Steering system and mobility comprising same

Abstract

According to the present embodiments, a steering system and a mobility comprising same can be provided, the system comprising: a steering input device including a steering shaft and a steering angle sensor for sensing the rotation angle of the steering shaft; a steering actuator including a first output shaft connected to a knuckle arm, and a steering motor connected to the first output by means of a first speed reducer; a lean actuator including a second output shaft to which a lean bar is coupled, and a lean motor which is connected to the second output shaft by means of a second speed reducer; and an electronic control device for receiving steering angle information from the steering angle sensor and controlling the steering motor and the lean motor.

Description

Steering system and mobility including the same

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

[0002] Interest in small mobility vehicles has been growing recently. These vehicles can be utilized as urban mobility solutions, ideal for small passenger numbers and short-distance travel. These vehicles are designed with lightweight bodies and a high center of gravity. To compensate for the reduced driving stability caused by their lightweight bodies and high center of gravity, and to provide drivers with a more dynamic driving experience, these vehicles can be equipped with a lean function that tilts the vehicle body according to the direction of travel.

[0003] A steering system of a small mobility vehicle includes a steering input device for inputting a driver's steering wheel operation, a steering actuator for generating steering force for steering the vehicle according to the driver's steering wheel operation, and a lean actuator for performing the aforementioned lean function.

[0004] Considering the small body and intended use of small mobility vehicles, a small steering system is required.

[0005] The present embodiments are conceived against the background described above, and relate to a steering system having a compact structure and capable of improving a driver's steering feel, and mobility including the same.

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

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

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

[0009] Figure 1 is a configuration diagram of a steering system according to the present embodiments.

[0010] Figures 2a, 2b, and 2c are drawings for explaining mobility according to the present embodiments.

[0011] Fig. 3 is a perspective view of a steering input device of a steering system according to the present embodiments.

[0012] Fig. 4 is an exploded perspective view of a steering input device of a steering system according to the present embodiments.

[0013] Fig. 5 is a cross-sectional view of a steering input device of a steering system according to the present embodiments.

[0014] Fig. 6 is an exploded perspective view of a part of a steering input device of a steering system according to the present embodiments.

[0015] Fig. 7 is a front view of a part of a steering input device of a steering system according to the present embodiments.

[0016] Fig. 8 is a front view of a part of a steering input device of a steering system according to the present embodiments.

[0017] Fig. 9 is a drawing for explaining the operation of a steering input device of a steering system according to the present embodiments.

[0018] Fig. 10 is an exploded perspective view of a part of a steering input device of a steering system according to the present embodiments.

[0019] Fig. 11 is a plan view of a part of a steering input device of a steering system according to the present embodiments.

[0020] Fig. 12 is a cross-sectional view of a part of a steering input device of a steering system according to the present embodiments.

[0021] Fig. 13 is a plan view of a part of a steering input device of a steering system according to the present embodiments.

[0022] FIG. 14a and FIG. 14b are cross-sectional views of a portion of a steering input device of a steering system according to the present embodiments.

[0023] Fig. 15 is a perspective view of a steering actuator of a steering system according to the present embodiments.

[0024] Fig. 16 is a perspective view of a steering actuator and a pitman arm of a steering system according to the present embodiments.

[0025] Fig. 17 is an exploded perspective view of a part of a steering actuator of a steering system according to the present embodiments.

[0026] Fig. 18 is a cross-sectional view of a steering actuator of a steering system according to the present embodiments.

[0027] Fig. 19 is an exploded perspective view of a part of a steering actuator of a steering system according to the present embodiments.

[0028] Fig. 20 is a cross-sectional view of a steering actuator of a steering system according to the present embodiments.

[0029] Fig. 21 is an exploded perspective view of a steering actuator of a steering system according to the present embodiments.

[0030] Fig. 22 is a bottom view of a part of a steering actuator of a steering system according to the present embodiments.

[0031] Fig. 23 is a plan view of a part of a steering actuator of a steering system according to the present embodiments.

[0032] Fig. 24 is a perspective view of a lean actuator of a steering system according to the present embodiments.

[0033] Fig. 25 is an exploded perspective view of a lean actuator of a steering system according to the present embodiments.

[0034] Fig. 26 is a cross-sectional view of a lean actuator of a steering system according to the present embodiments.

[0035] Fig. 27 is an exploded perspective view of a part of a lean actuator of a steering system according to the present embodiments.

[0036] Fig. 28 is a front view of a part of a lean actuator of a steering system according to the present embodiments.

[0037] Fig. 29 is a front view of a part of a lean actuator of a steering system according to the present embodiments.

[0038] Fig. 30 is an exploded perspective view of a part of a lean actuator of a steering system according to the present embodiments.

[0039] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to exemplary drawings. When adding reference numerals to components in each drawing, identical components may have the same numerals as much as possible even if they are shown in different drawings. In addition, when describing the present embodiments, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the technical idea of ​​the present invention, the detailed description may be omitted. When "includes," "has," "consists of," etc. are used in this specification, other parts may be added unless "only" is used. When a component is expressed in the singular, it may include a case in which the plural is included unless specifically stated otherwise.

[0040] Additionally, terms such as first, second, A, B, (a), (b), etc. may be used to describe components of the present disclosure. These terms are only intended to distinguish the components from other components, and the nature, order, sequence, or number of the components are not limited by the terms.

[0041] In a description of the positional relationship of components, when it is described that two or more components are "connected," "combined," or "connected," it should be understood that the two or more components may be directly "connected," "combined," or "connected," but that the two or more components may also be further "interposed" with another component to be "connected," "combined," or "connected." Here, the other component may be included in one or more of the two or more components that are "connected," "combined," or "connected" to each other.

