface of the gear portion 2412 of the second output shaft 2410.

[0136] The gear portion 2412 of the second output shaft 2410 is hollow and elliptical in shape, and has a gear on its outer surface that meshes with the gear of the fixed gear 2521, and a rotating cam 2522 connected to its inner surface. A bearing may be provided between the rotating cam 2522 and the gear portion 2412.

[0137] The rotating cam 2522 is coupled to the input shaft 2510 and rotated by the power of the lean motor 2420, and the power of the lean motor 2420 is reduced by the rotating cam 2522, the gear unit 2412, and the fixed gear 2521 and output to the second output shaft 2410. According to one embodiment, the gear unit 2412 of the second output shaft 2410 and the second reducer 2520 may form a harmonic reducer.

[0138] According to one embodiment, a key pin 2510a may be coupled to the outer surface of the input shaft 2510, and a key groove 2522a may be formed in the rotating cam 2522 to engage with the key pin 2510a.

[0139] A recessed groove is formed on the outer surface of the input shaft 2510, and a key pin 2510a can be inserted into the recessed groove to be coupled to the input shaft 2510. The key pin 2510a can be inserted into a key groove 2522a of the rotating cam 2522, so that the input shaft 2510 and the rotating cam 2522 can be fixed in the circumferential direction.

[0140] 25 and 29, the lean actuator 130 of the steering system 100 according to the present embodiments may further include a locking member 2540 for restricting the rotation of the lean bar. The operation of the locking member 2540 may restrict the rotation of the lean bar, making it impossible to perform the lean function of the mobility according to the present embodiments.

[0141] For example, in situations where the lean function is not required, such as when traveling straight or backward, or when the vehicle is stopped, or when the vehicle body needs to be kept upright, the locking member 2540 can be operated to maintain the lean bar in a horizontal position.

[0142] According to one embodiment, the locking member 2540 can lock the rotation of the input shaft 2510 to limit the rotation of the lean bar.

[0143] According to one embodiment, a locking gear 2511 is coupled to the input shaft 2510, and the locking member 2540 may include a locking pin 2541 that is advanced to engage with the locking gear 2511 or advanced backward to separate from the locking gear 2511, and a drive portion 2542 that advances or retreats the locking pin 2541.

[0144] The locking pin 2541 can be advanced or retracted by the drive unit 2542. When the locking pin 2541 is advanced, the end of the locking pin 2541 meshes with the gear of the locking gear 2511, and therefore the rotation of the locking gear 2511 and the input shaft 2510 to which the locking gear 2511 is coupled is restricted, thereby restricting the rotation of the lean bar.

[0145] When the locking pin 2541 is moved backward, the end is separated from the gear of the locking gear 2511, and therefore the input shaft 2510 and the lean bar can be rotated by the lean motor 2420. The locking gear 2511 can be coupled to the input shaft 2510 and serrations.

[0146] 26 and 30, the lean actuator 130 of the steering system 100 according to the present embodiments may further include a sensor unit 2440 that senses the rotation angle of the second output shaft 2410. That is, the sensor unit 2440 may sense the rotation angle of a lean bar coupled to the second output shaft 2410.

[0147] The rotation angle information of the second output shaft 2410 sensed by the sensor unit 2440 is transmitted to the electronic control unit 140, and the electronic control unit 140 can control the lean motor 2440 using the rotation angle information of the second output shaft 2410.

[0148] According to an embodiment, the sensor unit 2440 may include a rotation shaft 2442 that is rotated in conjunction with the second output shaft 2410 and a sensor 2443 that senses the rotation angle of the rotation shaft 2442 .

[0149] The sensor 2443 senses the rotation angle of the second output shaft 2410 and the lean bar from the rotation angle of the rotation shaft 2442. The sensor 2443 and the rotation shaft 2442 can be housed inside a sensor cover 2441 coupled to the housing 2430.

[0150] According to one embodiment, the gear ratio of the rotary shaft 2442 to the second output shaft 2410 may be greater than 1. Therefore, the sensor 2443, which senses the rotation angle of the second output shaft 2410 from the rotation angle of the rotary shaft 2442, can sense the rotation angle of the second output shaft 2410 more precisely.

[0151] Since the gear ratio of the rotation shaft 2442 to the second output shaft 2410 is greater than 1, the precision of the sensor 2443 is improved compared to when the rotation angle of the second output shaft 2410 is directly sensed.

[0152] According to one embodiment, one end of the rotating shaft 2442 may be coupled to the sensor 2443, and the other end of the rotating shaft 2442 may be supported by a bearing 2442a coupled to the housing 2430. That is, both ends of the rotating shaft 2442 may be supported by the sensor 2443 and the bearing 2442a, respectively.

[0153] According to one embodiment, the second output shaft 2410 and the rotating shaft 2442 may be connected by a belt 2444. That is, the second output shaft 2410 and the rotating shaft 2442 are arranged in parallel and connected by the belt 2444, so that the rotating shaft 2442 can be rotated in conjunction with the second output shaft 2410.