[0042] In the description of the temporal flow relationship related to components, operation methods, or manufacturing methods, for example, when the temporal or flow relationship is described as “after”, “following”, “next to”, “before”, etc., it may also include cases where it is not continuous, unless “immediately” or “directly” is used.

[0043] Meanwhile, when numerical values ​​or corresponding information (e.g., levels, etc.) for components are mentioned, even without separate explicit description, the numerical values ​​or 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.).

[0044] Figure 1 is a configuration diagram of a steering system according to the present embodiments.

[0045] Figures 2a, 2b, and 2c are drawings for explaining mobility according to the present embodiments.

[0046] FIG. 3 is a perspective view of a steering input device of a steering system according to the present embodiments, FIG. 4 is an exploded perspective view of a steering input device of a steering system according to the present embodiments, FIG. 5 is a cross-sectional view of a steering input device of a steering system according to the present embodiments, FIG. 6 is an exploded perspective view of a part of a steering input device of a steering system according to the present embodiments, FIG. 7 is a front view of a part of a steering input device of a steering system according to the present embodiments, FIG. 8 is a front view of a part of a steering input device of a steering system according to the present embodiments, FIG. 9 is a drawing for explaining the operation of a steering input device of a steering system according to the present embodiments, FIG. 10 is an exploded perspective view of a part of a steering input device of a steering system according to the present embodiments, FIG. 11 is a plan view of a part of a steering input device of a steering system according to the present embodiments, FIG. 12 is a cross-sectional view of a part of a steering input device of a steering system according to the present embodiments, and FIG. 13 is a plan view of a part of a steering input device of a steering system according to the present embodiments. Figures 14a and 14b are cross-sectional views of a portion of a steering input device of a steering system according to the present embodiments.

[0047] FIG. 15 is a perspective view of a steering actuator of a steering system according to the present embodiments, FIG. 16 is a perspective view of a steering actuator and a Pitman arm of a steering system according to the present embodiments, FIG. 17 is an exploded perspective view of a part of a steering actuator of a steering system according to the present embodiments, FIG. 18 is a cross-sectional view of a steering actuator of a steering system according to the present embodiments, FIG. 19 is an exploded perspective view of a part of a steering actuator of a steering system according to the present embodiments, FIG. 20 is a cross-sectional view of a steering actuator of a steering system according to the present embodiments, FIG. 21 is an exploded perspective view of a steering actuator of a steering system according to the present embodiments, FIG. 22 is a bottom view of a part of a steering actuator of a steering system according to the present embodiments, and FIG. 23 is a plan view of a part of a steering actuator of a steering system according to the present embodiments.

[0048] FIG. 24 is a perspective view of a lean actuator of a steering system according to the present embodiments, FIG. 25 is an exploded perspective view of a lean actuator of a steering system according to the present embodiments, FIG. 26 is a cross-sectional view of a lean actuator of a steering system according to the present embodiments, FIG. 27 is an exploded perspective view of a part of a lean actuator of a steering system according to the present embodiments, FIG. 28 is a front view of a part of a lean actuator of a steering system according to the present embodiments, FIG. 29 is a front view of a part of a lean actuator of a steering system according to the present embodiments, and FIG. 30 is an exploded perspective view of a part of a lean actuator of a steering system according to the present embodiments.

[0049] According to the present embodiments, a steering system (100) includes a steering input device (110) including a steering shaft (310) and a steering angle sensor (330) for sensing a rotation angle of the steering shaft (310), a steering actuator (120) including a first output shaft (1530) connected to a knuckle arm, a steering motor (1510) connected to the first output shaft (1530) by 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) by a second reducer (2520), and an electronic control device (140) for receiving steering angle information from the steering angle sensor (330) and controlling the steering motor (1510) and the lean motor (2420). Can be provided.

[0050] Additionally, according to the present embodiments, mobility including a steering system (100) according to the present embodiments can be provided.

[0051] Referring to FIG. 1, the steering system (100) according to the present embodiments includes a steering input device (110), a steering actuator (120), a lean actuator (130), and an electronic control device (140).

[0052] The steering input device (110) receives the driver's steering wheel operation, and the electronic control device (140) receives steering angle information from the steering angle sensor (330) of the steering input device (110).

[0053] The electronic control device (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 vehicle speed, driver's steering torque, and yaw rate.

[0054] The information received by the electronic control device (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). By controlling the electronic control device (140), the steering actuator (120) generates steering force for steering the wheels, so that steering of the mobility according to the present embodiments can be performed.

[0055] In addition, the lean function of the mobility according to the present embodiments can be performed by generating torque that rotates the lean bar through the lean actuator (130) under the control of the electronic control device (140).

[0056] The lean function of the mobility according to the present embodiments will be examined with reference to FIGS. 2A, 2B, and 2C. FIG. 2A illustrates a state in which the lean function of the mobility according to the present embodiments is not performed, which may be, for example, a state of being stopped, moving forward, or moving backward.

[0057] FIG. 2b and FIG. 2c illustrate a state in which the lean function of the mobility according to the present embodiments is performed. FIG. 2b illustrates a state in which the vehicle body tilts due to the lean function when turning, and FIG. 2c illustrates a state in which the height difference between the left and right wheels is offset by the lean function on a stepped terrain. In other words, by utilizing the lean function, driving stability can be improved when turning, while providing a dynamic driving environment to the driver, and a suspension function that absorbs ground differences can also be provided.

[0058] The mobility according to the present embodiments includes a lean bar, both ends of which are connected to the left and right wheels to perform a lean function. The 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 embodiments includes a second output shaft (2410) to which the lean bar is coupled, so that the lean function is performed as the lean bar is rotated by the lean actuator (130).

[0059] In one embodiment, the steering actuator (120) of the steering system (100) according to the present embodiments can steer the front wheels of the mobility according to the present embodiments. Both front wheels of the mobility according to the present embodiments can be connected to a lean bar so that a lean function can be performed by the lean actuator (130) and can also be steered by the steering actuator (120).

[0060] First, the steering input device (110) of the steering system (100) according to the present embodiments will be examined with reference to FIGS. 3 to 14.

[0061] Referring to FIG. 3, the steering input device (110) according to the present embodiments 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) to input the driver's steering wheel operation.

[0062] 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).

[0063] Referring to FIGS. 4 to 11, according to one embodiment, a steering input device (110) may further include a rotor (410) coupled to a steering shaft (310) and having a spring (413) formed between both ends with a circumferential separation space (413c), a first support member (420) coupled to the rotor (410) and positioned in the separation space (413c), a housing (320) that accommodates the rotor (410) and to which the steering shaft (310) is rotatably coupled, and a second support member (430) positioned in the separation space (413c) and supported circumferentially by the housing (320).

[0064] Meanwhile, FIGS. 4 to 11 illustrate a steering input device (110) according to one embodiment, in which the first support (431) and the second support (432) of the second support member (430) are fixed to the housing (320) at the slit (324) by a connecting member (440).

[0065] The steering input device (110) according to the present embodiments is not limited to what is shown in FIGS. 4 to 11. According to one embodiment, as shown in FIG. 12, the steering input device (110) according to the present embodiments may include an elastic member (1200) provided between the first support (431) and the second support (432).

[0066] 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 of the rotor (410) and the steering shaft (310). The rotor (410) and the steering shaft (310) may be fixed to each other in the circumferential direction by the serrations and 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.

[0067] The housing (320) accommodates the rotor (410). The housing (320) may include a main housing (151) formed hollow and accommodating the rotor (410), a cover housing (323) coupled to one side of the steering shaft (310) and coupled to the main housing (151), and a sensor housing (322) coupled to the other side of the steering shaft (310) and accommodating a steering angle sensor (330). The main housing (151) may be coupled to a vehicle body, and a steering input device (110) according to the present embodiments may be installed therein.

[0068] The rotor (410) is equipped with a spring (413). As the steering shaft (310) rotates, the torque generated by the twisting of the spring (413) is provided as a reaction torque to the steering shaft (310), thereby improving the steering feel of the driver. In addition, the steering wheel rotated by the torque provided by the spring (413) can be returned to the neutral position.

[0069] A circumferential separation space (413c) is formed between one end (see drawing symbol 413a) and the other end (see drawing symbol 413b) of the spring (413) (see FIG. 7). A first support member (420) and a second support member (430) are positioned in the separation space (413c) formed between the two ends of the spring (413) (see FIG. 8).

[0070] Since the steering feel provided to the driver must be the same regardless of the direction of rotation of the steering wheel, the two ends of the spring (413), the first support member (420), and the second support member (430) are provided symmetrically on both sides. As shown in the drawing, the first support member (420) has a rod shape parallel to the steering shaft (310) and can support both ends of the spring (413).

[0071] And, the second support member (430) may include a first support member (431) on which one end of the spring (413) is supported, and a second support member (432) on which the other end of the spring (413) is supported, as will be described in detail later.

[0072] The first support member (420) is coupled to the rotor (410) and rotates together with the steering shaft (310), and the second support member (430) is supported circumferentially 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.

[0073] As will be described in detail later, the second support member (430) is inserted into the slit (324) and is axially movable with respect to the housing (320) but can be fixed in the circumferential direction. The first support member (420) is supported by one end or the other end of the spring (413) and rotates by the rotation of the steering shaft (310), but the other end or one end of the spring (413) is supported by and fixed to the second support member (430).

[0074] Accordingly, the spring (413) is twisted and a reaction torque is provided to the steering shaft (310). The structure for providing a reaction torque by twisting the spring (413) will be described in detail later.

[0075] Referring to FIG. 5, according to one embodiment, the steering input device (110) according to the present embodiments 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 coupled to the sensor housing (322). The damper (511) provides rotational damping to the steering shaft (310), thereby improving the steering feel.

[0076] Referring to FIG. 6, according to one embodiment, a first stopper (411a) may be formed on the rotor (410), and a second stopper (323a) may be formed on the housing (320) so as to be supported circumferentially by the first stopper (411a). Rotation of the steering shaft (310) is stopped as the first stopper (411a) is supported by the second stopper (323a).

[0077] In one embodiment, the rotor (410) may include a first rotor (410) to which a first support member (420) is coupled and a second rotor (410) to which a spring (413) is mounted.

[0078] 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) so as to be supported circumferentially by the first stopper (411a). Rotation of the steering shaft (310) is stopped as the first stopper (411a) is supported by the second stopper (323a).

[0079] In 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).

[0080] 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 facing surfaces of the first rotor (410) and the sensor housing (322), respectively. The first support member (420) can be coupled to the other axial surface of the first rotor (410), that is, the surface opposite to the surface on which the first stopper (411a) is formed.

[0081] In one embodiment, the spring (413) may be mounted on the outer surface of the second rotor (410). The second rotor (410) may be coupled to the axial other surface of the first rotor (410), i.e., the surface to which the first support member (420) is coupled.

[0082] Accordingly, the first rotor (410) and the second rotor (410) rotate together. The spring (413) is mounted on the outer surface of the second rotor (410), and as described later, both ends are bent and provided to protrude radially from the outer surface of the second rotor (410).

[0083] In one embodiment, the second rotor (410) may include a first bush (521) having a first protrusion (521a) formed on an outer surface thereof and supported by a spring (413) on one axial side thereof and coupled to the first rotor (410), and a second bush (522) having a second protrusion (522a) formed on an outer surface thereof and supported by a spring (413) on the other axial side thereof and coupled to the first bush (521).