[0154] According to one embodiment, a pulley 2445 around which a belt 2444 is wound may be coupled to the second output shaft 2410. The rotating shaft 2442 may be formed with a gear that meshes with the pulley 2445 as shown in the drawing, or may have a pulley around which the belt 2444 is wound coupled thereto.

[0155] According to one embodiment, the diameter of the pulley 2445 may be larger than the diameter of the rotating shaft 2442. Therefore, the gear ratio of the rotating shaft 2442 to the second output shaft 2410 is greater than 1, and the accuracy of the sensor 2443 may be improved.

[0156] According to one embodiment, a bearing 2446 may be provided that presses against the outer surface of the belt 2444. The bearing 2446 is supported on the outer surface of the belt 2444 and presses the belt 2444, thereby maintaining the tension of the belt 2444 and preventing sliding or jumping between the belt 2444 and the pulley 2445 and / or the belt 2444 and the rotating shaft 2442.

[0157] According to a steering system having such a structure and a mobility including the same, a steering system and a mobility including the same can be provided that have a compact structure and can improve the steering feel of the driver.

[0158] The above description merely exemplifies the technical concept of the present disclosure, and various modifications and variations may be made by a person skilled in the art without departing from the essential characteristics of the technical concept. Furthermore, the present examples are intended to illustrate, rather than limit, the technical concept of the present disclosure, and the scope of the technical concept is not limited by these examples. The scope of protection of the present disclosure should be interpreted by the following claims, and all technical concepts within the scope equivalent thereto should be interpreted as being included in the scope of rights of the present disclosure.

Claims

1. a steering input device including a steering shaft and a steering angle sensor that senses the rotation angle of the steering shaft; a steering actuator including a first output shaft connected to the knuckle arm and a steering motor connected to the first output shaft by a first reducer; a lean actuator including a second output shaft to which the lean bar is coupled and a lean motor connected to the second output shaft by a second reducer; and an electronic control device that receives steering angle information from the steering angle sensor and controls the steering motor and the lean motor; A steering system including:

2. The steering input device is a rotor coupled to the steering shaft and including a spring having a circumferentially spaced apart space between both ends; a first support member coupled to the rotor and positioned in the space; a housing that accommodates the rotor and to which the steering shaft is rotatably coupled; a second support member positioned in the separated space and supported in a circumferential direction by the housing; The steering system of claim 1 further comprising:

3. one end of the spring is supported by the first support member and the second support member simultaneously on one circumferential side, and the other end of the spring is supported by the first support member and the second support member simultaneously on the other circumferential side; 3. The steering system according to claim 2.

4. The second support member is a first support member on which one end of the spring is supported; and a second support member on which the other end of the spring is supported; 3. The steering system of claim 2, including:

5. The housing is formed with slits into which the first support body and the second support body are inserted so as to be axially movable.

5. A steering system according to claim 4.

6. The first support and the second support are formed so as to narrow in width along the axial direction.

6. A steering system according to claim 5.

7. The first support and the second support are fixed to the housing by a connecting member at the slit.

7. A steering system according to claim 6.

8. An elastic member is provided between the first support and the second support.

7. A steering system according to claim 6.

9. The first reducer is a first shaft coupled to the motor shaft of the steering motor; and a second shaft that is rotated in mesh with the first shaft at a reduction ratio; 2. The steering system of claim 1, comprising:

10. a first gear portion is formed on the second shaft, and a second gear portion that meshes with the first gear portion is formed on the first output shaft; 10. The steering system of claim 9.

11. the steering motor may further include a first housing that is coupled to the steering motor and that accommodates the first reducer, and a second housing that is coupled to the first housing and that accommodates the first output shaft, The first housing and the second housing are coupled to each other so as to be rotatable relative to each other about an eccentric shaft that is eccentric with respect to the center of gravity of the second shaft.

11. The steering system of claim 10.

12. The first housing has one or more first coupling parts formed therein, each having a long hole concentric with the eccentric shaft, and the second housing has one or more second coupling parts formed therein, each having a hole; the first housing and the second housing are coupled together by a coupling member coupled to the first coupling portion and the second coupling portion; 12. A steering system according to claim 11.

13. The lean actuator is an input shaft coupled to a motor shaft of the lean motor and connected to the second reducer; and a housing including the second reducer and to which the lean motor is coupled; The steering system of claim 1 further comprising:

14. a locking member for limiting rotation of the lean bar; 14. The steering system of claim 13, further comprising:

15. A locking gear is coupled to the input shaft, The locking member includes a locking pin that is advanced to engage with the locking gear or retracted to disengage from the locking gear; and a drive unit that moves the locking pin forward or backward; 15. The steering system of claim 14, including:

16. a sensor unit that senses a rotation angle of the second output shaft; The steering system of claim 13 further comprising:

17. The sensor unit a rotary shaft that is rotated in conjunction with the second output shaft; and a sensor that senses the rotation angle of the rotation shaft; 17. The steering system of claim 16, comprising:

18. a gear ratio of the rotating shaft to the second output shaft is greater than 1; 18. A steering system according to claim 17.

19. Mobility including a steering system according to claim 1.

20. The steering actuator steers the front wheels.

20. Mobility according to claim 19.

Images