[0084] The first bush (521) and the second bush (522) are axially coupled, and the spring (413) is positioned between the first protrusion (521a) and the second protrusion (522a) on the outer surface of the first bush (521) and the second bush (522) (see FIG. 5).

[0085] Referring to FIGS. 7 and 8, according to one embodiment, one end and the other end of the spring (413) may be bent to extend radially, thereby forming a separation space (413c). The two ends of the spring (413) are spaced apart axially and simultaneously form a circumferential separation space (413c).

[0086] In one embodiment, one end of the spring (413) may be simultaneously supported on 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 on 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 on the first support member (420) and the second support member (430) on opposite sides, respectively.

[0087] One end of the spring (413) is supported on the first support member (420) on one side in the circumferential direction, and the other end of the spring (413) is supported on the first support member (420) on the other side in the circumferential direction. That is, one end and the other end of the spring (413) are supported on the first support member (420) located in a space (413c) on opposite sides. When the rotor (410) rotates on one side in the circumferential direction together with the steering shaft (310), the first support member (420) is supported on one end of the spring (413) and rotates.

[0088] However, the other end of the spring (413) is supported on a second support member (430) that is supported circumferentially by the housing (320) and does not rotate, and is fixed so that the spring (413) twists and a reaction torque is provided to the steering shaft (310).

[0089] Conversely, when the rotor (410) rotates in the other direction along with the steering shaft (310), the first support member (420) is supported by the other end of the spring (413) and rotates. In addition, since one end of the spring (413) is fixed and cannot rotate, the spring (413) is similarly twisted and a reaction torque is provided to the steering shaft (310).

[0090] Additionally, if both ends of the spring (413) are not supported simultaneously by the first support member (420) and the second support member (430), the driver's steering feel is reduced.

[0091] That is, if both ends of the spring (413) are supported only by the first support member (420) in the neutral state of the steering wheel and a gap exists between both ends of the spring (413) and both sides of the second support member (430), when the steering shaft (310) rotates in the circumferential direction, the spring (413) does not twist until the end of the spring (413) is supported by the second support member (430), so the reaction torque is not provided, and thus the steering feel is deteriorated.

[0092] Alternatively, if both ends of the spring (413) are supported only by the second support member (430) in the neutral state of the steering wheel and a gap exists between both ends of the spring (413) and both sides of the first support member (420), the steering shaft (310) rotates idle until the ends of the spring (413) are supported by the first support member (420), thereby reducing the steering feel.

[0093] Alternatively, if both ends of the spring (413) are not supported by either the first support member (420) or the second support member (430) in the neutral state of the steering wheel, it is natural that the steering feel of the driver is reduced. Therefore, in order to provide a high steering feel to the driver, both ends of the spring (413) need to be supported by the first support member (420) and the second support member (430) simultaneously.

[0094] Fig. 8 illustrates a state in which both ends of a spring (413) are simultaneously supported by a first support member (420) and a second support member (430) in a neutral position. In addition, Fig. 9 illustrates a state in which a steering shaft (310) is rotated counterclockwise in the drawing in a neutral position, one end of a spring (413) is supported and fixed by a second support member (430), and the other end of the spring (413) is supported and rotated by a first support member (420).

[0095] As shown in FIG. 8, since both ends of the spring (413) are simultaneously supported by the first support member (420) and the second support member (430) in a neutral state, as shown in FIG. 9, when the steering shaft (310) is rotated, one end or the other end of the spring (413) does not move due to the second support member (430) even if the first support member (420) is rotated.

[0096] Therefore, as soon as the driver turns the steering wheel from the neutral position, the spring (413) twists and a reaction torque is provided.

[0097] If there is a gap between the end of the spring (413) and the second support member (430), the twisting of the spring (413) does not occur until the driver rotates the steering wheel by that gap, thereby reducing the steering feel. Through this structure, the steering input device (110) according to the present embodiments can provide the driver with a high steering feel.

[0098] However, it is impossible to assemble the actual parts so that both ends of the spring (413) are simultaneously supported by the first support member (420) and the second support member (430) when considering manufacturing tolerances, assembly tolerances, etc. Therefore, a design is required for assembling the device so that both ends of the spring (413) are simultaneously supported by the first support member (420) and the second support member (430).

[0099] In one embodiment, the second support member (430) may include a first support member (431) on which one end of the spring (413) is supported and a second support member (432) on which the other end of the spring (413) is supported.

[0100] 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 body (431) and a second support body (432), each of which can be supported on one end and the other end of the spring (413). That is, one end of the spring (413) can be supported simultaneously on the first support member (420) and the first support body (431), and the other end of the spring (413) can be supported simultaneously on the first support member (420) and the second support body (432).

[0101] Referring to FIG. 10, according to one embodiment, a slit (324) may be formed in the housing (320) into which a first support (431) and a second support (432) are inserted so as to be axially movable. The slit (324) is formed along the axial direction, and the first support (431) and the second support (432) are inserted into the slit (324) so ​​as to be axially movable with respect to the housing (320) but are fixed in the circumferential direction.

[0102] Referring to FIG. 11, according to one embodiment, the first support (431) and the second support (432) can be formed to have a narrow width along the axial direction.

[0103] 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 as they move along the slit (324), the first support (431) and the second support (432) are naturally supported by both ends of the spring (413) supported by the first support member (420). Therefore, both ends of the spring (413) can be simultaneously supported by the first support member (420) and the second support member (430).

[0104] In one embodiment, the first support (431) and the second support (432) can be fixed to the housing (320) at the slit (324) by the coupling member (440). That is, after the first support (431) and the second support (432) are brought into close contact with one end and the other end of the spring (413) respectively along the slit (324), the positions of the first support (431) and the second support (432) can be fixed by the coupling member (440).

[0105] With both ends of the spring (413) supported on both sides of the first support member (420), the first support body (431) and the second support body (432) can be joined to the housing (320) in close contact with one end and the other end of the spring (413), respectively, in the separation space (413c).

[0106] Accordingly, one end of the spring (413) can be simultaneously supported by the first support member (420) and the first support body (431), and the other end of the spring (413) can be simultaneously supported by the first support member (420) and the second support body (432).

[0107] Referring to FIGS. 12 and 13, according to one embodiment, an elastic member (1200) may be provided between the first support (431) and the second support (432). The elastic member (1200) is supported at both ends by the first support (431) and the second support (432) and provides an elastic force in the axial outward direction to both supports.

[0108] The first support (431) and the second support (432) are pressed against one end and the other end of the spring (413) respectively by the elastic force of the elastic member (1200), and thus one end of the spring (413) can be simultaneously supported by the first support member (420) and the first support member (431), and the other end of the spring (413) can be simultaneously supported by the first support member (420) and the second support member (432).

[0109] Referring to Fig. 14a, an example of a method of bringing the first support (431) and the second support (432) into close contact with both ends of the spring (413) by using the elastic force of the elastic member (1200) will be examined.

[0110] First, in the initial state, the elastic member (1200) is compressed by the jig (1401) coupled to the first support (431) and the second support (432). Then, after the assembly is completed, when the jig (1401) is removed, 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 come into contact with one end and the other end of the spring (413), respectively.

[0111] Through this process, both ends of the spring (413) can be easily supported simultaneously by the first support member (420) and the second support member (430).

[0112] Referring to Fig. 14b, after supporting the first support (431) and the second support (432) on both ends of the spring (413) using the elastic force of the elastic member (1200), the positions of the two supports can be fixed using the fixing member (1402).

[0113] After fixing the positions of the two supports, the elastic member (1200) can be removed between the first support (431) and the second support (432).

[0114] Next, the steering actuator (120) of the steering system (100) according to the present embodiments will be examined with reference to FIGS. 15 to 23.

[0115] Referring to FIG. 15, the steering actuator (120) according to the present embodiments includes a first output shaft (1530) connected to a knuckle arm, and a steering motor (1510) connected to the first output shaft (1530) by a first reducer (1520).

[0116] 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).

[0117] The first output shaft (1530) is directly or indirectly connected to a knuckle arm (not shown), for example, by a linkage structure, and the wheels of the vehicle are steered by the rotation of the first output shaft (1530).

[0118] 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).

[0119] The second housing (1542) includes a lower housing and an upper housing, and the lower housing and the upper housing can be coupled while accommodating the first output shaft (1530) 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 by a coupling member (1553).

[0120] Referring to FIG. 16, according to one embodiment, a first output shaft (1530) may be coupled with a pitman arm (1600) connected to a knuckle arm. The pitman arm (1600) is coupled to the first output shaft (1530) and rotates along 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, by a linkage structure.

[0121] In one embodiment, the first output shaft (1530) and the Pitman arm (1600) may be coupled with a serration. The end of the first output shaft (1530) may be provided to protrude from the housing, and a serration may be formed on the protruding end of the first output shaft (1530) to which the Pitman arm (1600) is coupled.

[0122] Referring to FIG. 17, 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).

[0123] A sensor cover (1741) that accommodates a sensor (1740) may be coupled to the first housing (1541). The sensor (1740) senses the rotation angle of the first output shaft (1530), and the sensed rotation angle information may be transmitted to an electronic control device (140) that controls the steering motor (1510).

[0124] The electronic control device (140) can control the steering motor (1510) based on the rotation angle information of the first output shaft (1530) and other information. As illustrated in the drawing, 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).

[0125] Hereinafter, with reference to FIGS. 17 to 20, a structure in which the power of the steering motor (1510) is transmitted at a reduced speed to the first output shaft (1530) will be examined.

[0126] In one embodiment, the first reducer (1520) may include a first shaft (1710) coupled to a motor shaft of a steering motor (1510), and a second shaft (1720) having a reduction ratio and rotated by the rotation of the first shaft (1710).

[0127] The first shaft (1710) is provided coaxially with the motor shaft of the steering motor (1510) and can rotate together with the motor shaft. In addition, the second shaft (1720) has a reduction ratio with respect to the first shaft (1710) and can rotate.

[0128] 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.

[0129] In one embodiment, the first shaft (1710) is a worm shaft, and the second shaft (1720) may be provided with a worm wheel (1721) that engages with the worm shaft.

[0130] A first shaft (1710) and a second shaft (1720) are arranged perpendicular to each other, and a worm gear and a worm wheel (1721) of a worm shaft are meshed with each other, and the power of the steering motor (1510) is reduced. One end of the worm shaft may be coupled to a motor shaft of the steering motor (1510), for example, by a damping coupler (1811). In addition, a bearing (1812) supporting both ends of the first shaft (1710) may be coupled to the first housing (1541).

[0131] In one embodiment, a pressing member (1730) may be provided that pressurizes the first shaft (1710) in a direction such that it engages with the second shaft (1720).

[0132] The pressurizing member (1730) pressurizes the other end of the first shaft (1710) to provide a pressurizing force in the direction in which the first shaft (1710) engages with the worm wheel (1721) of the second shaft (1720). By the pressurizing force provided by the pressurizing member (1730), noise generated when the first shaft (1710) and the second shaft (1720) are driven is reduced.

[0133] A coupling hole into which a pressure member (1730) is inserted is formed in the first housing (1541), so that the pressure member (1730) can pressurize the other end of the first shaft (1710) in the coupling hole of the first housing (1541).

[0134] The pressurizing 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.

[0135] In one embodiment, a first gear portion (1722) may be formed on the second shaft (1720), and a second gear portion (1911) may be formed on the first output shaft (1530) to mesh with the first gear portion (1722).

[0136] In 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 transmitted from the first shaft (1710) to the second shaft (1720) and is first reduced, and then transmitted from the second shaft (1720) to the first output shaft (1530) and is secondarily reduced. Therefore, a high reduction ratio can be obtained with a compact structure.

[0137] In 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) may be arranged in parallel, and the first gear portion (1722) and the second gear portion (1911) may be formed and meshed at axially overlapping portions, respectively.

[0138] Meanwhile, as the power of the steering motor (1510) is transmitted in the order of the first shaft (1710), the second shaft (1720), and the first output shaft (1530), noise may occur between the gear teeth. As described above, the noise between the first shaft (1710) and the second shaft (1720) is reduced by the pressurizing member (1730). Hereinafter, the noise reduction structure of the second shaft (1720) and the first output shaft (1530) will be examined.

[0139] Referring to FIGS. 20 and 21, 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 a steering motor (1510) is coupled and which accommodates a first reducer (1520), and a second housing (1542) coupled to the first housing (1541) and which accommodates a first output shaft (1530), and the first housing (1541) and the second housing (1542) can be coupled to be relatively rotatable about an eccentric shaft that is eccentric with respect to the central axis of the second shaft (1720).

[0140] The relative rotation center axes of the first housing (1541) and the second housing (1542) are eccentric with respect to the center axis of the second shaft (1720), so that the axial distance between the second shaft (1720) and the first output shaft (1530) is adjusted as the two housings rotate relative to each other.

[0141] The axial distance between the second shaft (1720) and the first output shaft (1530) is adjusted, and the clearance between the first gear unit (1722) and the second gear unit (1911) is adjusted to reduce noise.

[0142] The relative rotation center axis of the first housing (1541) and the second housing (1542) can be formed by the coupling portion (2011) and the coupling hole (2012). That is, the first housing (1541) is formed with a first communication hole (2111) through which the second shaft (1720) passes, and the second shaft (1720) is provided with a first gear portion (1722) protruding to the outside of the first housing (1541), and the second housing (1542) is formed with a second communication hole (2112) through which the second gear portion (1911) is accommodated, and the first gear portion (1722) can be engaged with the second gear portion (1911) in the second communication hole (2112).

[0143] In addition, a coupling part (2011) protruding in the axial direction of the second shaft (1720) and having a first communication hole (2111) formed therein may be formed in the first housing (1541), and a coupling hole (2012) into which the coupling part (2011) is inserted may be formed in the second housing (1542).

[0144] As the first housing (1541) and the second housing (1542) are coupled, a 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 relative to each other about the central axis of the coupling portion (2011) and the coupling hole (2012).

[0145] Referring to FIGS. 22 and 23, the coupling portion (2011) and the coupling hole (2012) are eccentric with respect to the first communication hole (2111), so that the relative rotation center axes of the first housing (1541) and the second housing (1542) can be eccentric with respect to the center axis of the second shaft (1720).

[0146] The coupling portion (2011) and the coupling hole (2012) are coaxial, but can be eccentric with respect to the first communication hole (2111). Therefore, when the first housing (1541) and the second housing (1542) are coupled, as the first housing (1541) and the second housing (1542) are relatively rotated with respect to the central axis of the coupling portion (2011) and the coupling hole (2012), the 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 communication hole (2111) increases or decreases.

[0147] For example, the second housing (1542) is fixedly coupled to the body, and the first housing (1541) can be rotated relative to the second housing (1542) about the central axis of the coupling portion (2011) and the coupling hole (2012).

[0148] The 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 communication hole (2111) increases or decreases due to the relative rotation of the first housing (1541) and the second housing (1542), and accordingly, the axial distance between the second output shaft (1530) fixed to the second housing (1542) and the second shaft (1720) also increases or decreases.

[0149] Accordingly, the clearance between the gear teeth of the first gear portion (1722) of the second shaft (1720) and the second gear portion (1911) of the first output shaft (1530) can be adjusted, and noise can be reduced.

[0150] According to one embodiment, the first housing (1541) is formed with at least one first coupling portion (1551) having a concentric hole formed with the coupling portion (2011) and the coupling hole (2012), and the second housing (1542) is formed with a second coupling portion (1552) having a hole formed therein, so that the first housing (1541) and the second housing (1542) can be coupled by a coupling member (1553) coupled to the first coupling portion (1551) and the second coupling portion (1552).

[0151] That is, after the first housing (1541) and the second housing (1542) are rotated relative to each other to adjust the clearance between the gear teeth of the first gear part (1722) and the second gear part (1911), the first housing (1541) and the second housing (1542) can be fixed with a connecting member (1553).

[0152] An arc-shaped long hole is formed in the first coupling portion (1551) formed in the first housing (1541), and the long hole is formed concentrically with the coupling portion (2011) and the coupling hole (2012).

[0153] In one embodiment, the coupling member (1553) may be a bolt. The coupling member (1553) is inserted into the long hole of the first coupling portion (1551) and the hole of the second coupling portion (1552), and by coupling a nut to the coupling member (1553), the first housing (1541) and the second housing (1542) may be fixed to each other.

[0154] Since the long hole of the first coupling portion (1551) is formed concentrically with the coupling portion (2011) and the coupling hole (2012), relative rotation of the first housing (1541) and the second housing (1542) is possible while the coupling member (1553) is inserted into the long hole of the first coupling portion (1551) and the hole of the second coupling portion (1552).

[0155] That is, after adjusting the clearance between gear teeth through relative rotation while loosely connecting the nut to the connecting member (1553), the first housing (1541) and the second housing (1542) can be easily fixed by tightening the nut.

[0156] Next, the lean actuator (130) of the steering system (100) according to the present embodiments will be examined with reference to FIGS. 24 to 30.

[0157] The lean actuator (130) of the steering system (100) according to the present embodiments 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) by 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 the second output shaft (2410) rotates and the lean function is performed.

[0158] Referring to FIGS. 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 a motor shaft (2421) of a lean motor (2420) and connected to a second reducer (2520), and a housing (2430) including the second reducer (2520) and to which the lean motor (2420) is coupled.

[0159] In one embodiment, the motor shaft (2421) and the input shaft (2510) can be coupled with serrations. The input shaft (2510) coupled to the motor shaft (2421) is accommodated in a housing cover (2530) together with a locking gear (2511). An end of the lower input shaft (2510) protrudes from the sensor cover (2441) and is coupled with the second reducer (2520). A locking member (2540) is coupled to one side of the housing cover (2530).

[0160] In one embodiment, the second output shaft (2410) may include a coupling portion (2411) having a serration formed therein to which the 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).

[0161] The lean bar is coupled to a coupling portion (2411) of a second output shaft (2410) protruding from the housing (2430). The lean bar and the coupling portion (2411) are coupled with serrations, and a nut for fixing the lean bar to the second output shaft (2410) can be coupled to the coupling portion (2411).

[0162] In one embodiment, a bearing (2611) that supports the rotation of a second output shaft (2410) may be coupled to the housing (2430). As will be described in detail later, one end of the second output shaft (2410) may be provided as a gear portion (2412) between a fixed gear (2521) and a rotary cam (2522), and the other end of the second output shaft (2410) may be coupled as a coupling portion (2411) to which a lean bar may be coupled. In addition, the bearing (2611) may support the end of the second output shaft (2410) to the housing (2430).

[0163] Referring to FIGS. 26 and 27, according to one embodiment, the second reducer (2520) includes a rotary cam (2522) coupled to an input shaft (2510) and a fixed gear (2521) coupled to a housing (2430), and the second output shaft (2410) may include a gear portion (2412) coupled to the rotary cam (2522) and meshed with the fixed gear (2521). That is, the second reducer (2520) may include a rotary cam (2522) and a fixed gear (2521), and the second output shaft (2410) may include a coupling portion (2411) and a gear portion (2412).

[0164] Although omitted in FIGS. 24 to 27 for convenience of illustration and understanding, as shown in FIG. 28, the outer surface is supported by the housing (2430) and gear teeth are formed on the inner surface of the coupled fixed gear (2521), and gear teeth that mesh with the gear teeth of the fixed gear (2521) can be formed on the outer surface of the gear portion (2412) of the second output shaft (2410).

[0165] The gear portion (2412) of the second output shaft (2410) is formed as a hollow oval shape, and gear teeth that mesh with the gear teeth of the fixed gear (2521) are formed on the outer surface, and a rotary cam (2522) is coupled to the inner surface. A bearing may be provided between the rotary cam (2522) and the gear portion (2412).

[0166] The rotary cam (2522) is coupled to the input shaft (2510) and rotated by the power of the lean motor (2420). The power of the lean motor (2420) is reduced by the rotary cam (2522), the gear unit (2412), and the fixed gear (2521) and output to the second output shaft (2410). In one embodiment, the gear unit (2412) of the second output shaft (2410) and the second reducer (2520) may form a harmonic reducer.

[0167] In 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 rotary cam (2522) in which the key pin (2510a) engages.

[0168] 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 and coupled to the input shaft (2510). In addition, the key pin (2510a) can be inserted into a key groove (2522a) of a rotary cam (2522), and the input shaft (2510) and the rotary cam (2522) can be fixed in the circumferential direction.

[0169] Referring to FIGS. 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 limiting the rotation of the lean bar. By the operation of the locking member (2540), the rotation of the lean bar is limited, and the performance of the lean function of the mobility according to the present embodiments may become impossible.

[0170] For example, in situations where the lean function is unnecessary or the upright position of the vehicle body is required, such as when driving straight or backward or when stopped, the locking member (2540) operates and the lean bar can be maintained in a horizontal state.

[0171] In one embodiment, the locking member (2540) can lock the rotation of the input shaft (2510) and limit the rotation of the lean bar.

[0172] In one embodiment, a locking gear (2511) is coupled to an input shaft (2510), a locking member (2540) may include a locking pin (2541) that advances and engages with the locking gear (2511) or retreats and separates from the locking gear (2511), and a driving unit (2542) that advances or retreats the locking pin (2541).

[0173] The locking pin (2541) can be advanced or retracted by the driving unit (2542). When the locking pin (2541) is advanced, its end engages with the gear teeth of the locking gear (2511), and thus the rotation of the locking gear (2511) and the input shaft (2510) to which the locking gear (2511) is coupled is restricted, and the rotation of the lean bar can be restricted.

[0174] In addition, the locking pin (2541) is separated from the gear teeth of the locking gear (2511) at the end in the retracted state, so that the input shaft (2510) and the lean bar can be rotated by the lean motor (2420). The locking gear (2511) can be connected to the input shaft (2510) by serration.

[0175] Referring to FIGS. 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 the lean bar coupled to the second output shaft (2410).

[0176] The rotation angle information of the second output shaft (2410) sensed by the sensor unit (2440) is transmitted to the electronic control device (140), and the electronic control device (140) can control the lean motor (2440) using the rotation angle information of the second output shaft (2410).

[0177] According to one embodiment, the sensor unit (2440) may include a rotation shaft (2442) that rotates in conjunction with the second output shaft (2410) and a sensor (2443) that senses the rotation angle of the rotation shaft (2442).

[0178] 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 accommodated inside a sensor cover (2441) coupled to the housing (2430).

[0179] In one embodiment, the gear ratio of the rotational shaft (2442) to the second output shaft (2410) may be greater than 1. Therefore, the sensor (2443) that senses the rotational angle of the second output shaft (2410) from the rotational angle of the rotational shaft (2442) can sense the rotational angle of the second output shaft (2410) more precisely.

[0180] 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 the case where the rotation angle of the second output shaft (2410) is directly sensed.

[0181] In one embodiment, one end of the rotation shaft (2442) may be coupled to a sensor (2443), and the other end of the rotation shaft (2442) may be supported by a bearing (2442a) coupled to a housing (2430). That is, both ends of the rotation shaft (2442) may be supported by a sensor (2443) and a bearing (2442a), respectively.

[0182] In one embodiment, the second output shaft (2410) and the rotation shaft (2442) may be connected by a belt (2444). That is, the second output shaft (2410) and the rotation shaft (2442) are arranged in parallel and connected by the belt (2444), so that the rotation shaft (2442) can rotate in conjunction with the second output shaft (2410).

[0183] In one embodiment, a pulley (2445) around which a belt (2444) is wound may be coupled to the second output shaft (2410). A gear tooth that meshes with the pulley (2445) may be formed on the rotation shaft (2442) as shown in the drawing, or a pulley around which a belt (2444) is wound may be coupled.

[0184] In one embodiment, the diameter of the pulley (2445) may be larger than the diameter of the rotation shaft (2442). Accordingly, the gear ratio of the rotation shaft (2442) to the second output shaft (2410) may be greater than 1, and the precision of the sensor (2443) may be improved.

[0185] In one embodiment, a bearing (2446) may be provided that presses 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 tension in the belt (2444) and preventing slipping or jumping between the belt (2444) and the pulley (2445) and / or the belt (2444) and the rotational shaft (2442).

[0186] According to a steering system having a structure like this and a mobility including the same, a steering system having a compact structure and capable of improving a driver's steering feel and a mobility including the same can be provided.

[0187] The above description is merely an illustrative example of the technical idea of ​​the present disclosure, and those skilled in the art to which the present disclosure pertains will appreciate that various modifications and variations can be made without departing from the essential characteristics of the technical idea of ​​the present disclosure. In addition, the present embodiments are not intended to limit the technical idea of ​​the present disclosure but rather to explain it, and therefore the scope of the technical idea of ​​the present disclosure is not limited by these embodiments. The scope of protection of the present disclosure should be interpreted by the claims below, and all technical ideas within a scope equivalent thereto should be interpreted as being included within the scope of the rights of the present disclosure.

Claims

1. A steering input device including a steering shaft and a steering angle sensor that senses a rotation angle of the steering shaft; A steering actuator comprising a first output shaft connected to a knuckle arm, and a steering motor connected to the first output shaft by a first reducer; A lean actuator comprising a second output shaft to which a 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 lean motor; A steering system including:

2. In paragraph 1, The above steering input device, A rotor coupled to the steering shaft and having a spring formed between its two ends in a circumferential space; A first support member coupled to the rotor and positioned in the separation space; A housing that accommodates the rotor and to which the steering shaft is rotatably coupled; A second support member positioned in the above space and supported circumferentially by the housing; A steering system further comprising:

3. In paragraph 2, A steering system characterized in that one end of the spring is simultaneously supported on the first support member and the second support member on one circumferential side, and the other end of the spring is simultaneously supported on the first support member and the second support member on the other circumferential side.

4. In paragraph 2, The above second support member is, A first support on which one end of the spring is supported; and A second support on which the other end of the spring is supported; A steering system including:

5. In paragraph 4, A steering system characterized in that a slit is formed in the housing into which the first support and the second support are inserted so as to be axially movable.

6. In paragraph 5, A steering system characterized in that the first support and the second support are formed to have a width that narrows along the axial direction.

7. In paragraph 6, A steering system characterized in that the first support and the second support are fixed to the housing by a connecting member in the slit.

8. In paragraph 6, A steering system characterized in that an elastic member is provided between the first support and the second support.

9. In paragraph 1, The above first reducer, a first shaft coupled to the motor shaft of the steering motor; and A second shaft having a reduction ratio and rotating in mesh with the first shaft; A steering system including:

10. In paragraph 9, A steering system characterized in that 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.

11. In paragraph 10, Further comprising a first housing to which the steering motor is coupled and which accommodates the first reducer, and a second housing coupled with the first housing and which accommodates the first output shaft, A steering system characterized in that the first housing and the second housing are coupled to be able to rotate relative to each other around an eccentric shaft that is eccentric with respect to the central axis of the second shaft.

12. In paragraph 11, The first housing is formed with at least one first coupling portion having a long hole concentric with the eccentric shaft, and the second housing is formed with at least one second coupling portion having a hole formed therein. A steering system characterized in that the first housing and the second housing are coupled by a coupling member coupled to the first coupling portion and the second coupling portion.

13. In paragraph 1, The above lean actuator, An input shaft coupled to the motor shaft of the above-mentioned lean motor and connected to the second reducer; and A housing including the second reducer and to which the lean motor is coupled; A steering system that further includes:

14. In paragraph 13, A steering system characterized in that it further includes a locking member for limiting the rotation of the above-mentioned lean bar.

15. In paragraph 14, A locking gear is coupled to the above input shaft, The locking member includes a locking pin that advances and engages with the locking gear or retreats and disengages from the locking gear; and A driving unit that advances or retreats the above locking pin; A steering system including:

16. In paragraph 13, A steering system further comprising a sensor unit for sensing the rotation angle of the second output shaft.

17. In paragraph 16, The above sensor part, A rotary shaft that rotates in conjunction with the second output shaft; and A sensor that senses the rotation angle of the above rotation axis; A steering system including:

18. In paragraph 17, A steering system characterized in that the gear ratio of the rotation shaft to the second output shaft is greater than 1.

19. Mobility comprising a steering system according to paragraph 1.

20. In paragraph 19, Mobility characterized in that the above steering actuator steers the front wheels.

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